CN112560180B - Transmission path analysis method of multipoint installation structure - Google Patents
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Abstract
The invention discloses a transmission path analysis method of a multipoint installation structure, which relates to the technical field of vibration analysis. The problem of errors caused by mutual crosstalk of signals of all mounting points is solved through a singular value decomposition technology and a response fitting technology, the effectiveness of singular value decomposition and principal component analysis is verified, signal data of a mounting point acceleration frequency domain signal matrix under various working conditions after denoising processing meeting verification conditions are used as input data of a finite element transmission path analysis model, accurate data are provided for finite element analysis, the problem of load identification of transmission path analysis is effectively solved, more accurate results can be obtained through finite element analysis, and the accuracy of calculation results is improved.
Description
Technical Field
The invention relates to the technical field of vibration analysis, in particular to a transmission path analysis method of a multipoint installation structure.
Background
With the promotion of the international market of forklifts in China, the competition is intensified day by day, and comfort and noise are taken as main quality indexes and are paid the attention of manufacturers of various engineering vehicles, so that improvement of riding comfort and sound quality in a vehicle room has great significance for improving the product competitiveness. In order to reduce the influence of vibration and noise, the dynamic characteristics of a cab and the contribution of a transmission path must be comprehensively known, a Transmission Path Analysis (TPA) or an operation condition transmission path analysis (OTPA) method is usually adopted to identify the vibration or noise transmission path at present, but the traditional transmission path analysis method is difficult to quickly and effectively identify the transmission path in engineering practice due to the complex frequency response function test and load identification process, and the operation condition transmission path analysis method is a transmission path quick analysis method which appears in recent years.
However, as a typical inverse problem, an equation to be solved by a working condition transfer path analysis (OTPA) method is often seriously ill-conditioned, a truncated singular value decomposition method is usually adopted in the current engineering to truncate singular values of a coefficient matrix, and only larger singular values are reserved to overcome the ill-conditioned problem, however, due to the fact that the singular values are mutated by truncation, truncation errors are caused, and the transfer path contribution result obtained by the method has larger errors. And the truncation factor is often selected empirically, making the calculation difficult to meet accuracy requirements.
In recent years, finite element analysis gradually becomes a mainstream engineering analysis method, and finite element transmission path analysis ensures the accuracy of an analysis result to a certain extent, but the problem of Transmission Path Analysis (TPA) load identification is still not solved, so the current solution is to establish an integral model, and extract the input of a certain component mounting point as the input of a component transmission path analysis model after the integral model is consistent with the actual operation working condition.
Disclosure of Invention
In view of the above-mentioned drawbacks, the present invention provides a transmission path analysis method for a multipoint mounting structure, so as to solve the technical problems of high requirement for vibration analysis modeling and large error of vibration analysis result in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme:
the transmission path analysis method of the multipoint installation structure comprises the following steps:
s1: establishing a finite element model of a cab;
s2: the real vehicle is tested and operated under various preset experimental working conditions, acceleration time domain signals of each mounting point between a cab and a frame body of the real vehicle under n (n is more than or equal to 2) different experimental working conditions are measured, and an acceleration time domain curve matrix [ x ] of n mounting points of the cab is obtainednn]And acceleration time domain curve vector [ y ] of one response point under n different experimental working conditionsn]；
S3: for acceleration time domain curve matrix [ x ]nn]Time domain curve of each acceleration and acceleration vector [ y ] of one response point under different experimental working conditionsn]Fourier transform is carried out to obtain the acceleration frequency of each mounting point under different experimental working conditionsA domain signal and an acceleration vector frequency domain signal of a response point under different experimental conditions;
s4: establishing a working condition transmission path model according to the installation points and the response points under various experimental working conditions;
