CN109307549B - Method and device for determining main transmission path of tire cavity sound and automobile - Google Patents
Method and device for determining main transmission path of tire cavity sound and automobile Download PDFInfo
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Abstract
The invention aims to provide a method and a device for determining a main transmission path of tire cavity sound and an automobile, and aims to solve the problem that the main transmission path of a sound pressure response point in a carriage cannot be determined quickly in the prior art. The method for determining the main transmission path of the tire cavity sound comprises the following steps: determining a target wheel having the largest contribution to the tire cavity sound; and analyzing the transmission path of the quarter suspension system corresponding to the target wheel, and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the vehicle cabin under the condition of the preset test working condition causing the tire cavity sound to be most obvious.
Description
Technical Field
The invention relates to the field of vehicle irregularity performance, in particular to a method and a device for determining a main transmission path of tire cavity sound and a vehicle.
Background
The control technology of the automobile road noise is the focus of research in the NVH field. Compared with the traditional internal combustion engine automobile, the road noise problem of the electric automobile is more prominent, and under the large trend of electromotion, various automobile manufacturers pay more attention to the research and development investment of the road noise control technology.
Road noise problems have a variety of manifestations, with tire cavity noise problems caused by tire cavity modes being a major and difficult point in road noise modification. The frequency range of the cavity sound of the passenger car tire is 180Hz to 250Hz, and the frequency spectrum of the cavity sound is often bimodal. The correction of tire cavity acoustic problems typically begins with the investigation of the primary transmission path. There are various existing methods for analyzing the Path noise transmission Path, including Transmission Path Analysis (TPA), extended working condition transmission Path Analysis (OPAX) with ex-situ inputs, OTPA (Operational transmission Path Analysis), and Multi-reference transmission Path Analysis (Multi-reference TPA). In the road noise problem, since the left and right wheels are indirectly connected (i.e., the left and right wheels are connected by the sub-frame or the stabilizer bar) and the front and rear wheels pass through the same road surface in sequence, there are 4 partially related excitation sources in the road noise problem, and at this time, if the TPA, OTPA or OPAX method is used for analysis, the main transmission path may be erroneously identified. To solve the coupling problem caused by the partially correlated excitation source, a commonly used method is a Multi-reference TPA.
In short, the Multi-reference TPA Analysis method decouples 4 partially related excitation sources in the road noise by performing Principal Component Analysis (Principal Component Analysis) on a road noise response signal (sound pressure signal or vibration signal), and then decomposes and synthesizes a transfer path by combining a force-sound transfer function measured by an experiment, thereby finally realizing the equivalence between the sum of Principal Component contribution energy and response signal energy. The method mathematically solves the coupling problem of part of related excitation sources, and the energy synthesis result of the method has certain guiding significance for product development.
However, when analyzing the transmission path of the tire cavity noise problem, the Multi-reference TPA method has three disadvantages: firstly, the Multi-reference TPA method needs to measure the force-sound transfer function of each potential transfer path, which needs to be performed in a sound-deadening chamber, and complex tooling is often needed to be customized for complex connections, which limits the implementation speed of the method; then, due to the complexity of a suspension system, the Multi-reference TPA method is used for identifying suspension excitation force, and the ill-conditioned problem of a large-scale matrix needs to be processed, so that the complexity of later signal processing is increased; finally, under the influence of a principal component analysis algorithm, the principal component path identified by using the Multi-reference TPA method is a path in a mathematical sense, is a combination of several physical paths, and still needs to deal with the decoupling problem of the physical paths in practical application.
In summary, the problem in the prior art is that the transmission path of the tire cavity sound cannot be determined quickly due to the ill-conditioned problems of the need of physical path decoupling and the need of processing a large-scale matrix in the transmission path analysis process of the tire cavity sound.
Disclosure of Invention
The invention aims to provide a method and a device for determining a main transmission path of tire cavity sound and an automobile, and aims to solve the problem that the main transmission path of a sound pressure response point in a carriage cannot be determined quickly in the prior art.
The technical scheme of the invention is as follows:
the invention provides a method for determining a main transmission path of tire cavity sound, which comprises the following steps:
determining a target wheel having the largest contribution to the tire cavity sound;
and analyzing the transmission path of the quarter suspension system corresponding to the target wheel, and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the vehicle cabin under the condition of the preset test working condition causing the tire cavity sound to be most obvious.
Preferably, the step of determining the target wheel having the largest contribution to the tire cavity sound includes:
determining one wheel on a vehicle as a wheel to be tested, filling the wheel to be tested with a first medium and filling the remaining wheels with a second medium with a cavity modal frequency higher than that of the first medium, and arranging a microphone for acquiring sound pressure at least one sound pressure response point in a carriage;
acquiring sound pressures corresponding to four wheels to be tested on the vehicle under the preset test working condition;
and determining one wheel to be tested with the maximum sound pressure as the target wheel.
