A method and apparatus for determining road noise of a vehicle
By acquiring vibration data and transfer functions of test tires and using a virtual vehicle model to predict road noise values, the problem of high-cost adjustments in the later stages of vehicle development was solved, achieving early optimization and cost reduction.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SAIC MOTOR
- Filing Date
- 2025-01-22
- Publication Date
- 2026-07-24
AI Technical Summary
Existing technologies lack effective simulation methods to determine vehicle road noise, which necessitates real-vehicle testing in the later stages of vehicle development, resulting in high costs and difficulties in adjustments.
By acquiring vibration data from test tires, determining the transfer function and load, and using a virtual vehicle model to predict road noise levels inside the cab, early optimization can be achieved.
Predicting road noise early in vehicle development can reduce development costs, allow for design adjustments in advance, and decrease the need for real-vehicle testing.
Smart Images
Figure CN122452014A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle design technology, specifically to a method and apparatus for determining vehicle road noise. Background Technology
[0002] Road noise refers to the noise generated by the interaction between the tires and the road surface during vehicle operation. Road noise is a significant factor affecting driving and passenger comfort. For new energy vehicles, the noise generated by the electric motor is relatively low, making it difficult to mask road noise. Therefore, vehicle users perceive road noise more noticeably.
[0003] To reduce road noise from vehicles, it is necessary to identify the potential causes of road noise and define noise reduction targets during the vehicle development process, enabling targeted adjustments and optimizations. Currently, there is a lack of effective methods for simulating vehicle road noise, requiring road noise data to be obtained through real-vehicle testing in the later stages of vehicle development. However, adjusting the vehicle design based on road noise in the later stages of development is costly. Summary of the Invention
[0004] In view of this, this application provides a method and apparatus for determining vehicle road noise, which can determine the noise value of vehicle road noise through simulation, so as to optimize the vehicle in the early stage of development and reduce the cost of vehicle development.
[0005] The technical solution provided in this application is as follows:
[0006] In a first aspect, this application provides a method for determining vehicle road noise, the method comprising:
[0007] The first vibration data is obtained by acquiring the response point, which is located on the steering knuckle of the test vehicle on which the test tire is installed. The first vibration data is generated by the vibration of the exciter set at the excitation point of the test tire.
[0008] Based on the first vibration data and the location of the excitation point, determine the first transfer function from the center point of the test tire to the response point;
[0009] Acquire second vibration data at the response point during the driving process of the test vehicle equipped with the test tire;
[0010] The load at the center point of the test tire is determined based on the second vibration data and the first transfer function;
[0011] The noise level of the road noise inside the cab is determined based on the load.
[0012] In one possible implementation, determining the first transfer function from the center point of the test tire to the response point based on the first vibration data and the location of the excitation point includes:
[0013] Based on the first vibration data, determine the second transfer function from the excitation point to the response point;
[0014] Based on the position of the center point of the test tire and the excitation point, determine the third transfer function from the virtual point to the excitation point;
[0015] Based on the second transfer function and the third transfer function, a first transfer function is determined from the center point of the test tire to the response point.
[0016] In one possible implementation, determining the road noise value inside the cab based on the load includes:
[0017] Obtain the fourth transfer function of the center point of the test tire, the fifth transfer function of the axle head position, and the sixth transfer function from the axle head to the cab;
[0018] The noise level inside the driver's cab is determined based on the fourth transfer function, the fifth transfer function, the sixth transfer function, and the load.
[0019] In one possible implementation, the fourth, fifth, and sixth transfer functions are calculated based on a virtual vehicle model, wherein the load is configured at the center position of the tires of the virtual vehicle model.
[0020] In one possible implementation, the noise level inside the driver's cab is the noise level at the headrest of the vehicle seat.
[0021] Secondly, this application provides a device for determining vehicle road noise, the device comprising:
[0022] The first acquisition unit is used to acquire the first vibration data collected at the response point, wherein the response point is located on the steering knuckle of the test vehicle on which the test tire is installed, and the first vibration data is generated by the vibration of the exciter set at the excitation point of the test tire.
[0023] The first determining unit is configured to determine a first transfer function from the center point of the test tire to the response point based on the first vibration data and the position of the excitation point.