inputting the acceleration frequency domain signal and the acceleration vector frequency domain signal obtained in the step S3 into the working condition transmission path model, and calculating a transmission rate matrix of a cab of the real vehicle under test operation;
performing singular value decomposition on the acceleration frequency domain signal matrix in the working condition transmission path model to obtain a singular value matrix of the acceleration frequency domain signal matrix in the working condition transmission path model;
s5: principal component analysis is carried out on singular values in the singular value matrix obtained in the step S4, the first p singular values (p is more than or equal to 1) are taken out according to the arrangement sequence of the singular value matrix, the proportion of effective information in the acceleration frequency domain signal matrix of the acceleration frequency domain signal in the working condition transmission path model, corresponding to the input acceleration frequency domain signals, of the first p singular values is calculated, and the accumulated contribution amount is obtained;
if the accumulated contribution amount is larger than or equal to a preset value, adjusting singular values behind the p-th singular value of the singular value matrix to be zero to obtain an adjusted singular value matrix, and calculating a de-noised acceleration frequency domain signal matrix according to the adjusted singular value matrix;
if the accumulated contribution amount is smaller than the preset value, adjusting the value of p, adding one to the value of p, and calculating the accumulated contribution amount until the accumulated contribution amount is larger than or equal to the preset value;
s6: solving a decoupling fit transfer rate matrix according to the acceleration vector frequency domain signal matrix of the response point under various working conditions in the working condition transfer path model and the adjusted singular value matrix obtained in the step S5 through linear fitting;
and then constructing an input matrix by utilizing a group of newly measured data, calculating and synthesizing a response point acceleration signal through a decoupling fit transmissibility matrix, and carrying out similarity comparison with a response result obtained by actual measurement:
and comparing the similarity of the acceleration vector frequency domain signal matrix in the working condition transmission path model and the acceleration vector frequency domain signal matrix fitted after decoupling:
if the similarity between the two is lower than the preset value of the similarity, returning to S5 to continue adjusting the value of p;
if the similarity between the two is greater than or equal to the preset similarity value, the effectiveness of singular value decomposition and principal component analysis is verified, and the next step is carried out;
s7: and inputting the signal data in the acceleration frequency domain signal matrix after the denoising treatment into a cab finite element model.
Preferably, the formula of the operating condition transmission path model is as follows:
in the formula (1), YiObtaining an acceleration vector frequency domain signal of a response point for the ith working condition test; xijIs an acceleration frequency domain signal T of the jth mounting point obtained in the ith working condition testjIs the transmission rate from the jth mounting point to the response point, where i is 1, 2, …, n; j is 1, 2, …, n.
Preferably, the process of calculating the transfer rate matrix of the cab of the real vehicle in the test operation is as follows:
firstly, writing formula (1) into a matrix form:
Y＝XT (2)
in the formula (2), Y is expressed as an acceleration vector frequency domain signal matrix in the working condition transmission path model, X is expressed as an acceleration frequency domain signal matrix in the working condition transmission path model, and T is expressed as a transfer rate matrix of a cab of a real vehicle under test operation;
and then, converting according to the formula (2), wherein the formula for obtaining the transfer rate matrix of the cab of the real vehicle under the test operation is as follows:
T＝(XTX)-1(XTY) (3)
in the formula (3), Y is expressed as an acceleration vector frequency domain signal matrix of a response point under various working conditions, X is expressed as an acceleration frequency domain signal matrix of a mounting point under various working conditions, and T is expressed as a transfer rate matrix of a cab of an actual vehicle under test operation;
and finally, calculating a transfer rate matrix of the cab of the real vehicle under the test operation according to a formula (3).
Preferably, the formula of the singular value decomposition is:
X＝U∑VT (4)
in formula (4), X is represented as an acceleration frequency domain signal matrix in the operating condition transmission path model, U is represented as a left singular value matrix, V is represented as a right singular value matrix, and Σ is represented as a singular value matrix of X, where the expression of Σ is:
σiis the ith singular value of X.
Preferably, the formula for calculating the cumulative contribution amount is:
in the formula (5), g is expressed as the cumulative contribution amount,
expressed as the sum of the first p singular values,
expressed as the sum of all singular values of X.