Preferably, the second medium is a rare gas and the first medium is air; at least one of the acoustic pressure response points comprises: a front-row steering position right ear FLR and/or a rear-row passenger right ear RRR.
Preferably, the step of analyzing the transmission path of the quarter suspension system corresponding to the target wheel and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the vehicle cabin under the condition of the preset test condition causing the tire cavity sound to be most obvious comprises the following steps:
arranging an acceleration sensor on each structural path n of the quarter suspension system corresponding to the target wheel;
acquiring the acceleration G corresponding to each acceleration sensor under K times of different test working conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmThe preset test working condition is one of K times of different test working conditions;
according to the total number N of the structural paths of the quarter suspension system corresponding to the target wheel, the acceleration G corresponding to each acceleration sensor under K different test working conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmn；
According to the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmnAnd determining one structural path with the largest contribution amount to each sound pressure response point m as the main transmission path.
Preferably, according to the total number N of structural paths of the quarter suspension system corresponding to the target wheel, the acceleration G corresponding to each acceleration sensor under K different test conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmnComprises the following steps:
according to the number N of structural paths of the quarter suspension system corresponding to the target wheel, each acceleration sensor is tested for K timesAcceleration G corresponding to each other under working conditionknAnd the sound pressure P corresponding to each sound pressure response point under K different test working conditionskmObtaining the sound pressure response vector P in the K test condition measurement in the K test conditionkAnd acceleration vector Gk；
According to the sound pressure response vector PkObtaining a sound pressure response matrix P in the whole K test working conditions;
according to the acceleration vector GkObtaining an acceleration matrix G in the whole K test working conditions;
obtaining a transmissibility matrix H by utilizing the sound pressure response matrix P and the acceleration matrix G and through a Gihono regularization method, wherein the transmissibility matrix H comprises the transmissibility H of each structural path to each sound pressure response pointnm；
According to the transmission rate HnmAnd the acceleration G corresponding to each structural path n under the preset test working conditionnObtaining the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmn。
Preferably, the method further comprises:
according to the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmnAnd the total number N of the structural paths, and acquiring the test synthetic sound pressure P of each sound pressure response point m under the preset test working conditionm。
According to another aspect of the present invention, there is also provided a tire cavity sound main transmission path determination apparatus, including:
a first determination module for determining a target wheel having a largest contribution to the tire cavity sound;
and the second determination module is used for analyzing the transmission path of the quarter suspension system corresponding to the target wheel and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the vehicle cabin under the condition of the preset test working condition causing the tire cavity sound to be most obvious.
Preferably, the first determining module comprises:
the device comprises a first determining unit, a second determining unit and a control unit, wherein the first determining unit is used for determining one wheel on a vehicle as a wheel to be tested, charging a first medium into the wheel to be tested and charging a second medium with cavity modal frequency higher than that of the first medium into the rest wheels, and arranging a microphone for collecting sound pressure at least one sound pressure response point in a carriage;
the acquisition unit is used for acquiring the sound pressure of four wheels to be tested on the vehicle under the preset test working condition;
and the second determining unit is used for determining one wheel to be tested with the largest sound pressure as the target wheel.
Preferably, the second medium is a rare gas and the first medium is air; at least one of the acoustic pressure response points comprises: a front-row steering position right ear FLR and/or a rear-row passenger right ear RRR.
Preferably, the second determining module includes:
the arrangement unit is used for respectively arranging an acceleration sensor on each structural path n of the quarter suspension system corresponding to the target wheel;
a collecting unit for collecting the acceleration G corresponding to each acceleration sensor under K times of different test conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmThe preset test working condition is one of K times of different test working conditions;
a third determining unit, configured to determine, according to the total number N of structural paths of the quarter suspension system corresponding to the target wheel, an acceleration G corresponding to each acceleration sensor under K different test conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmn；
A fourth determination unit for determining whether the current value is greater than a predetermined valueDetermining the contribution P of each structural path n to each sound pressure response point m under the condition of the test working conditionmnAnd determining one structural path with the largest contribution amount to each sound pressure response point m as the main transmission path.