[0024] The second acquisition unit is used to acquire the second vibration data collected at the response point during the driving process of the test vehicle equipped with the test tire;
[0025] The second determining unit is used to determine the load at the center point of the test tire based on the second vibration data and the first transfer function;
[0026] The third determining unit is used to determine the noise value of road noise in the driver's cab based on the load.
[0027] In one possible implementation, the first determining unit is specifically used for:
[0028] Based on the first vibration data, determine the second transfer function from the excitation point to the response point;
[0029] Based on the position of the center point of the test tire and the excitation point, determine the third transfer function from the virtual point to the excitation point;
[0030] Based on the second transfer function and the third transfer function, a first transfer function is determined from the center point of the test tire to the response point.
[0031] In one possible implementation, the third determining unit is specifically used for:
[0032] Obtain the fourth transfer function of the center point of the test tire, the fifth transfer function of the axle head position, and the sixth transfer function from the axle head to the cab;
[0033] The noise level inside the driver's cab is determined based on the fourth transfer function, the fifth transfer function, the sixth transfer function, and the load.
[0034] In one possible implementation, the fourth, fifth, and sixth transfer functions are calculated based on a virtual vehicle model, wherein the load is configured at the center position of the tires of the virtual vehicle model.
[0035] In one possible implementation, the noise level inside the driver's cab is the noise level at the headrest of the vehicle seat.
[0036] Thirdly, this application provides an apparatus, including: a processor, a memory, and a system bus;
[0037] The processor and the memory are connected via the system bus;
[0038] The memory is used to store one or more programs, the one or more programs including instructions that, when executed by the processor, cause the processor to perform the method described in any of the embodiments of the first aspect above.
[0039] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the method described in any of the embodiments of the first aspect.
[0040] Therefore, this application has the following beneficial effects:
[0041] This application provides a method and apparatus for determining vehicle road noise. In this method, first vibration data is acquired from a response point located on the steering knuckle of a test vehicle with a test tire mounted. The first vibration data is generated by vibration of an exciter positioned at the excitation point of the test tire. Based on the first vibration data and the location of the excitation point, a first transfer function from the center point of the test tire to the response point is determined. Second vibration data is acquired from the response point during the driving of the test vehicle with the test tire mounted. Based on the second vibration data and the first transfer function, the load at the center point of the test tire is determined. The load is decoupled from the installation boundary of the test tire and is only related to the overall cost of the test tire. Based on the load, development goals for individual tire units can be formulated, reducing the size of excitation sources that generate road noise. The noise value of the road noise inside the driver's cab is determined based on the load.
[0042] This allows for the prediction of road noise based on simulation and actual test results, enabling the prediction of road noise in the early stages of vehicle development. This facilitates adjustments and optimizations to the vehicle in the early stages of development, thereby reducing vehicle development costs. Attached Figure Description
[0043] Figure 1 A flowchart illustrating a method for determining vehicle road noise provided in an embodiment of this application;
[0044] Figure 2 A schematic diagram illustrating the location of an excitation point as provided in an embodiment of this application;
[0045] Figure 3 A schematic diagram illustrating the location of a response point as provided in an embodiment of this application;
[0046] Figure 4 A schematic diagram of a VPT provided for an embodiment of this application;
[0047] Figure 5 This is a schematic diagram of a vehicle road noise determination device provided in an embodiment of this application. Detailed Implementation
[0048] To facilitate understanding and explanation of the technical solutions provided in the embodiments of this application, the background technology of this application will be described first.
[0049] New energy vehicles generate road noise during operation. Given the low-noise nature of the electric motors in these vehicles, road noise is more easily perceived by users, thus reducing their overall experience. Reducing road noise is a crucial objective in vehicle development.
[0050] Road noise of a vehicle can be obtained based on the load at the center point of the wheel and tire. This load can be simply referred to as the wheel center load. Currently, the wheel center load is obtained through real-vehicle testing in the later stages of vehicle development. Based on the tested wheel center load, road noise during actual vehicle operation can be determined. Road noise can then be used to identify problems in the vehicle design, allowing for adjustments and optimizations.
[0051] However, optimizing vehicle design based on road noise in the later stages of vehicle development is costly. Furthermore, wheel center loads generated from actual vehicle operation only represent the wheel center loads under the current conditions. Changes in vehicle design, such as adjustments to the subframe and suspension, will cause changes in the actual wheel center loads. Historically obtained wheel center load data from actual vehicle testing are not accurate enough; further testing with adjusted actual vehicles is necessary to obtain more accurate wheel center loads. Determining road noise is also costly.