Preferably, the formula for calculating the transfer rate matrix of the decoupled fit is:
in the formula (6), the first and second groups,
expressed as a transmission matrix fitted after decoupling,
and expressing the matrix as an adjusted singular value matrix, expressing U as a left singular value matrix, expressing V as a right singular value matrix, and expressing Y as an acceleration vector frequency domain signal matrix in the working condition transmission path model.
Preferably, the formula for calculating the frequency domain signal matrix of the acceleration vector fitted after decoupling is as follows:
in the formula (7), the first and second groups,
expressed as the fitted acceleration vector frequency domain signal matrix after decoupling, X' is expressed as the newly measured data used to verify the decoupling effect,
expressed as a transmission matrix fitted after decoupling,
expressed as the adjusted singular value matrix, U as the left singular value matrix and V as the right singular value matrix.
Preferably, in S5, the preset value is 0.9.
Preferably, in S6, the preset value of similarity is 0.8.
Preferably, in S2, an acceleration sensor is used to measure acceleration time-domain signals of the mounting points between the cab and the frame body of the real vehicle under different working conditions.
According to the principle of the invention, under the condition of only establishing a cab finite element model, acceleration time domain signals of mounting points between a cab and a frame of a real vehicle under different experimental working conditions are firstly obtained, and Fourier transformation is carried out to obtain acceleration frequency domain signals of each mounting point under different experimental working conditions and acceleration vector frequency domain signals of a response point under different experimental working conditions. And then, inputting an acceleration frequency domain signal and an acceleration vector frequency domain signal to the working condition transmission path model by establishing the working condition transmission path model, calculating a transfer rate matrix of the cab of the real vehicle under test operation, and simultaneously performing singular value decomposition on the acceleration frequency domain signal matrix in the working condition transmission path model. And then, carrying out principal component analysis on the decomposed singular value data, calculating the accumulated contribution amount, retaining effective information in the singular value data, eliminating noise, obtaining an adjusted singular value matrix, and further calculating an acceleration frequency domain signal matrix after denoising. And then, solving a transfer rate matrix which is fitted after decoupling through matrix operation, constructing an input matrix by utilizing a group of new measurement data, calculating response point acceleration fitting data through the transfer rate matrix which is fitted after decoupling, comparing the response point acceleration fitting data with a response result obtained through actual measurement, and verifying the effectiveness of singular value decomposition and principal component analysis. And when the verification condition is met, inputting the signal data of the acceleration frequency domain signal matrix subjected to denoising processing into a cab finite element model, and carrying out transmission path contribution simulation to realize finite element analysis on the cab and provide an idea for subsequent structure optimization.
The invention has the beneficial effects that:
(1) only under the condition of establishing a cab finite element model, the method can find a key path of vibration energy transmission, can analyze the contribution of the vibration energy on each vibration transmission path, reduces the high requirement of the vibration analysis on the finite element model, and has very important significance on the vibration control of the system.
(2) The problem of errors caused by mutual crosstalk of signals of all mounting points is solved through a singular value decomposition technology and a response fitting technology, the effectiveness of singular value decomposition and principal component analysis is verified, signal data of a mounting point acceleration frequency domain signal matrix under various working conditions after denoising processing meeting verification conditions are used as input data of a finite element transmission path analysis model, accurate data are provided for finite element analysis, the problem of load identification of transmission path analysis is effectively solved, more accurate results can be obtained through finite element analysis, and the accuracy of calculation results is improved.
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FIG. 1 is a flow chart of one embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Referring to fig. 1, the present invention discloses a transmission path analysis method of a multipoint mounting structure, comprising the steps of:
s1: establishing a finite element model of a cab; in some embodiments, the hyper mesh software is used to model finite element models of certain forklift cabs, and shell elements are used for modeling since the cabs are all welded from sheet metal parts.
S2: the real vehicle is tested and operated under various preset experimental working conditions, acceleration time domain signals of each mounting point between a cab and a frame body of the real vehicle under n (n is more than or equal to 2) different experimental working conditions are measured, and an acceleration time domain curve matrix [ x ] of n mounting points of the cab is obtainednn]And acceleration time domain curve vector [ y ] of one response point under n different experimental working conditionsn]. Specifically, in the present embodiment, n is 4. Further, the acceleration time domain signals of the installation points between the cab and the frame body of the real vehicle under different working conditions are measured by the acceleration sensor, so that the method is convenient and fast, and the measured acceleration data are accurate and continuous.