Preferably, the third determination unit includes:
a first obtaining subunit, configured to obtain, according to the number N of structural paths of the quarter suspension system corresponding to the target wheel, an acceleration G corresponding to each acceleration sensor under K different test conditionsknAnd the sound pressure P corresponding to each sound pressure response point under K different test working conditionskmObtaining the sound pressure response vector P in the K test condition measurement in the K test conditionkAnd acceleration vector Gk；
A second acquisition subunit for acquiring the sound pressure response vector PkObtaining a sound pressure response matrix P in the whole K test working conditions;
a third acquisition subunit for acquiring the acceleration vector GkObtaining an acceleration matrix G in the whole K test working conditions;
a fourth obtaining subunit, configured to obtain, by using the sound pressure response matrix P and the acceleration matrix G and by using a gihonov regularization method, a transmissibility matrix H including a transmissibility H of each structure path to each sound pressure response pointnm；
A fifth obtaining subunit, configured to obtain the transmission rate H according to the transmission rate HnmAnd the acceleration G corresponding to each structural path n under the preset test working conditionnObtaining the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmn。
Preferably, the apparatus further comprises:
an obtaining module, configured to obtain a contribution P of each structure path n to each sound pressure response point m according to the contribution P of each structure path n under the predetermined test conditionmnAnd the total number N of the structural paths, and obtaining the measurement of each sound pressure response point m under the preset test working conditionTrial synthetic sound pressure Pm。
According to another aspect of the present invention, there is also provided an automobile, the automobile having the above-described device for determining the primary transmission path of the tire cavity sound.
The invention has the beneficial effects that:
according to the method, two technical means of rare gas isolation of part of related excitation sources and regularization back calculation of the transmissibility matrix are combined, the coupling problem caused by part of related excitation sources and the ill-conditioned problem in back calculation of the transmissibility matrix are effectively solved, and efficient investigation of the acoustic transmission path of the tire cavity is realized. Compared with the traditional road noise transmission path analysis method, the method firstly isolates the related excitation source through a physical means, the decoupling problem of the physical path is avoided, and the subsequent transmission path analysis only needs to consider the quarter suspension local part where the tire cavity sound is located, so that the complexity of test measurement and signal processing is reduced, and the implementation efficiency is improved; then, the method avoids the measurement of the force-sound transfer function by inversely calculating the transfer rate matrix of the system through the operation condition data, thereby further improving the implementation efficiency.
Drawings
FIG. 1 is a flow chart of the method of the present invention;
FIG. 2 is a flow chart of step 1;
FIG. 3 is a flow chart of step 2;
FIG. 4 is a flowchart of step 23;
FIG. 5 is a schematic diagram of a vehicle-level transmission path analysis according to the present invention;
FIG. 6a is a tire cavity sound pressure test chart at the FLR position;
FIG. 6b is a tire cavity sound pressure test chart at the RRR location;
FIG. 7a is a diagram showing the result of the synthesis and decomposition of the tire cavity sound at the FLR position;
FIG. 7b is a diagram showing the result of the synthesis and decomposition of the cavity sound of the tire at the RRR position;
FIG. 8 is a block diagram of the apparatus of the present invention.
Detailed Description
Referring to fig. 1, the present invention provides a method for determining a main transmission path of tire cavity sound, including:
step 1, determining a target wheel with the largest contribution to the tire cavity sound.
Specifically, referring to fig. 2, step 1 includes:
step 11, determining one wheel on the vehicle as a wheel to be tested, filling a first medium into the wheel to be tested, filling a second medium with cavity modal frequency higher than that of the first medium into the remaining wheels, and arranging a microphone for collecting sound pressure at least one sound pressure response point in a carriage;
wherein the second medium is a rare gas and the first medium is air; at least one of the acoustic pressure response points comprises: a front-row steering position right ear FLR and/or a rear-row passenger right ear RRR. The second medium is most preferably helium.
The purpose of step 11 is to provide helium isolation for part of the associated excitation source. In conducting the transmission path analysis of the cavity acoustic problem, the tire to be analyzed was inflated with air and the other 3 tires were inflated with helium. Since the modal frequency of the helium cavity is higher than that of the air cavity, if the tire cavity sound problem still occurs at the moment, the problem is necessarily caused by the tire filled with air, so that other 3 excitation sources are physically isolated, and the coupling problem caused by part of related excitation sources is solved.
And 12, acquiring sound pressure corresponding to four wheels to be tested on the vehicle under the preset test working condition.
The determination of the predetermined test condition is obtained by experiment in advance and by design in advance
And the sound pressure value corresponding to each wheel to be tested is the same as the number of the sound pressure response points. For example, if the number of the sound pressure response points is 2, the sound pressure value of each wheel to be tested under the predetermined test condition should also include 2 sound pressure values collected at the respective positions of the two sound pressure response points.
And step 13, determining one wheel to be tested with the maximum sound pressure as the target wheel.
