A shock absorber simulation model correction system, method, and road noise correction system
The damper simulation model system, which utilizes modal testing and parameter correction, solves the problem of inaccurate damper performance evaluation and improves the accuracy of the damper simulation model and the accuracy of vehicle road noise simulation.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SAIC GM WULING AUTOMOBILE CO LTD
- Filing Date
- 2026-01-04
- Publication Date
- 2026-05-29
AI Technical Summary
In the existing technology, the damper simulation model cannot accurately evaluate the damper performance when simulating road noise in automobiles, resulting in differences between the noise, vibration and acoustic roughness characteristics and the actual situation, which reduces the reliability of road noise simulation values and actual vehicle test values.
A shock absorber simulation model correction system is adopted. Standardized modal data is obtained through modal testing components and matched with the modal data of the simulation model to correct the simulation parameter values until the data matches. Combined with damping test and dynamic stiffness test, multi-dimensional parameter synchronous correction is achieved.
It improves the modeling accuracy of the shock absorber simulation model, reduces system complexity, and enhances the low-frequency accuracy of the simulation frequency and peak value of the whole vehicle road noise, thus guiding the design of road noise performance.
Smart Images
Figure CN122113261A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of simulation technology, and more specifically, to a correction system, method, and road noise correction system for a shock absorber simulation model. Background Technology
[0002] In automotive road noise simulation, the modeling of the shock absorber's body structure typically employs a finite element mesh model. Simulation is done parametrically, and damping values are generally based on empirical values. For nonlinear materials, a single stiffness value is used for simulation. This method allows for rapid prediction of peak road noise and has become the industry standard. However, empirical values cannot fully assess the impact of damper performance on road noise performance due to differences between different vehicle models. For example, approximate vehicle model values for the dynamic stiffness of rubber bushings cannot accurately characterize their frequency-dependent characteristics. Consequently, the characteristics of noise, vibration, and harshness (NVH) differ from reality, adding uncertainty to the early prediction of peak road noise and causing deviations between simulated and actual vehicle test values, thus reducing the reliability of forward development.
[0003] Therefore, this application provides a correction system for a shock absorber simulation model to solve the above-mentioned technical problems. Summary of the Invention
[0004] The purpose of this application is to provide a correction system, method, and road noise correction system for a shock absorber simulation model, which can solve at least one of the aforementioned technical problems. The specific solution is as follows: According to a specific embodiment of this application, in a first aspect, this application provides a correction system for a shock absorber simulation model, comprising: a shock absorber simulation model, a modal testing component, and a modal analysis device; The modal testing component includes a modal test sample of a shock absorber, configured to test the modal test sample to obtain standardized first modal data; The shock absorber simulation model is configured with the simulation parameter values of the shock absorber and is configured to output the second modal data during simulation. The modal analysis device is configured to: acquire the standardized first modal data and the second modal data; perform matching analysis on the second modal data and the first modal data; when it is determined that the second modal data does not match the first modal data, correct various simulation parameter values of the shock absorber simulation model until a matching shock absorber simulation model is determined.
[0005] Optionally, the modal testing component further includes a support and a hammer; the natural frequency value of the support is less than or equal to a preset natural frequency threshold, there is no external force constraint, and the six-axis stiffness value is close to zero; the road noise sensitive frequency band of the modal test specimen is within a preset road noise frequency band range, and the weight is less than or equal to a preset weight threshold; the hammer is configured to strike the piston rod of the modal test specimen during testing.
[0006] Optionally, the modal testing component further includes a modal testing sensor and an auxiliary modal testing device; the auxiliary modal testing device is communicatively connected to the modal testing sensor, and the auxiliary modal testing device is configured to: correct the modal testing sensor; ensure that the coherence function value of the modal testing component is greater than a preset coherence function threshold and the force spectrum flatness value meets the standard; determine the natural frequency value, damping ratio value, and six-degree-of-freedom mode shape vector of the modal testing sample based on the data collected by multiple modal testing sensors, as well as the shell breathing mode information within a preset first frequency band and the piston rod first-order bending information within a preset second frequency band; and generate the standardized first modal data based on the verified natural frequency value, damping ratio value, and six-degree-of-freedom mode shape vector, as well as the shell breathing mode information and the piston rod first-order bending information.