S3: for acceleration time domain curve matrix [ x ]nn]Time domain curve of each acceleration and acceleration vector [ y ] of one response point under different experimental working conditionsn]Carrying out Fourier transform to obtain acceleration frequency domain signals of each mounting point under different experimental working conditions and acceleration vector frequency domain signals of a response point under different experimental working conditions;
s4: establishing a working condition transmission path model according to the installation points and the response points under various experimental working conditions;
inputting the acceleration frequency domain signal and the acceleration vector frequency domain signal obtained in the step S3 into the working condition transmission path model, and calculating a transmission rate matrix of a cab of the real vehicle under test operation;
and carrying out singular value decomposition on the acceleration frequency domain signal matrix in the working condition transmission path model to obtain a singular value matrix of the acceleration frequency domain signal matrix in the working condition transmission path model.
It should be noted that the formula of the operating condition transmission path model is as follows:
in the formula (1), YiObtaining an acceleration vector frequency domain signal of a response point for the ith working condition test; xijIs an acceleration frequency domain signal T of the jth mounting point obtained in the ith working condition testjIs the transmission rate from the jth mounting point to the response point, where i is 1, 2, …, n; j is 1, 2, …, n.
The process of calculating the transfer rate matrix of the cab of the real vehicle under test operation comprises the following steps:
firstly, writing formula (1) into a matrix form:
Y＝XT (2)
in the formula (2), Y is expressed as an acceleration vector frequency domain signal matrix in the working condition transmission path model, X is expressed as an acceleration frequency domain signal matrix in the working condition transmission path model, and T is expressed as a transfer rate matrix of a cab of a real vehicle under test operation;
and then, converting according to the formula (2), wherein the formula for obtaining the transfer rate matrix of the cab of the real vehicle under the test operation is as follows:
T＝(XTX)-1(XTY) (3)
in the formula (3), Y is expressed as an acceleration vector frequency domain signal matrix of a response point under various working conditions, X is expressed as an acceleration frequency domain signal matrix of a mounting point under various working conditions, and T is expressed as a transfer rate matrix of a cab of an actual vehicle under test operation.
And finally, calculating a transfer rate matrix of the cab of the real vehicle under the test operation according to a formula (3).
It is further worth noting that the formula of singular value decomposition is:
X＝U∑VT (4)
in formula (4), X is represented as an acceleration frequency domain signal matrix in the operating condition transmission path model, U is represented as a left singular value matrix, V is represented as a right singular value matrix, and Σ is represented as a singular value matrix of X, where the expression of Σ is:
σiis the ith singular value of X.
S5: and (4) performing principal component analysis on singular values in the singular value matrix obtained in the step (S4), taking out the previous p singular values (p is more than or equal to 1) according to the arrangement sequence of the singular value matrix, and calculating the proportion of effective information in the acceleration frequency domain signal matrix of the acceleration frequency domain signal in the working condition transmission path model, corresponding to the previous p singular values, so as to obtain the accumulated contribution. Specifically, the formula for calculating the cumulative contribution amount is:
in the formula (5), g is expressed as the cumulative contribution amount,
expressed as the sum of the first p singular values,
expressed as the sum of all singular values of X.
If the accumulated contribution amount is larger than or equal to a preset value, adjusting singular values behind the p-th singular value of the singular value matrix to be zero to obtain an adjusted singular value matrix, and calculating a de-noised acceleration frequency domain signal matrix according to the adjusted singular value matrix;
if the accumulated contribution amount is smaller than the preset value, the value of p is adjusted, the value of p is increased by one, and then the accumulated contribution amount is calculated until the accumulated contribution amount is larger than or equal to the preset value. Specifically, the preset value is 0.9. By setting the preset value of the similarity to be 0.9, the principal component analysis is ensured to be effective, and errors are reduced, so that the accuracy of data in the denoised acceleration frequency domain signal matrix is ensured.