According to the test, the sound pressure change of different sound pressure response points of the vehicle is consistent according to different wheels to be tested under the common condition. For example, the number of the sound pressure response points in the application is two, and the sound pressure response points are respectively the sound pressure response points at the FLR and the RRR, for the sound pressure response point at the FLR, when the sound pressure response point corresponds to different wheels to be tested for testing, 4 sound pressure values are acquired, and one wheel to be tested, which has the largest sound pressure at the sound pressure response point at the FLR, can be determined from the 4 sound pressure values; similarly, one of the wheels to be tested with the maximum sound pressure of the sound pressure response point at the RRR can be determined according to the above steps, and the wheel to be tested with the maximum sound pressure of the sound pressure response point at the FLR and the sound pressure response point at the RRR are both the same wheel under test. Thus, in a normal case, the wheel to be tested may be determined as the target wheel as described above.
If the situation that the wheels to be tested causing the maximum sound pressure values of different sound pressure response points are inconsistent occurs, firstly, a target sound pressure response point which is most concerned by a tester is determined, and one wheel to be tested causing the maximum sound pressure of the target sound pressure response point is determined as the target wheel. For example, the sound pressure response points in the present application are two sound pressure response points at the FLR and the RRR, respectively, and if one of the target sound pressure response points that the tester is most interested in is the sound pressure response point at the FLR, the target wheel in the step 13 of determining the wheel to be tested, at which the sound pressure at the FLR is the largest, will be caused.
The setting of the steps 11 to 13 aims to perform the analysis of the transmission path of the whole vehicle level and shorten the measurement time.
And 2, analyzing the transmission path of the quarter suspension system corresponding to the target wheel, and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the carriage under the condition of the preset test working condition causing the most obvious tire cavity sound.
Specifically, referring to fig. 3, step 2 includes:
and 21, respectively arranging an acceleration sensor on each structural path n of the quarter suspension system corresponding to the target wheel.
Structurally, the tire cavity sound can only be transmitted via components directly connected to the wheel (e.g. shock absorbers, connecting rods), and acceleration sensors are arranged on the structural paths in order to monitor the contribution of these structural paths. The determination of the structural path of the quarter suspension system corresponding to the target wheel is predetermined. Wherein, an acceleration sensor for acceleration measurement is arranged on each structural path.
Step 22, collecting the acceleration G corresponding to each acceleration sensor under K times of different test working conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmAnd the preset test working condition is one of K different test working conditions.
For example: the tested road surface comprises a cement road, a rough asphalt road and a smooth asphalt road, the tested vehicle speed comprises 20km/h, 30km/h, 40km/h, 50km/h, 60km/h, 70km/h and 80km/h, and the data measurement of the above 7 vehicle speeds on each tested road surface is ensured to be completed, so that 21 test working conditions are formed.
In step 22, GknAnd PkmK in the M sound pressure response points is any one of the whole K working conditions, N is any one of the N structural paths, and M is any one of the M sound pressure response points.
Step 23, according to the total number N of the structural paths of the quarter suspension system corresponding to the target wheel, the acceleration G corresponding to each acceleration sensor under different test conditions of K timesknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmn。
Specifically, referring to fig. 4, the step 23 includes:
231, according to the number N of the structural paths of the quarter suspension system corresponding to the target wheel, each acceleration sensor is not used for K timesAcceleration G corresponding to each other under the same test conditionknAnd the sound pressure P corresponding to each sound pressure response point under K different test working conditionskmObtaining the sound pressure response vector P in the K test condition measurement in the K test conditionkAnd acceleration vector Gk。
Specifically, in this step 231, the sound pressure response vector PkBy the following first formula:
Pk＝[Pk1,Pk2...,PkM]
is shown by PkmIs a parameter Pk1,Pk2...,PkMAny one of the parameters.
Acceleration vector GkBy the following second formula:
Gk＝[Gk1,Gk2...,GkN]
is shown by GknIs a parameter Gk1,Gk2...,GkNAny one of the parameters.
And, the transfer relationship of the tire cavity sound from path to response can be represented by the following frequency domain relationship:
Pk＝GkH
where H is a transmittance matrix with dimension N × M, which can be specifically expressed as:
in the formula, HnmIs the transfer rate between the nth structure path to the mth sound pressure response point.
For the acoustic pressure response matrix P, the acoustic pressure response matrix P can be represented by the third formula:
P＝[P1,P2...,PK]
is expressed, wherein P in the first formulakIs a parameter P1,P2...,PKAny ofA parameter.
For the acceleration matrix G, it is possible to obtain by the fourth formula:
G＝[G1,G2...,GK]
is expressed, wherein G in the second formulakIs a parameter G1,G2...,GKAny one of the parameters.
And, the transfer relationship of the tire cavity sound throughout K measurements can be expressed as:
P＝GH
That is, in the transfer rate matrix H, HnmIs H11To HNMAny one of the parameters.