[0007] Optionally, the support may include a flexible rope suspension support or an air spring air-bearing support.
[0008] Optionally, the shock absorber simulation model includes: a piston rod unit, a cylinder unit, a damper hydraulic valve unit, and a rubber bushing unit; the rubber bushing unit is configured with frequency-related dynamic stiffness parameter values.
[0009] Optionally, the system also includes a damping test assembly and a dynamic stiffness test assembly for the shock absorber; The damping test assembly includes: a servo exciter, a triaxial accelerometer, a high-linearity force sensor, an auxiliary damping test device, and a damping test sample of the shock absorber. The auxiliary damping test device is communicatively connected to the servo exciter, the force sensor, and the triaxial accelerometer, respectively, and the communication delay of the multiple force sensors is kept consistent. The auxiliary damping test device is configured to: determine the operating parameter values of the servo exciter, the triaxial accelerometer, and the force sensor based on the target shock absorber stroke and force domain; ensure that the coherence function value of the damping test assembly is greater than a preset coherence function threshold; and test the damping test sample to obtain standardized damping data. The dynamic stiffness testing component includes: a low-stiffness flexible support structure, a rubber bushing sample, and a bushing fixture for dynamic stiffness. The dynamic stiffness testing component is configured to: configure the rubber bushing sample based on the actual bushing assembly parameter values; sweep the frequency within a preset complex stiffness frequency range to test the complex stiffness matrix of the rubber bushing sample, and collect the load-displacement phase data of the rubber bushing sample. The modal analysis device is further configured to: obtain standardized bushing stiffness data based on the complex stiffness matrix and load-displacement phase data of the rubber bushing sample before performing matching analysis on the second modal data and the first modal data; and correct the shock absorber simulation model based on the standardized damping data and the standardized bushing stiffness data.
[0010] According to a specific embodiment of this application, in a second aspect, this application provides a method for correcting a shock absorber simulation model, applied to a modal analysis device in the correction system described above, comprising: Modal testing components were used to test the modal test specimens of the shock absorber to obtain standardized first-mode data, and Simulation analysis was performed using a shock absorber simulation model to obtain second modal data; Perform a matching analysis on the second modal data and the first modal data; When it is determined that the second modal data does not match the first modal data, the various simulation parameter values of the shock absorber simulation model are corrected until a matching shock absorber simulation model is determined.
[0011] Optionally, the shock absorber simulation model includes: Rbe2 rigid elements, material property information, and 2D / 3D mesh elements, wherein the Rbe2 rigid elements include connecting mesh nodes; The corrected simulation parameter values include the number of connected mesh nodes and material property information of the Rbe2 rigid element.
[0012] According to a specific embodiment of this application, in a third aspect, this application provides a road noise correction system based on a whole vehicle simulation model, including: a whole vehicle simulation model and a road noise analysis device; The vehicle simulation model includes: chassis simulation model, powertrain simulation model, interior simulation model and body-in-white simulation model, as well as the shock absorber simulation model that is matched by the correction system as described above; The chassis simulation model is coupled and assembled with the powertrain simulation model, the interior simulation model, the body-in-white simulation model, and the shock absorber simulation model. The chassis simulation model includes: wheel hub units, subframe units, control arm units, and stabilizer bar units; the phase difference of the four wheel hub units is synchronized. The road noise analysis device is configured to: apply the measured road spectrum load to the wheel center unit, perform road noise analysis based on the output of the whole vehicle simulation model, and correct the whole vehicle simulation model.
[0013] Optionally, the vehicle simulation model further includes: a acoustic cavity mesh, a solver frequency response analysis card, and an output quantity; the air characteristic information of the acoustic cavity mesh is MAT10, and the solver frequency response analysis card is set within a preset card frequency range; the output quantity includes the sound pressure level near the driver's ear.