S6: and solving a decoupling fit transfer rate matrix according to the acceleration vector frequency domain signal matrix of the response points under various working conditions in the working condition transfer path model and the adjusted singular value matrix obtained in the step S5 through linear fitting. Specifically, the formula for calculating the transmissibility matrix of the decoupling fit is:
in the formula (6), the first and second groups,
expressed as a transmission matrix fitted after decoupling,
and expressing the matrix as an adjusted singular value matrix, expressing U as a left singular value matrix, expressing V as a right singular value matrix, and expressing Y as an acceleration vector frequency domain signal matrix in the working condition transmission path model.
And re-measuring a group of experimental data, constructing an input matrix by using the newly measured data, and calculating and synthesizing the acceleration signal of the response point by using the decoupling fit transmissibility matrix. Specifically, the formula for calculating the frequency domain signal matrix of the acceleration vector fitted after decoupling is as follows:
in the formula (7), the first and second groups,
expressed as the frequency domain signal matrix of the acceleration vector fitted after decoupling, and X' is expressed as the newly measured value for verifying the decoupling effectAccording to the above-mentioned technical scheme,
expressed as a transmission matrix fitted after decoupling,
expressed as the adjusted singular value matrix, U as the left singular value matrix and V as the right singular value matrix.
And carrying out similarity comparison on the synthesized response point acceleration signal and a response result obtained by actual measurement:
if the similarity between the two is lower than the preset value of the similarity, returning to S5 to continue adjusting the value of p;
and if the similarity between the two is greater than or equal to the preset similarity value, verifying the effectiveness of the singular value decomposition and the principal component analysis, and carrying out the next step. Specifically, the preset value of the similarity is 0.8, and the preset value of the similarity is set to be 0.8, so that the similarity between the acceleration vector frequency domain signal matrix in the working condition transmission path model and the acceleration vector frequency domain signal matrix fitted after decoupling exceeds 80% to meet verification, the validity of singular value decomposition and principal component analysis is verified, and the accuracy of data in the denoised acceleration frequency domain signal matrix is improved.
S7: and inputting the signal data in the acceleration frequency domain signal matrix after the denoising treatment into a cab finite element model. The transfer path contribution of the finite element model of the cab can be obtained.
According to the principle of the invention, under the condition of only establishing a cab finite element model, acceleration time domain signals of mounting points between a cab and a frame of a real vehicle under different experimental working conditions are firstly obtained, and Fourier transformation is carried out to obtain acceleration frequency domain signals of each mounting point under different experimental working conditions and acceleration vector frequency domain signals of a response point under different experimental working conditions. And then, inputting an acceleration frequency domain signal and an acceleration vector frequency domain signal to the working condition transmission path model by establishing the working condition transmission path model, calculating a transfer rate matrix of the cab of the real vehicle under test operation, and simultaneously performing singular value decomposition on the acceleration frequency domain signal matrix in the working condition transmission path model. And then, carrying out principal component analysis on the decomposed singular value data, calculating the accumulated contribution amount, retaining effective information in the singular value data, eliminating noise, obtaining an adjusted singular value matrix, and further calculating a de-noised mounting point acceleration frequency domain signal matrix. And then, solving a transfer rate matrix which is fitted after decoupling through matrix operation, constructing an input matrix by utilizing a group of new measurement data, calculating response point acceleration fitting data through the transfer rate matrix which is fitted after decoupling, comparing the response point acceleration fitting data with a response result obtained through actual measurement, and verifying the effectiveness of singular value decomposition and principal component analysis. And when the verification condition is met, inputting the signal data of the installation point acceleration frequency domain signal matrix subjected to denoising processing into a cab finite element model, and carrying out transmission path contribution simulation to realize finite element analysis on the cab and provide an idea for subsequent structure optimization.
In the embodiment provided by the invention, only under the condition of establishing the cab finite element model, the key path of vibration energy transmission can be found, the contribution of the vibration energy on each vibration transmission path can be analyzed, the high requirement of the vibration analysis on the finite element model is reduced, and the method has very important significance on the vibration control of the system.