[0052] Based on this, this application provides a method for determining vehicle road noise. First vibration data is acquired from a response point, located on the steering knuckle of a test vehicle with a test tire mounted. The first vibration data is generated by vibration from an exciter positioned at the excitation point of the test tire. Based on the first vibration data and the location of the excitation point, a first transfer function from the center point of the test tire to the response point is determined. Second vibration data is acquired from the response point during the driving of the test vehicle with the test tire mounted. Based on the second vibration data and the first transfer function, the load at the center point of the test tire is determined. The load is decoupled from the installation boundary of the test tire and is only related to the overall cost of the test tire. Based on the load, development goals for individual tire units can be formulated, reducing the size of excitation sources that generate road noise. The noise value of the road noise inside the driver's cab is determined based on the load.
[0053] This allows for the prediction of road noise based on simulation and actual test results, enabling the prediction of road noise in the early stages of vehicle development. This facilitates adjustments and optimizations to the vehicle in the early stages of development, thereby reducing vehicle development costs.
[0054] To facilitate understanding of the technical solutions provided in the embodiments of this application, the following description, in conjunction with the accompanying drawings, illustrates a method for determining vehicle road noise provided in the embodiments of this application.
[0055] See Figure 1 As shown in the figure, this figure is a schematic diagram of a method for determining vehicle road noise provided in an embodiment of this application. Figure 1 As shown in the embodiment of this application, a method for determining vehicle road noise includes steps S101-S105.
[0056] S101: Acquire the first vibration data obtained at the response point.
[0057] The initial testing will be conducted on a test vehicle equipped with test tires. It's important to note that the test vehicle can be any vehicle suitable for testing. The test vehicle doesn't necessarily have to be an actual vehicle generated from the vehicle development project. The test tires are specifically designed to determine road noise. This eliminates the need to wait until the vehicle development reaches the later stages of production before using an actual vehicle for testing; other test vehicles can be used for preliminary testing.
[0058] Excitation and response points are pre-set on the test tire. The excitation points are located on the tire's rim. For example, there are four excitation points. See [link / reference] Figure 2 As shown, this figure is a schematic diagram of the location of an excitation point according to an embodiment of this application. The locations of the four excitation points are all different. The response point is located on the steering knuckle of the test vehicle. See also Figure 3 As shown, this figure is a schematic diagram of the location of a response point according to an embodiment of this application. The number of response points is, for example, four. The response points are positioned as close as possible to the center of the shaft head, and the response points are not coplanar.
[0059] An exciter is placed at the excitation point. The exciter, for example, is a miniature exciter. An exciter is a device attached to the tire to generate excitation force. The exciter causes the tire to vibrate with a specific form and magnitude of vibration. Excitation is applied at the excitation point, and the vibration data is transmitted through the tire and axle, with initial vibration data collected at the response point.
[0060] As an example, there are four excitation points. Each excitation point is excited using a vibrator, and the first vibration data is collected at the response point. The vibrator is used to excite each excitation point along the X-axis, Y-axis, and Z-axis in the spatial coordinate system.
[0061] A triaxial accelerometer and a force sensor can be installed at the response point to measure the first vibration data. As an example, the first vibration data is vibration acceleration.
[0062] Based on the first vibration data and the excitation force applied by the exciter to the excitation point, the transmission from the excitation point to the response point can be determined, which facilitates the analysis of road noise that occurs during vehicle operation.
[0063] S102: Based on the first vibration data and the location of the excitation point, determine the first transfer function from the center point of the test tire to the response point.
[0064] The center point of the test tire is the location of the center bore of the tire's rim. Since it is impossible to apply a load and acquire a response at the geometric center of the rim's center bore, the center point of the test tire is used as a virtual point. Based on the first vibration data and the location of the excitation point, the first transfer function from the center point of the test tire to the response point is determined.
[0065] The transfer function refers to the ratio of the output response (e.g., noise level, vibration, force) at the response point to the input quantity (e.g., force, torque) at the excitation point within a specific frequency range for a linear system. It represents the vibration and noise transmission characteristics from the excitation point to a specific response point.
[0066] The first transfer function reflects the excitation transmission from the response point to the center point of the test tire. Based on the first transfer function, it is beneficial to analyze the vibration of the test tire, and thus analyze the road noise of the vehicle equipped with the test tire.