[0014] Compared with the prior art, the above-described solutions of this application have at least the following beneficial effects: This application provides a correction system, method, and road noise correction system for a shock absorber simulation model. The correction system includes: a shock absorber simulation model, a modal testing component, and a modal analysis device. The modal testing component includes a modal test sample of the shock absorber, configured to test the sample to obtain standardized first modal data. The shock absorber simulation model is configured with simulation parameter values and is configured to output second modal data during simulation. The modal analysis device is configured to: acquire the standardized first modal data and the second modal data; perform matching analysis on the second modal data and the first modal data; and when it is determined that the second modal data does not match the first modal data, correct various simulation parameter values of the shock absorber simulation model until a matching model is determined. A two-level progressive correction system framework of "test-parameter coupling correction" is proposed, reducing system complexity. A multi-dimensional parameter synchronous correction mechanism for the shock absorber simulation model is proposed, integrating the coordinated correction of three types of parameters: damping nonlinearity, bushing frequency variation stiffness, and main structure modal parameters. Performance correction through modal fitting improves the modeling accuracy of the shock absorber simulation model.
[0015] The correction method includes: testing the modal test sample of the shock absorber using a modal testing component to obtain standardized first modal data; and performing simulation analysis using a shock absorber simulation model to obtain second modal data; performing matching analysis on the second modal data and the first modal data; and when it is determined that the second modal data does not match the first modal data, correcting multiple simulation parameter values of the shock absorber simulation model until a matching shock absorber simulation model is determined. The two-level progressive correction system framework of "test-parameter coupling correction" reduces the complexity of the correction. The modeling accuracy of the shock absorber simulation model is improved through a multi-dimensional parameter synchronous correction mechanism for the shock absorber simulation model and performance correction via modal fitting.
[0016] The road noise correction system includes a whole vehicle simulation model and road noise analysis equipment. The whole vehicle simulation model includes a chassis simulation model, a powertrain simulation model, an interior simulation model, a body-in-white simulation model, and a shock absorber simulation model. It adopts a three-level progressive framework of "test-parameter coupling correction-co-simulation," clearly defining the correlation between shock absorber damping characteristics and road noise performance. This effectively guides road noise performance design during the vehicle development stage, significantly improving the accuracy of the vehicle's road noise simulation frequency and peak value in the low-frequency range. Attached Figure Description
[0017] Figure 1 A schematic diagram of the composition of a correction system for a shock absorber simulation model according to an embodiment of this application is shown. Figure 2 A schematic diagram of a damping test assembly for a shock absorber according to an embodiment of this application is shown; Figure 3 A damping test result diagram of a damping test assembly according to an embodiment of this application is shown; Figure 4 A flowchart illustrating a method for correcting a vibration damper simulation model according to an embodiment of this application is shown; Figure 5 A schematic diagram of the composition of a road noise correction system based on a whole vehicle simulation model according to an embodiment of this application is shown; Figure 6 The diagram shows a comparison between the empirical values used for the shock absorbers and the corrected overall vehicle road noise curve. Detailed Implementation
[0018] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0019] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.
[0020] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.
[0021] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.
[0022] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”
[0023] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.
[0024] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.
[0025] The optional embodiments of this application are described in detail below with reference to the accompanying drawings.
[0026] Example 1 The embodiments provided in this application are embodiments of a correction system for a shock absorber simulation model.
[0027] The following is combined with Figure 1 The embodiments of this application will be described in detail.
[0028] This application provides a correction system for a shock absorber simulation model, including: a shock absorber simulation model, a modal testing component, and a modal analysis device.
[0029] The modal testing assembly includes a modal test sample of a shock absorber, configured to test the modal test sample to obtain standardized first modal data.
[0030] In some specific embodiments, the modal testing component further includes a support and a hammer; the natural frequency value of the support is less than or equal to a preset natural frequency threshold, there is no external force constraint, and the six-axis stiffness value is close to zero; the road noise sensitive frequency band of the modal test specimen is within a preset road noise frequency band range, and the weight is less than or equal to a preset weight threshold; the hammer is configured to strike the piston rod of the modal test specimen during testing.