In addition, through a singular value decomposition technology and a response fitting technology, the problem of errors caused by mutual crosstalk of signals of all mounting points is solved, the effectiveness of singular value decomposition and principal component analysis is verified, signal data of a mounting point acceleration frequency domain signal matrix under various working conditions after denoising processing meeting verification conditions are used as input data of a finite element transmission path analysis model, accurate data are provided for finite element analysis, the problem of transmission path analysis load identification is effectively solved, the finite element analysis is facilitated to obtain more accurate results, and the accuracy of calculation results is improved.
The technical principle of the present invention is described above in connection with specific embodiments. The description is made for the purpose of illustrating the principles of the invention and should not be construed in any way as limiting the scope of the invention. Based on the explanations herein, those skilled in the art will be able to conceive of other embodiments of the present invention without inventive effort, which would fall within the scope of the present invention.
Claims (10)
1. A transmission path analysis method of a multipoint mounting structure, comprising the steps of:
s1: establishing a finite element model of a cab;
s2: the method comprises the steps that a real vehicle is tested and operated under multiple preset experimental working conditions, acceleration time domain signals of mounting points between a cab and a frame body of the real vehicle under n different experimental working conditions are measured, wherein n is larger than or equal to 2, and an acceleration time domain curve matrix [ x ] of n mounting points of the cab is obtainednn]And acceleration time domain curve vector [ y ] of one response point under n different experimental working conditionsn]；
S3: for acceleration time domain curve matrix [ x ]nn]Time domain curve of each acceleration and acceleration vector [ y ] of one response point under different experimental working conditionsn]Carrying out Fourier transform to obtain acceleration frequency domain signals of each mounting point under different experimental working conditions and acceleration vector frequency domain signals of a response point under different experimental working conditions;
s4: establishing a working condition transmission path model according to the installation points and the response points under various experimental working conditions;
inputting the acceleration frequency domain signal and the acceleration vector frequency domain signal obtained in the step S3 into the working condition transmission path model, and calculating a transmission rate matrix of a cab of the real vehicle under test operation;
performing singular value decomposition on the acceleration frequency domain signal matrix in the working condition transmission path model to obtain a singular value matrix of the acceleration frequency domain signal matrix in the working condition transmission path model;
s5: performing principal component analysis on singular values in the singular value matrix obtained in the step S4, taking out the previous p singular values according to the arrangement sequence of the singular value matrix, wherein p is more than or equal to 1, and calculating the proportion of effective information in the acceleration frequency domain signal matrix of the acceleration frequency domain signal in the working condition transmission path model, corresponding to the input acceleration frequency domain signals, of the previous p singular values to obtain the accumulated contribution amount;
if the accumulated contribution amount is larger than or equal to a preset value, adjusting singular values behind the p-th singular value of the singular value matrix to be zero to obtain an adjusted singular value matrix, and calculating a de-noised acceleration frequency domain signal matrix according to the adjusted singular value matrix;
if the accumulated contribution amount is smaller than the preset value, adjusting the value of p, adding one to the value of p, and calculating the accumulated contribution amount until the accumulated contribution amount is larger than or equal to the preset value;
s6: solving a decoupling fit transfer rate matrix according to the acceleration vector frequency domain signal matrix of the response point under various working conditions in the working condition transfer path model and the adjusted singular value matrix obtained in the step S5 through linear fitting;
and then constructing an input matrix by utilizing a group of newly measured data, calculating and synthesizing a response point acceleration signal through a decoupling fit transmissibility matrix, and carrying out similarity comparison with a response result obtained by actual measurement:
if the similarity between the two is lower than the preset value of the similarity, returning to S5 to continue adjusting the value of p;
if the similarity between the two is greater than or equal to the preset similarity value, the effectiveness of singular value decomposition and principal component analysis is verified, and the next step is carried out;
s7: and inputting the signal data in the acceleration frequency domain signal matrix after the denoising treatment into a cab finite element model.