When the operating condition data contains enough information, namely when K is more than or equal to N, the transmission rate matrix H of the tire cavity sound can be obtained directly through P ═ GH, but the ill-posed problem needs to be dealt with. Aiming at the problem, the method adopts the back calculation of the Gihonov regularization (Tikhonov regularization), and the transfer rate matrix H is obtained in the following way:
H＝(GTG+αI)-1GTP
wherein G isTIs a conjugate transpose of the matrix G, (G)TG+αI)-1Is a matrix GTThe generalized inverse of G + α I, I being an NxN dimensional identity matrix. Alpha is a regularization parameter, the determination of the regularization parameter alpha is the key for processing the ill-conditioned problem, and the parameter is obtained by calibrating a large amount of data, and the specific values are as follows:
wherein | G | purple2Which is the two-norm of matrix G.
For PmnMay be obtained by the fifth formula:
Pmn＝GnHmn
and (6) obtaining.
Wherein HmnAnd HnmAre the same parameter.
24, according to the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmnAnd determining one structural path with the largest contribution amount to each sound pressure response point m as the main transmission path.
After the main transmission path corresponding to each sound pressure response point m is determined, the structure of the test personnel can be improved, the cavity sound pressure at the target sound pressure response point is reduced, and the user experience is improved. Preferably, in an embodiment of the present invention, the method further includes:
according to the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmnAnd the total number N of the structural paths, and acquiring the test synthetic sound pressure P of each sound pressure response point m under the preset test working conditionm。
Wherein, PmMay be represented by a sixth formula:
and (6) obtaining.
The synthetic sound pressure P is measured by the testmComparing with the actually detected synthetic sound pressure to determine the sound pressureAccuracy of the test experiment.
In the following, based on the above method of the present invention, the implementation process of the present invention can be divided into two steps: the method comprises the steps of whole vehicle-level transmission path analysis and subsystem-level transmission path analysis. The following is a step-by-step description of the actual investigation of the acoustic problems associated with tires of a certain type under development.
First, whole vehicle level transmission path analysis
The purpose of the whole vehicle-level transmission path analysis is to determine a key wheel of the front and rear wheels, and specifically, the analysis can be divided into 3 steps, as shown in fig. 5.
The first step is as follows: the four wheels are respectively inflated, microphones are arranged at the right ear of a front row driving position (FLR) and the right ear of a rear row passenger driving position (RRR), and the tire cavity sound in the vehicle is measured under the condition that the tire cavity sound is most obvious (60 km/h constant-speed running on a rough asphalt road).
The second step is that: the front right wheel is inflated with air, the other three wheels are inflated with helium, microphones are arranged at the positions of the FLR and the RRR, and the tire cavity sound in the vehicle is measured under the condition that the tire cavity sound is most obvious (60 km/h constant speed running on a coarse asphalt road).
The third step: and (3) inflating air into the right rear wheel, inflating helium into the other three wheels, arranging microphones at the FLR and RRR positions, and measuring the tire cavity sound in the vehicle by selecting the working condition with the most obvious tire cavity sound (running at a constant speed of 60km/h on a rough asphalt road).
After the three-step test is completed, the results of the three steps are compared to judge which wheel in the front right wheel and the rear right wheel contributes more to the tire cavity sound, and the transmission path analysis of the subsystem level is performed on the wheel with the larger contribution, so that the implementation efficiency is improved. The measurement results are shown in fig. 6a and 6b, and it can be seen from fig. 6a and 6b that: the sound of the tire cavity in the vehicle when only the right front wheel is inflated is equivalent to that when the four wheels are inflated, the statement of the tire cavity in the vehicle when only the right rear wheel is inflated is obviously reduced, the sound of the tire cavity in the vehicle is mainly contributed by the right front wheel, and the next subsystem level transmission path analysis is carried out on the right front wheel.
Second, subsystem level transfer path analysis
The subsystem level transmission path analysis aims at performing transmission path analysis of a quarter of a suspension part, for a test vehicle type, the right front wheel accounts for the main contribution determined in the whole vehicle level transmission path analysis, and the subsystem level transmission path analysis is performed on the right front wheel and specifically comprises the following steps.
The first step is as follows: the wheel (right front wheel) which mainly contributes to the tire cavity sound is filled with air, the other three wheels are filled with helium, microphones are arranged at the FLR and RRR positions, three-way acceleration sensors are arranged on structural paths of the wheels, the positions and the number of the three-way acceleration sensors are determined by the structural form of a suspension, and each path is required to be provided with one three-way acceleration sensor as a monitoring point. The front suspension of the vehicle type in the research adopts a Macpherson suspension, the structural path of the part of the right front wheel comprises a right front strut assembly and a right front swing arm, and an acceleration sensor is respectively arranged at the joint of the two structural paths and a right front wheel steering knuckle as a monitoring point so as to monitor the contributions of the two paths.