[0031] Preferably, the preset inherent frequency threshold is 1Hz.
[0032] Preferably, the preset road noise frequency band range is 0 to 500 Hz.
[0033] Preferably, the preset weight threshold is 10 kg. The hammerhead includes a nylon hammerhead or an aluminum hammerhead.
[0034] The support has a natural frequency value less than or equal to a preset natural frequency threshold, is unconstrained by external forces, and its six-dimensional stiffness value approaches zero. This can be understood as free suspension in a vacuum environment. Therefore, it can accurately simulate the vibration characteristics of a shock absorber in a free state.
[0035] In some specific embodiments, the support includes a flexible rope suspension support or an air spring air buoyancy support.
[0036] In some specific embodiments, the modal testing component further includes a modal testing sensor and an auxiliary modal testing device; the auxiliary modal testing device is communicatively connected to the modal testing sensor, and the auxiliary modal testing device is configured to: correct the modal testing sensor; ensure that the coherence function value of the modal testing component is greater than a preset coherence function threshold and that the force spectrum flatness value meets the standard; determine the natural frequency value, damping ratio value, and six-degree-of-freedom mode shape vector of the modal test sample based on the data collected by multiple modal testing sensors, as well as the shell breathing mode information within a preset first frequency band and the piston rod first-order bending information within a preset second frequency band; and generate the standardized first modal data based on the verified natural frequency value, damping ratio value, and six-degree-of-freedom mode shape vector, as well as the shell breathing mode information and the piston rod first-order bending information.
[0037] The auxiliary modal testing equipment corrects the modal testing sensor, for example, by preprocessing the signal, correcting the influence of the sensor's added mass, and compensating for the acceleration signal.
[0038] Preferably, the preset coherence function threshold is 0.9.
[0039] The fluctuation error of the force spectrum flatness value is within ±3dB. The error of the natural frequency is within ±0.3%, and the error of the damping ratio value is within ±3%.
[0040] Preferably, the first frequency band range is 20 to 500 Hz; the second frequency band range is 170 to 200 Hz.
[0041] For example, the natural frequency value, damping ratio value, and six-degree-of-freedom mode shape vector are verified using the modal confidence criterion. Only when the MAC value is ≥0.9 can the verification be considered successful and the standardized first modal data be generated.
[0042] This specific embodiment establishes a modality-driven model correction criterion, using the Modal Confidence Criterion (MAC) to drive iterative model optimization. This improves the accuracy of the standardized first modality data as reference data.
[0043] The shock absorber simulation model is configured with simulation parameter values for the shock absorber and is configured to output second modal data during simulation.
[0044] In some specific embodiments, the shock absorber simulation model includes: a piston rod unit, a cylinder unit, a damper hydraulic valve unit, and a rubber bushing unit; the rubber bushing unit is configured with frequency-related dynamic stiffness parameter values.
[0045] For example, in the HyperMesh preprocessing environment, the piston rod and cylinder elements of the shock absorber simulation model are modeled using CQUAD4+CTRIA3 shell elements (thickness tolerance ≤0.1mm), the rubber bushing element uses CBUSH elements to define frequency-dependent dynamic stiffness, and the measured bushing dynamic stiffness data as a function of frequency is input. The damper hydraulic valve element is simulated using Cbush elements, and the measured damping characteristic data is input.
[0046] The modal analysis device is configured to: acquire the standardized first modal data and the second modal data; perform matching analysis on the second modal data and the first modal data; when it is determined that the second modal data does not match the first modal data, correct various simulation parameter values of the shock absorber simulation model until a matching shock absorber simulation model is determined.
[0047] In this embodiment of the application, if the second modal data does not match the first modal data, the simulation parameters of the shock absorber simulation model are corrected, and the simulation analysis is continued. Then, the second modal data is matched with the first modal data. This process is repeated iteratively until the second modal data matches the first modal data, thereby determining that the shock absorber simulation model matches the modal test sample of the shock absorber.