[0067] As an example, this application provides a possible implementation of determining a first transfer function from the center point of a test tire to the response point based on first vibration data and the location of the excitation point, including the following steps:
[0068] A1: Based on the first vibration data, determine the second transfer function from the excitation point to the response point.
[0069] The first vibration data is generated after the exciter, positioned at the excitation point of the test tire, vibrates. This data is generated when the exciter applies excitation to the excitation point. The first vibration data reflects the vibration transmission relationship between the excitation point and the response point. Based on the first vibration data, the second transfer function from the excitation point to the response point is determined.
[0070] As an example, the excitation forces applied to j excitation points are F1, F2, ..., F... j The first vibration data of the i response points are a1, a2, ..., a i .
[0071] The relationship between the excitation force applied at the excitation point and the first vibration data can be expressed as:
[0072]
[0073] Formula (1) can be simplified as follows:
[0074] [a1]=[H][F] (2)
[0075] Where [a1] represents the first vibration data measured at the response point, [F] represents the excitation force applied at the excitation point, and [H] is the second transfer function from the excitation point to the response point.
[0076] A2: Determine the third transfer function from the virtual point to the excitation point based on the position of the center point of the test tire and the excitation point.
[0077] Since it is impossible to directly apply a load and acquire the response at the geometric center of the center bore of the rim, the center point of the test tire is used as a virtual point. A third transfer function is constructed from the center point (virtual point) of the test tire to the excitation point using Virtual Point Transformation (VPT) technology. See also... Figure 4 As shown, this figure is a schematic diagram of a VPT provided in an embodiment of this application. Wherein, a 11 a 12 ... a 1i This represents the response at the i-th response point, which is the first vibration data measured at that response point. F1, F2, ..., F j This represents the incentive force applied by j incentive points. and These represent the coordinates of the excitation point along the X, Y, and Z axes, respectively. VP represents the position of the virtual point, which is the position of the center point of the test tire. and These are the components of the virtual force applied at the virtual point along the X, Y, and Z axes, respectively. M vp_ry and M vp_rz The torque is at a virtual point.
[0078] Assuming that the center point of the test tire and the surrounding test points satisfy the rigid body property relationship, a third transfer function is constructed based on the relative positional relationship between the center point of the test tire and the excitation point.
[0079] As an example, the relationship between the virtual force applied at the center point of the test tire and the excitation force applied at the excitation point can be expressed as:
[0080]
[0081] Among them, e jx e jy e jz These represent the directional projections of the force vector at excitation point j onto the X, Y, and Z axes, respectively; that is, the components. F vp_x , and These are the components of the virtual force applied at the virtual point along the X, Y, and Z axes, respectively. F vp_rx F vp_ry and F vp_rz These are the torque components of the virtual force applied at the virtual point along the X, Y, and Z axes, respectively. and F1, F2, ..., F1 represent the coordinates of the excitation point j along the X, Y, and Z axes, respectively. j This represents the incentive force applied by j incentive points.
[0082] The matrix form of formula (3) is as follows:
[0083] [F VP ] = [Ψ f [F] (4)
[0084] Among them, [F VP [] represents the virtual force applied at the center point of the test tire, [F] represents the excitation force applied at the excitation point, [Ψ] represents the virtual force applied at the center point of the test tire. f [ ] represents the conversion relationship between virtual force and excitation force, which is the third transfer function from the center point of the test tire to the excitation point.
[0085] A3: Based on the second and third transfer functions, determine the first transfer function from the center point of the test tire to the response point.
[0086] Based on the second transfer function from the excitation point to the response point, and the third transfer function from the center point of the test tire to the excitation point, the first transfer function from the center point of the test tire to the response point can be determined.
[0087] The relationship between the center point of the test tire, the virtual force applied at the center point of the test tire, and the response at each response point can be expressed as:
[0088] [a1]=[H ref_vp ][F VP (5)
[0089] Where [a1] represents the first vibration data of the response point, [F VP [H] represents the virtual force applied at the center point of the test tire. ref_vp ] is the first transfer function from the center point of the test tire to the response point.
[0090] In formula (4), [F] VP Substituting the expression of ] into formula (5), we get:
[0091] [a1]=[H ref_vp ][Ψ f [F] (6)
[0092] Based on formula (2), formula (6) is adjusted to obtain:
[0093] [H ref_vp ]=[H][Ψ f ] + (7)
[0094] Among them, [Ψ f ] + Indicates [Ψ] f Seek the pseudo-inverse.