2. The transmission path analysis method of a multipoint mounting structure according to claim 1, wherein the formula of the operating condition transmission path model is:
in the formula (1), YiObtaining an acceleration vector frequency domain signal of a response point for the ith working condition test; xijFor acceleration of j mounting point obtained in i working condition testFrequency domain signal, TjIs the transmission rate from the jth mounting point to the response point, where i is 1, 2, …, n; j is 1, 2, …, n.
3. The transmission path analysis method of a multipoint mounting structure according to claim 2, wherein the process of calculating the transmittance matrix of the cab of the real vehicle under the test operation is:
firstly, writing formula (1) into a matrix form:
Y＝XT (2)
in the formula (2), Y is expressed as an acceleration vector frequency domain signal matrix in the working condition transmission path model, X is expressed as an acceleration frequency domain signal matrix in the working condition transmission path model, and T is expressed as a transfer rate matrix of a cab of a real vehicle under test operation;
and then, converting according to the formula (2), wherein the formula for obtaining the transfer rate matrix of the cab of the real vehicle under the test operation is as follows:
T＝(XTX)-1(XTY) (3)
in the formula (3), Y is expressed as an acceleration vector frequency domain signal matrix of a response point under various working conditions, X is expressed as an acceleration frequency domain signal matrix of a mounting point under various working conditions, and T is expressed as a transfer rate matrix of a cab of an actual vehicle under test operation;
and finally, calculating a transfer rate matrix of the cab of the real vehicle under the test operation according to a formula (3).
4. The transmission path analysis method of a multipoint mounting structure according to claim 3, wherein the formula of singular value decomposition is:
X＝U∑VT (4)
in formula (4), X is represented as an acceleration frequency domain signal matrix in the operating condition transmission path model, U is represented as a left singular value matrix, V is represented as a right singular value matrix, and Σ is represented as a singular value matrix of X, where the expression of Σ is:
σithe ith singularity of XThe value is obtained.
5. The transmission path analysis method of a multipoint mounting structure according to claim 4, wherein the formula for calculating the cumulative contribution amount is:
in the formula (5), g is expressed as the cumulative contribution amount,
expressed as the sum of the first p singular values,
expressed as the sum of all singular values of X.
6. The transmission path analysis method of a multipoint mounting structure according to claim 5, wherein the formula for calculating the transmission rate matrix of the decoupling fit is:
in the formula (6), the first and second groups,
expressed as a transmission matrix fitted after decoupling,
and expressing the matrix as an adjusted singular value matrix, expressing U as a left singular value matrix, expressing V as a right singular value matrix, and expressing Y as an acceleration vector frequency domain signal matrix in the working condition transmission path model.
7. The transmission path analysis method for a multipoint mounting structure according to claim 6, wherein the formula for calculating the frequency domain signal matrix of the acceleration vectors fitted after decoupling is:
in the formula (7), the first and second groups,
expressed as the fitted response point acceleration vector frequency domain signal matrix after decoupling, X' is expressed as newly measured data for verifying the decoupling effect,
expressed as a transmission matrix fitted after decoupling,
expressed as the adjusted singular value matrix, U as the left singular value matrix and V as the right singular value matrix.
8. The transmission path analysis method for a multipoint mounting structure according to claim 1, wherein in S5, the predetermined value is 0.9.
9. The transmission path analysis method of a multipoint mounting structure according to claim 1, wherein in said S6, a similarity preset value is 0.8.
10. The transmission path analysis method of a multipoint mounting structure according to claim 1, wherein in S2, acceleration sensors are used to measure acceleration time domain signals of mounting points between a cab and a frame body of the vehicle under different working conditions.
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| CN108536946A (en) * | 2018-04-02 | 2018-09-14 | 西安交通大学 | Operating condition Transfer Path Analysis Method of Automobile based on Landweber iterative methods |
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| CN108563834A (en) * | 2018-03-19 | 2018-09-21 | 上海交通大学 | Analysis method is transmitted in the vibration of automobile exhaust system multipath |
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