[0048] In some specific embodiments, the shock absorber simulation model includes: Rbe2 rigid elements and material property information, wherein the Rbe2 rigid elements include connecting mesh nodes.
[0049] The corrected simulation parameter values include the number of connected mesh nodes and material property information of the Rbe2 rigid element.
[0050] This application proposes a two-level progressive correction system framework of "test-parameter coupling correction," which reduces the system complexity. It also proposes a multi-dimensional parameter synchronous correction mechanism for the shock absorber simulation model, using modal fitting for performance correction to improve the modeling accuracy of the shock absorber simulation model.
[0051] In some specific embodiments, the system further includes a damping test assembly and a dynamic stiffness test assembly for the shock absorber.
[0052] The damping test assembly includes: a servo exciter, a triaxial accelerometer, a high-linearity force sensor, an auxiliary damping test device, and a damping test sample of the shock absorber. The auxiliary damping test device is communicatively connected to the servo exciter, the force sensor, and the triaxial accelerometer, respectively, and the communication delay of the multiple force sensors is kept consistent. The auxiliary damping test device is configured to: determine the operating parameter values of the servo exciter, the triaxial accelerometer, and the force sensor based on the target shock absorber stroke and force domain; ensure that the coherence function value of the damping test assembly is greater than a preset coherence function threshold; and test the damping test sample to obtain standardized damping data.
[0053] The communication delay of the multiple force sensors remains consistent, which can be understood as eliminating the phase delay between the channels of different sensors.
[0054] For example, such as Figure 2 As shown, the damping test assembly further includes: a hanger structure and a damper mounting platform; during damping testing, the damping test sample of the damper is placed on the damper mounting platform, and vibration is generated on the damping test sample by a servo exciter. Then, test data is collected by a triaxial accelerometer and a force sensor; after multiple tests and checking the consistency of the test data, the damping test result is obtained based on the test data, such as... Figure 3 As shown.
[0055] Damping characteristics are calculated by dynamically extracting the damping value using the frequency response function method.
[0056] The frequency response function of the piston rod of the damping test specimen of the shock absorber includes the following formula: ; or ; in, H XF (s) The frequency response function of the piston rod of the damping test specimen of the shock absorber is expressed in m / N. s It is the complex frequency variable in the Laplace transform; X(s) The displacement response of the piston rod of the damping test specimen is expressed in meters (m). F(s) The excitation force acting on the piston rod of the damping test specimen is expressed in N. Re Real represents the real part of the displacement response result, in m / N; Im The phase Imag in the displacement response result is expressed in m / N; j The unit representing imaginary numbers; The damping test specimen is obtained through the above frequency response function, including the following formula: ; in, C This indicates the damping value of the damping test specimen, in N / (m / s). ω This indicates the angular frequency of the sinusoidal excitation applied during the test (i.e., the angular frequency of the system's steady-state response), and the unit is rad / s.
[0057] This specific embodiment applies a high-precision damper damping calculation algorithm, which dynamically calculates the damping value based on the real / imaginary parts of the frequency response function, thus solving the distortion problem of traditional methods.
[0058] The dynamic stiffness testing component includes: a low-stiffness flexible support structure, a rubber bushing sample, and a bushing fixture for dynamic stiffness. The dynamic stiffness testing component is configured to: configure the rubber bushing sample based on the actual bushing fitting parameter values; sweep the frequency within a preset complex stiffness frequency range to test the complex stiffness matrix of the rubber bushing sample, and collect the load-displacement phase data of the rubber bushing sample.
[0059] For example, the dynamic stiffness testing assembly also includes a hydraulic axially independent loading dynamic stiffness test bench or a radially independent loading dynamic stiffness test bench. The test bench adopts a low-stiffness flexible support structure to reduce the influence of additional stiffness.
[0060] The rubber bushing sample is configured using actual bushing assembly parameter values to reproduce the real assembly boundary conditions of the rubber bushing.
[0061] Preferably, the preset complex stiffness frequency range is 1 to 300 Hz.