The second step is that: a plurality of working condition data are collected. The tested road surface comprises a cement road, a rough asphalt road and a smooth asphalt road, the tested vehicle speed comprises 20km/h, 30km/h, 40km/h, 50km/h, 60km/h, 70km/h and 80km/h, and the condition data measurement of the above 7 vehicle speeds is ensured to be completed on each tested road surface, and the total data of 21 groups is provided.
The third step: and (4) carrying out regularization inverse calculation on the transmissivity matrix. And (3) converting the 21 groups of working condition data measured in the second step into a frequency domain by using discrete Fourier transform, and inversely calculating a transmission rate matrix according to the formula in the step 23 in the invention content under the key frequency of the tire cavity sound. The key frequency of the tire cavity noise is the most prominent frequency of the cavity noise, and as shown in fig. 6a and 6b, the key frequency of the tire under development is 230 Hz.
The fourth step: the path of the tire cavity sound is synthesized and decomposed. And measuring the working condition data with most obvious tire cavity noise, combining the transfer rate matrix obtained in the third step, and synthesizing and decomposing the path of the tire cavity sound according to a sixth formula, wherein the result of the path synthesis and decomposition shows the contribution of each structural path to the tire cavity sound, and the key path of the tire cavity sound problem can be diagnosed according to the contribution of each path. The path synthesis and decomposition results of the tire cavity sound in the vehicle under study are shown in fig. 7a and 7b, and it can be seen from the results that the-X-direction vibration of the connection point of the right front swing arm and the knuckle mainly contributes to the tire cavity sound in the vehicle.
The invention can lock to the critical path of the tire cavity sound problem with high efficiency. The invention solves the coupling problem caused by part of related excitation sources in the road noise analysis by a helium gas isolation mode, reduces the complexity of test measurement and signal processing and improves the implementation efficiency; the transfer rate matrix is obtained by utilizing the working condition data through the regularization back calculation of the transfer rate matrix, the lengthy force-sound transfer function measurement process is avoided, and the implementation efficiency is further improved.
According to the method, two technical means of rare gas isolation of part of related excitation sources and regularization back calculation of the transmissibility matrix are combined, the coupling problem caused by part of related excitation sources and the ill-conditioned problem in back calculation of the transmissibility matrix are effectively solved, and efficient investigation of the acoustic transmission path of the tire cavity is realized. Compared with the traditional road noise transmission path analysis method, the method firstly isolates the related excitation source through a physical means, the decoupling problem of the physical path is avoided, and the subsequent transmission path analysis only needs to consider the quarter suspension local part where the tire cavity sound is located, so that the complexity of test measurement and signal processing is reduced, and the implementation efficiency is improved; then, the method avoids the measurement of the force-sound transfer function by inversely calculating the transfer rate matrix of the system through the operation condition data, thereby further improving the implementation efficiency.
According to another aspect of the present invention, referring to fig. 8, the present invention also provides a device for determining a main transmission path of tire cavity sound, including:
a first determination module 101 for determining a target wheel having a largest contribution to the tire cavity sound;
and the second determining module 102 is used for analyzing the transmission path of the quarter suspension system corresponding to the target wheel and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the vehicle cabin under the condition of the preset test working condition causing the tire cavity sound to be most obvious.
Preferably, the first determining module 101 comprises:
the device comprises a first determining unit, a second determining unit and a control unit, wherein the first determining unit is used for determining one wheel on a vehicle as a wheel to be tested, charging a first medium into the wheel to be tested and charging a second medium with cavity modal frequency higher than that of the first medium into the rest wheels, and arranging a microphone for collecting sound pressure at least one sound pressure response point in a carriage;
the acquisition unit is used for acquiring the sound pressure of four wheels to be tested on the vehicle under the preset test working condition;
and the second determining unit is used for determining one wheel to be tested with the largest sound pressure as the target wheel.
Preferably, the second medium is a rare gas and the first medium is air; at least one of the acoustic pressure response points comprises: a front-row steering position right ear FLR and/or a rear-row passenger right ear RRR.
Preferably, the second determining module 102 comprises:
the arrangement unit is used for respectively arranging an acceleration sensor on each structural path n of the quarter suspension system corresponding to the target wheel;
a collecting unit for collecting the acceleration G corresponding to each acceleration sensor under K times of different test conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmThe preset test working condition is one of K times of different test working conditions;
a third determining unit, configured to determine, according to the total number N of structural paths of the quarter suspension system corresponding to the target wheel, an acceleration G corresponding to each acceleration sensor under K different test conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmn；
A fourth determining unit, configured to determine the contribution P of each structure path n to each sound pressure response point m according to the predetermined test conditionmnAnd determining one structural path with the largest contribution amount to each sound pressure response point m as the main transmission path.