[0095] This allows the use of virtual point conversion technology to obtain the third transfer function from the center point of the test tire to the response point through theoretical analysis, which is beneficial for subsequent analysis of vehicle road noise and reduces the cost of analyzing vehicle road noise.
[0096] S103: Acquire the second vibration data collected at the response point during the driving process of the test vehicle with the test tires installed.
[0097] The test vehicle with the test tires installed is controlled to move, and the second vibration data collected at the response point is obtained during the movement of the test vehicle.
[0098] This application does not limit the mode of vehicle movement. As an example, a test vehicle equipped with test tires is controlled to travel at a preset speed on a specific test surface, acquiring second vibration data at various response points. As an example, the second vibration data is vibration acceleration.
[0099] S104: Determine the load at the center point of the test tire based on the second vibration data and the first transfer function.
[0100] The load at the center point of the test tire is the rigid constraint force at the axle end of the test tire. When the test vehicle is in motion, the test tires contact and roll with the road surface. Road surface unevenness is transmitted through the test tires to the vehicle's suspension system and body. The force generated by road surface unevenness is the external force that causes vehicle structural vibration, thus generating noise; it is also the excitation that produces road noise. Since all four test tires of the test vehicle are in contact with the road surface, the excitations experienced by the four test tires are not completely independent. The test vehicle's suspension system and body structure also transmit the excitation from one test tire to the other test tires, further increasing the correlation of the excitations.
[0101] In one possible implementation, given the correlation between the excitations of the four test tires, Transfer Path Analysis (TPA) is employed. TPA is a method for analyzing and quantifying the transmission process of vibration and noise from the excitation source to the response point. Multi-Reference TPA is a special type of TPA. Multi-Reference TPA considers multiple excitation-related reference points, such as the center points of the four test tires. Utilizing multi-reference TPA technology allows for a more accurate analysis and quantification of the impact of each excitation on in-vehicle noise, providing a basis for analyzing road noise.
[0102] Principal Component Analysis (PCA) was used to analyze the second vibration data. Through linear transformation, multiple variables in the second vibration data were converted into a few uncorrelated principal components, thereby reducing the dimensionality of the second vibration data while preserving as much of the most important information as possible. The analysis of the second vibration data yielded a... 2i a 2i This represents the principal component vibration data at each response point, such as vibration acceleration.
[0103] Based on the above formula (5), the load at the center point of the test tire can be obtained as follows:
[0104] F bl =(H ref_vp ) -1 a 2i (8)
[0105] Among them, F bl To test the load at the center point of the tire. (H) ref_vp ) -1 This indicates that for the first transfer function [H] ref_vp [H] takes the pseudo-inverse. Normally, [H] ref_vp ] is a non-square matrix, and pseudo-inverse is a generalized extension of the concept of inverse matrix for non-square or non-invertible square matrices.
[0106] The load at the center point of the test tire can also be called the rigid constraint force. The rigid constraint force refers to the load where the excitation source is installed under an absolutely rigid boundary; it represents the independent load characteristics of the excitation source and is unaffected by the boundary. By indirectly acquiring the rigid constraint force of the tire assembly (the load at the center point of the test tire), the tire assembly and the vehicle system are decoupled, which helps in predicting road noise based on the rigid constraint force.
[0107] S105: Determine the road noise level inside the cab based on the load.
[0108] In one possible implementation, the road noise value inside the driver's cabin is the noise value at the headrest of the vehicle seat. The noise value at the headrest of the vehicle seat better reflects the noise value heard by the driver and passengers during vehicle operation, more accurately simulating the noise that the driver and passengers may hear during vehicle operation, thus facilitating targeted improvements to road noise.
[0109] Given a fixed load, a simulation-based virtual vehicle model can predict the noise level of road noise inside the driver's cab.
[0110] As an example, the fourth transfer function for the center point of the test tire, the fifth transfer function for the axle head position, and the sixth transfer function from the axle head to the cab are obtained. The fourth transfer function for the center point of the test tire is the transfer function for the origin of the center point of the test tire. The fifth transfer function for the axle head position is the transfer function for the origin of the axle head of the vehicle. The fifth transfer function for the axle head position includes the transfer functions for the axle head positions of the front wheels and the rear wheels.