[0062] In this embodiment of the application, the dynamic stiffness characteristics of the rubber bushing sample are tested by a dynamic stiffness testing component to obtain bushing dynamic stiffness data that varies with frequency.
[0063] The modal analysis device is further configured to: obtain standardized bushing stiffness data based on the complex stiffness matrix and load-displacement phase data of the rubber bushing sample before performing matching analysis on the second modal data and the first modal data; and correct the shock absorber simulation model based on the standardized damping data and the standardized bushing stiffness data.
[0064] This specific embodiment integrates the coordinated correction of three types of parameters: damping nonlinearity, bushing frequency-varying stiffness, and main structure modal parameters. This further improves the modeling accuracy of the shock absorber simulation model.
[0065] The correction system described in this application includes: a shock absorber simulation model, a modal testing component, and a modal analysis device. The modal testing component includes a modal test sample of the shock absorber, configured to test the sample to obtain standardized first modal data. The shock absorber simulation model is configured with simulation parameter values for the shock absorber and is configured to output second modal data during simulation. The modal analysis device is configured to: acquire the standardized first modal data and the second modal data; perform matching analysis on the second modal data and the first modal data; and when it is determined that the second modal data does not match the first modal data, correct various simulation parameter values of the shock absorber simulation model until a matching model is determined. A two-level progressive correction system framework of "test-parameter coupling correction" is proposed, reducing system complexity. A multi-dimensional parameter synchronous correction mechanism for the shock absorber simulation model is proposed, integrating the coordinated correction of three types of parameters: damping nonlinearity, bushing frequency variation stiffness, and main structure modal parameters. Performance correction is performed through modal fitting, improving the modeling accuracy of the shock absorber simulation model.
[0066] Example 2 This application also provides method embodiments that follow the above embodiments. The interpretation of the same names is the same as that of the above embodiments, and they have the same technical effects as those of the above embodiments. They will not be repeated here.
[0067] like Figure 4 As shown, this application provides a method for correcting a shock absorber simulation model, applied to the modal analysis equipment in the correction system described above, comprising: Step S401a: Use the modal testing assembly to test the modal test sample of the shock absorber to obtain standardized first modal data, and Step S401b: Perform simulation analysis using the shock absorber simulation model to obtain the second modal data; Step S402: Perform a matching analysis on the second modal data and the first modal data; Step S403: When it is determined that the second modal data does not match the first modal data, the various simulation parameter values of the shock absorber simulation model are corrected until a matching shock absorber simulation model is determined.
[0068] In some specific embodiments, the shock absorber simulation model includes: Rbe2 rigid elements, material property information, and 2D / 3D mesh elements, wherein the Rbe2 rigid elements include connecting mesh nodes; The corrected simulation parameter values include the number of connected mesh nodes and material property information of the Rbe2 rigid element.
[0069] The correction method described in this application includes: testing a modal test sample of the shock absorber using a modal testing component to obtain standardized first modal data; performing simulation analysis using a shock absorber simulation model to obtain second modal data; performing matching analysis on the second modal data and the first modal data; and correcting various simulation parameter values of the shock absorber simulation model when it is determined that the second modal data does not match the first modal data, until a matching shock absorber simulation model is determined. The two-level progressive correction system framework of "test-parameter coupling correction" reduces the complexity of the correction. The modeling accuracy of the shock absorber simulation model is improved through a multi-dimensional parameter synchronous correction mechanism for the shock absorber simulation model and performance correction via modal fitting.
[0070] Example 3 like Figure 5 As shown, this embodiment provides a road noise correction system based on a whole vehicle simulation model, including: a body-in-white simulation model and a road noise analysis device; The vehicle simulation model includes: a chassis simulation model, a powertrain simulation model, an interior simulation model, and a body-in-white simulation model, as well as a shock absorber simulation model that is matched by the correction system as described above.
[0071] The shock absorber simulation model is a modified model.
[0072] The chassis simulation model is coupled and assembled with the powertrain simulation model, the interior simulation model, the body-in-white simulation model, and the shock absorber simulation model. The chassis simulation model includes: wheel hub units, subframe units, control arm units, and stabilizer bar units; the phase difference of the four wheel hub units is synchronized.