Preferably, the third determination unit includes:
a first obtaining subunit, configured to obtain, according to the number N of structural paths of the quarter suspension system corresponding to the target wheel, an acceleration G corresponding to each acceleration sensor under K different test conditionsknAnd the sound pressure P corresponding to each sound pressure response point under K different test working conditionskmObtaining the sound pressure response vector P in the K test condition measurement in the K test conditionkAnd acceleration vector Gk；
A second acquisition subunit for acquiring the sound pressure response vector PkObtaining a sound pressure response matrix P in the whole K test working conditions;
a third acquisition subunit for acquiring the acceleration vector GkObtaining an acceleration matrix G in the whole K test working conditions;
a fourth obtaining subunit, configured to obtain, by using the sound pressure response matrix P and the acceleration matrix G and by using a gihonov regularization method, a transmissibility matrix H including a transmissibility H of each structure path to each sound pressure response pointnm；
A fifth obtaining subunit, configured to obtain the transmission rate H according to the transmission rate HnmAnd the acceleration G corresponding to each structural path n under the preset test working conditionnObtaining the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmn。
Preferably, the apparatus further comprises:
an obtaining module, configured to obtain a contribution P of each structure path n to each sound pressure response point m according to the contribution P of each structure path n under the predetermined test conditionmnAnd the total number N of the structural paths is obtainedThe test synthetic sound pressure P of each sound pressure response point m under the preset test working conditionm。
The device for determining the main transmission path of the tire cavity sound provided by the embodiment of the invention is a device corresponding to the method, and all implementation modes in the method are suitable for the embodiment of the device, so that the same technical effect can be achieved. According to the method, two technical means of rare gas isolation of part of related excitation sources and regularization back calculation of the transmissibility matrix are combined, the coupling problem caused by part of related excitation sources and the ill-conditioned problem in back calculation of the transmissibility matrix are effectively solved, and efficient investigation of the acoustic transmission path of the tire cavity is realized. Compared with the traditional road noise transmission path analysis method, the method firstly isolates the related excitation source through a physical means, the decoupling problem of the physical path is avoided, and the subsequent transmission path analysis only needs to consider the quarter suspension local part where the tire cavity sound is located, so that the complexity of test measurement and signal processing is reduced, and the implementation efficiency is improved; then, the method avoids the measurement of the force-sound transfer function by inversely calculating the transfer rate matrix of the system through the operation condition data, thereby further improving the implementation efficiency.
According to another aspect of the present invention, there is also provided an automobile, the automobile having the above-described device for determining the primary transmission path of the tire cavity sound.
Claims (11)
1. A method for determining a primary transmission path of tire cavity noise, comprising:
determining a target wheel having the largest contribution to the tire cavity sound;
analyzing the transmission path of the quarter suspension system corresponding to the target wheel, and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the carriage under the condition of the preset test working condition causing the tire cavity sound to be most obvious; the step of determining the target wheel having the largest contribution to the tire cavity sound includes:
determining one wheel on a vehicle as a wheel to be tested, filling the wheel to be tested with a first medium and filling the remaining wheels with a second medium with a cavity modal frequency higher than that of the first medium, and arranging a microphone for acquiring sound pressure at least one sound pressure response point in a carriage;
acquiring sound pressures corresponding to four wheels to be tested on the vehicle under the preset test working condition;
and determining one wheel to be tested with the maximum sound pressure as the target wheel.
2. The method of claim 1, wherein the second medium is a noble gas and the first medium is air; at least one of the acoustic pressure response points comprises: a front-row steering position right ear FLR and/or a rear-row passenger right ear RRR.
3. The method of claim 1, wherein the step of performing a transfer path analysis of the quarter suspension system corresponding to the target wheel to determine the primary transfer path of the tire cavity sound corresponding to each acoustic pressure response point located in the vehicle cabin under a predetermined test condition that causes the tire cavity sound to be most pronounced comprises:
arranging an acceleration sensor on each structural path n of the quarter suspension system corresponding to the target wheel;
acquiring the acceleration G corresponding to each acceleration sensor under K times of different test working conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmThe preset test working condition is one of K times of different test working conditions;
according to the total number N of the structural paths of the quarter suspension system corresponding to the target wheel, the acceleration G corresponding to each acceleration sensor under K different test working conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmn；
According to the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmnAnd determining one structural path with the largest contribution amount to each sound pressure response point m as the main transmission path.