[0111] The fourth, fifth, and sixth transfer functions are pre-calculated. This application does not limit the method of generating the fourth, fifth, and sixth transfer functions. For example, they may be calculated using driving data from other test vehicles combined with a virtual vehicle model. Alternatively, they may be derived based on the vehicle structure of a constructed virtual vehicle model.
[0112] It should be noted that, in determining the fourth, fifth, and sixth transfer functions, loads are configured at the center of the tires of the virtual vehicle model to match the driving state of the virtual vehicle model with that of the actual vehicle.
[0113] The noise level inside the cab is determined based on the fourth, fifth, and sixth transfer functions and the load.
[0114] See formula (9):
[0115] P3 = H 23 ·[H 11 +H 22 ] -1 ·H 11 ·F bl (9)
[0116] Where P3 represents the predicted road noise value. bl To test the load at the center point of the tire. H 11 This is the fourth transfer function. H 22 This is the fifth transfer function. H 23 This is the sixth transfer function.
[0117] Based on the aforementioned S101-S105, it is clear that simulation technology based on test data and virtual vehicle models can predict road noise generated during vehicle operation, even in the early stages of vehicle development when actual prototypes are lacking. This allows for early prediction of road noise and timely acquisition of its timing. For example, the method provided in this application can achieve road noise timing 7-10 months earlier than obtaining it later through testing actual prototypes. This facilitates adjustments and optimizations to the vehicle design in the early stages of development, enabling the design of a forward development road noise prediction roadmap and achieving the goal of predicting road noise in the early stages of vehicle development, thereby reducing the cost and difficulty of vehicle development.
[0118] Tire rigidity constraint force refers to the force exerted on the tire between the tire and the vehicle mounting boundary, assuming the boundary is infinitely rigid. Tire rigidity constraint force is decoupled from the specific conditions of the mounting boundary, meaning it is unaffected by the mounting boundary; it is primarily related to the tire's inherent stiffness characteristics. Based on the above process for determining the load on the test tire, a tire rigidity constraint force database can be established, allowing for quantitative analysis of individual tire performance. This enables the formulation of tire development goals and helps control the magnitude of road noise excitation sources during vehicle development.
[0119] Experiments show that the difference between the predicted and measured values of road noise is small, indicating the accuracy of the road noise determined by the method for determining vehicle road noise provided in this application embodiment.
[0120] Based on the method for determining vehicle road noise provided in the above embodiments, this application also provides a device for determining vehicle road noise, which will be described below with reference to the accompanying drawings.
[0121] See Figure 5 As shown in the figure, this is a structural schematic diagram of a vehicle road noise determination device provided in an embodiment of this application. Figure 5 As shown, the vehicle road noise determination device includes:
[0122] The first acquisition unit 501 is used to acquire the first vibration data collected at the response point, wherein the response point is located on the steering knuckle of the test vehicle on which the test tire is installed, and the first vibration data is generated by the vibration of the exciter set at the excitation point of the test tire.
[0123] The first determining unit 502 is used to determine a first transfer function from the center point of the test tire to the response point based on the first vibration data and the position of the excitation point;
[0124] The second acquisition unit 503 is used to acquire the second vibration data collected at the response point during the driving process of the test vehicle equipped with the test tire;
[0125] The second determining unit 504 is used to determine the load at the center point of the test tire based on the second vibration data and the first transfer function.
[0126] The third determining unit 505 is used to determine the noise value of road noise in the driver's cab based on the load.
[0127] In one possible implementation, the first determining unit 502 is specifically used for:
[0128] Based on the first vibration data, determine the second transfer function from the excitation point to the response point;
[0129] Based on the position of the center point of the test tire and the excitation point, determine the third transfer function from the virtual point to the excitation point;
[0130] Based on the second transfer function and the third transfer function, a first transfer function is determined from the center point of the test tire to the response point.
[0131] In one possible implementation, the third determining unit 505 is specifically used for:
[0132] Obtain the fourth transfer function of the center point of the test tire, the fifth transfer function of the axle head position, and the sixth transfer function from the axle head to the cab;
[0133] The noise level inside the driver's cab is determined based on the fourth transfer function, the fifth transfer function, the sixth transfer function, and the load.
[0134] In one possible implementation, the fourth, fifth, and sixth transfer functions are calculated based on a virtual vehicle model, wherein the load is configured at the center position of the tires of the virtual vehicle model.