[0073] For example, in the HyperMesh preprocessing environment, key solder joints use CWELD units. The chassis simulation model is coupled and assembled with the powertrain simulation model, the interior simulation model, and the shock absorber simulation model to generate a whole vehicle NVH body-in-white simulation model. A high-precision NVH body-in-white simulation model is established using a hierarchical modeling strategy.
[0074] The phase difference synchronization of the four wheel core units can be understood as the excitation point being located in the four wheel core units, including amplitude information and phase information.
[0075] The road noise analysis device is configured to: apply the measured road spectrum load to the wheel center unit, perform road noise analysis based on the output of the whole vehicle simulation model, and correct the whole vehicle simulation model.
[0076] The PSD spectrum is derived from actual road measurements, thus increasing the accuracy of the corrections.
[0077] In some specific embodiments, the vehicle simulation model further includes: a acoustic cavity mesh, a solver frequency response analysis card, and an output quantity; the air characteristic information of the acoustic cavity mesh is MAT10, and the solver frequency response analysis card is set within a preset card frequency range; the output quantity includes the sound pressure level near the driver's ear.
[0078] Preferably, the preset card frequency range is 1 to 300 Hz (Δf = 1 Hz).
[0079] This specific embodiment uses the sound pressure level near the driver's ear as the output quantity, thereby improving the comfort of the driver and passengers.
[0080] like Figure 6 As shown in the figure, the comparison chart of the road noise curve of the vehicle using empirical values and the corrections for the shock absorber shows that, near the frequency affected by the shock absorber, the correction values used for the shock absorber are more consistent with the actual vehicle road noise test values than the empirical values used in the past, both in terms of the problem frequency and the peak value.
[0081] The road noise correction system described in this application includes: a whole vehicle simulation model and road noise analysis equipment; the whole vehicle simulation model includes: a chassis simulation model, a powertrain simulation model, an interior simulation model, a body-in-white model, and a shock absorber simulation model. It adopts a three-level progressive framework of "test-parameter coupling correction-co-simulation," clearly defining the correlation between shock absorber damping characteristics and road noise performance. This effectively guides road noise performance design during the vehicle development stage, significantly improving the accuracy of the whole vehicle road noise simulation frequency and peak value in the low-frequency range.
[0082] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.
[0083] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.
Claims
1. A correction system for a shock absorber simulation model, characterized in that, include: Shock absorber simulation model, modal testing components, and modal analysis equipment; The modal testing component includes a modal test sample of a shock absorber, configured to test the modal test sample to obtain standardized first modal data; The shock absorber simulation model is configured with the simulation parameter values of the shock absorber and is configured to output the second modal data during simulation. The modal analysis device is configured to: acquire the standardized first modal data and the second modal data; perform matching analysis on the second modal data and the first modal data; when it is determined that the second modal data does not match the first modal data, correct various simulation parameter values of the shock absorber simulation model until a matching shock absorber simulation model is determined.
2. The system according to claim 1, characterized in that, The modal testing assembly also includes a support and a hammer; the natural frequency value of the support is less than or equal to a preset natural frequency threshold, there is no external force constraint, and the six-axis stiffness value is close to zero; the road noise sensitive frequency band of the modal test specimen is within a preset road noise frequency band range, and the weight is less than or equal to a preset weight threshold; the hammer is configured to strike the piston rod of the modal test specimen during testing.
3. The system according to claim 2, characterized in that, The modal testing assembly further includes a modal testing sensor and an auxiliary modal testing device; the auxiliary modal testing device is communicatively connected to the modal testing sensor, and the auxiliary modal testing device is configured to: correct the modal testing sensor; Ensure that the coherence function value of the modal testing component is greater than the preset coherence function threshold and that the force spectrum flatness value meets the standard; determine the natural frequency value, damping ratio value, and six-degree-of-freedom mode shape vector of the modal testing sample based on the data collected by multiple modal testing sensors, as well as the shell breathing mode information within a preset first frequency band and the piston rod first-order bending information within a preset second frequency band; generate the standardized first modal data based on the verified natural frequency value, damping ratio value, and six-degree-of-freedom mode shape vector, as well as the shell breathing mode information and the piston rod first-order bending information.