4. The method according to claim 3, wherein the acceleration G corresponding to each acceleration sensor under K different test conditions is determined according to the total number N of structural paths of the quarter suspension system corresponding to the target wheelknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmnComprises the following steps:
according to the structural path number N of the quarter suspension system corresponding to the target wheel, the acceleration G corresponding to each acceleration sensor under K different test working conditionsknAnd the sound pressure P corresponding to each sound pressure response point under K different test working conditionskmObtaining the sound pressure response vector P in the K test condition measurement in the K test conditionkAnd acceleration vector Gk；
According to the sound pressure response vector PkObtaining a sound pressure response matrix P in the whole K test working conditions;
according to the acceleration vector GkObtaining an acceleration matrix G in the whole K test working conditions;
obtaining a transmissibility matrix H by utilizing the sound pressure response matrix P and the acceleration matrix G and through a Gihono regularization method, wherein the transmissibility matrix H comprises the transmissibility H of each structural path to each sound pressure response pointnm；
According to the transmission rate HnmAnd the acceleration G corresponding to each structural path n under the preset test working conditionnObtaining the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmn。
5. The method of claim 4, further comprising:
according to the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmnAnd the total number N of the structural paths, and acquiring the test synthetic sound pressure P of each sound pressure response point m under the preset test working conditionm。
6. A device for determining a main transmission path of tire cavity sound, comprising:
a first determination module for determining a target wheel having a largest contribution to the tire cavity sound;
the second determination module is used for analyzing the transmission path of the quarter suspension system corresponding to the target wheel and determining the main transmission path of the tire cavity sound corresponding to each sound pressure response point in the vehicle cabin under the condition of the preset test working condition causing the tire cavity sound to be most obvious; the first determining module includes:
the device comprises a first determining unit, a second determining unit and a control unit, wherein the first determining unit is used for determining one wheel on a vehicle as a wheel to be tested, charging a first medium into the wheel to be tested and charging a second medium with cavity modal frequency higher than that of the first medium into the rest wheels, and arranging a microphone for collecting sound pressure at least one sound pressure response point in a carriage;
the acquisition unit is used for acquiring the sound pressure of four wheels to be tested on the vehicle under the preset test working condition;
and the second determining unit is used for determining one wheel to be tested with the largest sound pressure as the target wheel.
7. The apparatus of claim 6, wherein the second medium is a noble gas and the first medium is air; at least one of the acoustic pressure response points comprises: a front-row steering position right ear FLR and/or a rear-row passenger right ear RRR.
8. The apparatus of claim 7, wherein the second determining module comprises:
the arrangement unit is used for respectively arranging an acceleration sensor on each structural path n of the quarter suspension system corresponding to the target wheel;
a collecting unit for collecting the acceleration G corresponding to each acceleration sensor under K times of different test conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmThe preset test working condition is one of K times of different test working conditions;
a third determining unit, configured to determine, according to the total number N of structural paths of the quarter suspension system corresponding to the target wheel, an acceleration G corresponding to each acceleration sensor under K different test conditionsknAnd each sound pressure response point m corresponds to the sound pressure P under K different test working conditionskmDetermining the contribution P of each structure path n to each sound pressure response point m under the preset test working conditionmn；
A fourth determining unit, configured to determine the contribution P of each structure path n to each sound pressure response point m according to the predetermined test conditionmnAnd determining one structural path with the largest contribution amount to each sound pressure response point m as the main transmission path.
9. The apparatus according to claim 8, wherein the third determining unit comprises:
a first obtaining subunit, configured to obtain, according to the number N of structural paths of the quarter suspension system corresponding to the target wheel, an acceleration G corresponding to each acceleration sensor under K different test conditionsknAnd the sound pressure P corresponding to each sound pressure response point under K different test working conditionskmObtaining the sound pressure response vector P in the K test condition measurement in the K test conditionkAnd acceleration vector Gk；
A second acquisition subunit for acquiring the sound pressure response vector PkObtaining a sound pressure response matrix P in the whole K test working conditions;
a third acquisition subunit for acquiring the acceleration vector GkObtaining an acceleration matrix G in the whole K test working conditions;
a fourth obtaining subunit, configured to obtain, by using the sound pressure response matrix P and the acceleration matrix G and by using a gihonov regularization method, a transmissibility matrix H including a transmissibility H of each structure path to each sound pressure response pointnm；
A fifth obtaining subunit, configured to obtain the transmission rate H according to the transmission rate HnmAnd the acceleration G corresponding to each structural path n under the preset test working conditionnObtaining the contribution P of each structural path n to each sound pressure response point m under the preset test working conditionmn。
10. The apparatus of claim 9, further comprising:
an obtaining module, configured to obtain a contribution P of each structure path n to each sound pressure response point m according to the contribution P of each structure path n under the predetermined test conditionmnAnd the total number N of the structural paths, and acquiring the test synthetic sound pressure P of each sound pressure response point m under the preset test working conditionm。
11. An automobile characterized by comprising the device for determining a primary transmission path of tire cavity sound according to any one of claims 6 to 10.
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