[0135] In one possible implementation, the noise level inside the driver's cab is the noise level at the headrest of the vehicle seat.
[0136] Based on the method embodiment described above for determining vehicle road noise, this application provides a device, including: a processor, a memory, and a system bus;
[0137] The processor and the memory are connected via the system bus;
[0138] The memory is used to store one or more programs, the one or more programs including instructions, which, when executed by the processor, cause the processor to perform the vehicle road noise determination method described in any of the above embodiments.
[0139] Based on the vehicle road noise determination method provided in the above-described method embodiments, this application provides a computer-readable storage medium storing instructions. When the instructions are executed on a terminal device, the terminal device performs the vehicle road noise determination method described in any of the above embodiments.
[0140] 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. Similar or identical parts between embodiments can be referred to interchangeably. For the systems or apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and relevant parts can be referred to the method section.
[0141] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.
[0142] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
[0143] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.
[0144] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A method for determining vehicle road noise, characterized in that, The method includes: The first vibration data is obtained by acquiring the response point, which is located on the steering knuckle of the test vehicle on which the test tire is installed. The first vibration data is generated by the vibration of the exciter set at the excitation point of the test tire. Based on the first vibration data and the location of the excitation point, determine the first transfer function from the center point of the test tire to the response point; Acquire second vibration data at the response point during the driving process of the test vehicle equipped with the test tire; The load at the center point of the test tire is determined based on the second vibration data and the first transfer function; The noise level of the road noise inside the cab is determined based on the load.
2. The method according to claim 1, characterized in that, The step of determining the first transfer function from the center point of the test tire to the response point based on the first vibration data and the position of the excitation point includes: Based on the first vibration data, determine the second transfer function from the excitation point to the response point; Based on the position of the center point of the test tire and the excitation point, determine the third transfer function from the virtual point to the excitation point; Based on the second transfer function and the third transfer function, a first transfer function is determined from the center point of the test tire to the response point.
3. The method according to claim 1, characterized in that, Determining the road noise value in the driver's cab based on the load includes: Obtain the fourth transfer function of the center point of the test tire, the fifth transfer function of the axle head position, and the sixth transfer function from the axle head to the cab; The noise level inside the driver's cab is determined based on the fourth transfer function, the fifth transfer function, the sixth transfer function, and the load.
4. The method according to claim 3, characterized in that, The fourth, fifth, and sixth transfer functions are calculated based on a virtual vehicle model, and the load is configured at the center position of the tires of the virtual vehicle model.
5. The method according to any one of claims 1-4, characterized in that, The noise level inside the driver's cab is the noise level at the headrest of the vehicle seat.
6. A device for determining vehicle road noise, characterized in that, The device includes: The first acquisition unit is used to acquire the first vibration data collected at the response point, wherein the response point is located on the steering knuckle of the test vehicle on which the test tire is installed, and the first vibration data is generated by the vibration of the exciter set at the excitation point of the test tire. The first determining unit is configured to determine a first transfer function from the center point of the test tire to the response point based on the first vibration data and the position of the excitation point. The second acquisition unit is used to acquire the second vibration data collected at the response point during the driving process of the test vehicle equipped with the test tire; The second determining unit is used to determine the load at the center point of the test tire based on the second vibration data and the first transfer function; The third determining unit is used to determine the noise value of road noise in the driver's cab based on the load.
7. The apparatus according to claim 6, characterized in that, The first determining unit is specifically used for: Based on the first vibration data, determine the second transfer function from the excitation point to the response point; Based on the position of the center point of the test tire and the excitation point, determine the third transfer function from the virtual point to the excitation point; Based on the second transfer function and the third transfer function, a first transfer function is determined from the center point of the test tire to the response point.
8. The apparatus according to claim 6, characterized in that, The third determining unit is specifically used for: Obtain the fourth transfer function of the center point of the test tire, the fifth transfer function of the axle head position, and the sixth transfer function from the axle head to the cab; The noise level inside the driver's cab is determined based on the fourth transfer function, the fifth transfer function, the sixth transfer function, and the load.
9. A device, characterized in that, include: Processor, memory, system bus; The processor and the memory are connected via the system bus; The memory is used to store one or more programs, the one or more programs including instructions that, when executed by the processor, cause the processor to perform the method according to any one of claims 1-5.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the method described in any one of claims 1-5.