4. The system according to claim 2, characterized in that, The support includes flexible rope suspension support or air spring air buoyancy support.
5. The system according to claim 1, characterized in that, The vibration damper simulation model includes: a piston rod unit, a cylinder unit, a damper hydraulic valve unit, and a rubber bushing unit; the rubber bushing unit is configured with frequency-related dynamic stiffness parameter values.
6. The system according to claim 1, characterized in that, The system also includes a damping test assembly and a dynamic stiffness test assembly for the shock absorber; The damping test assembly includes: a servo exciter, a triaxial accelerometer, a high-linearity force sensor, an auxiliary damping test device, and a damping test sample of the shock absorber. The auxiliary damping test device is communicatively connected to the servo exciter, the force sensor, and the triaxial accelerometer, respectively, and the communication delay of the multiple force sensors is kept consistent. The auxiliary damping test device is configured to: determine the operating parameter values of the servo exciter, the triaxial accelerometer, and the force sensor based on the target shock absorber stroke and force domain; ensure that the coherence function value of the damping test assembly is greater than a preset coherence function threshold; and test the damping test sample to obtain standardized damping data. The dynamic stiffness testing component includes: a low-stiffness flexible support structure, a rubber bushing sample, and a bushing fixture for dynamic stiffness. The dynamic stiffness testing component is configured to: configure the rubber bushing sample based on the actual bushing assembly parameter values; sweep the frequency within a preset complex stiffness frequency range to test the complex stiffness matrix of the rubber bushing sample, and collect the load-displacement phase data of the rubber bushing sample. The modal analysis device is further configured to: obtain standardized bushing stiffness data based on the complex stiffness matrix and load-displacement phase data of the rubber bushing sample before performing matching analysis on the second modal data and the first modal data; and correct the shock absorber simulation model based on the standardized damping data and the standardized bushing stiffness data.
7. A method for correcting a vibration damper simulation model, applied to the modal analysis equipment in the correction system according to any one of claims 1-6, characterized in that, include: Modal testing components were used to test the modal test specimens of the shock absorber to obtain standardized first-mode data, and Simulation analysis was performed using a shock absorber simulation model to obtain second modal data; Perform a matching analysis on the second modal data and the first modal data; When it is determined that the second modal data does not match the first modal data, the various simulation parameter values of the shock absorber simulation model are corrected until a matching shock absorber simulation model is determined.
8. The method according to claim 7, characterized in that, The vibration damper simulation model includes: Rbe2 rigid elements, material property information, and 2D / 3D mesh elements. The Rbe2 rigid elements include connecting mesh nodes. The corrected simulation parameter values include the number of connected mesh nodes and material property information of the Rbe2 rigid element.
9. A road noise correction system based on a whole vehicle simulation model, characterized in that, include: Vehicle simulation models and road noise analysis equipment; The vehicle simulation model includes: a chassis simulation model, a powertrain simulation model, an interior simulation model, and a body-in-white simulation model, as well as a shock absorber simulation model matched by the correction system as described in any one of claims 1-6; The chassis simulation model is coupled and assembled with the powertrain simulation model, the interior simulation model, the body-in-white simulation model, and the shock absorber simulation model. The chassis simulation model includes: wheel hub units, subframe units, control arm units, and stabilizer bar units; the phase difference of the four wheel hub units is synchronized. The road noise analysis device is configured to: apply the measured road spectrum load to the wheel center unit, perform road noise analysis based on the output of the whole vehicle simulation model, and correct the whole vehicle simulation model.
10. The system according to claim 9, characterized in that, The vehicle simulation model also includes: a acoustic cavity mesh, a solver frequency response analysis card, and output quantities; the air characteristic information of the acoustic cavity mesh is MAT10, and the solver frequency response analysis card is set within a preset card frequency range; the output quantities include the sound pressure level near the driver's ear.