CN113963676A - Noise control method for passenger car - Google Patents
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- CN113963676A CN113963676A CN202111224207.3A CN202111224207A CN113963676A CN 113963676 A CN113963676 A CN 113963676A CN 202111224207 A CN202111224207 A CN 202111224207A CN 113963676 A CN113963676 A CN 113963676A
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- G10K11/00—Methods or devices for transmitting, conducting or directing sound in general; Methods or devices for protecting against, or for damping, noise or other acoustic waves in general
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Abstract
The invention provides a noise control method for a passenger vehicle, which belongs to the technical field of vibration reduction and noise reduction of the vehicle and comprises the following steps: carrying out noise background-touching test on a target vehicle type to determine the working condition that the noise exceeds the standard; determining a noise transmission path which has the largest noise contribution to each target point in the vehicle under the working condition that the noise exceeds the standard; determining a plurality of sheet metal parts with main noise contributions according to each noise contribution maximum noise transfer path; and comprehensively considering the sound fields generated by the sheet metal parts with different main noise contributions at different target points to determine the damping material arrangement scheme of the sheet metal parts with different main noise contributions. The invention solves the problem of blindness in formulating damping material arrangement schemes in the existing automobile acoustic packaging design, and provides an optimal arrangement scheme aiming at specific problem working conditions. The noise reduction device has high reliability, applicability and operability, and can effectively reduce noise in the passenger car.
Description
Technical Field
The invention belongs to the technical field of automobile vibration reduction and noise reduction, and particularly relates to a passenger car noise control method.
Background
The noise problem of the passenger car not only affects the riding comfort of the driver and passengers in the car, but also can harm physical and mental health of people, wherein the harm to human bodies is the greatest particularly with low-frequency noise. The running automobile is excited by road unevenness, engine vibration, centrifugal inertia force of each rotating part and the like, the working condition is very complicated, the main source of noise in the automobile is difficult to determine, and the noise is difficult to accurately reduce. Therefore, it is necessary to provide an effective noise reduction method which can be applied to the late stage of vehicle model development and meet the actual requirements of engineering.
The driving scene of the automobile is complex, and various dynamic excitations of a road surface, an engine and the like are transmitted to the automobile body through a plurality of structure transmission paths, so that the vibration of the automobile body sheet metal part radiates noise in the automobile.
At present, more noise is controlled in the later stage of vehicle model development by combining basic acoustic test and subjective experience judgment of developers, damping fins with the same thickness are pasted on a large area to inhibit vibration of a vehicle body sheet metal part, a main acoustic contribution sheet metal part is probably not determined in the mode, and the same damping materials are pasted on different acoustic contribution sheet metal parts to cause waste of the damping materials, so that the vehicle body is unnecessarily increased in weight.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a noise control method for a passenger car.
In order to achieve the above purpose, the invention provides the following technical scheme:
a noise control method for passenger car comprises the following steps,
under the working condition that the noise exceeds the standard noise, determining the positions and the number of noise transmission paths for each target point in the vehicle, and determining the noise transmission path with the maximum noise contribution;
according to a noise transfer path with the largest noise contribution of each target point, establishing a whole vehicle structure-acoustic coupling model, and determining a plurality of sheet metal parts with the noise contributions from large to small according to a correlation coefficient matrix method, wherein the sheet metal parts refer to vehicle body panels with the same area obtained by dividing a vehicle body;
determining respective damping material arrangement schemes of the sheet metal parts contributed by the first noise according to sound fields generated by the sheet metal parts contributed by the first noise at different target points;
and laying the passenger car according to the damping material arrangement scheme to control the noise of the passenger car.
Preferably, the first and second liquid crystal materials are,
the target point is a position point beside the ear of each seat passenger in the vehicle;
the acoustic contribution is sound pressure generated by node vibration of a structural unit on the sheet metal part to a target point in the vehicle;
the noise transmission path is a path formed by transmitting the force generated by the excitation source to a target point through the vehicle body at the position of the vehicle body connecting point.
Preferably, the method further comprises the following steps:
performing noise touch test on a target vehicle type, and determining the working condition when the noise exceeds standard noise; the method comprises the following specific steps:
objective noise test, which is to perform objective noise evaluation on each target point in the vehicle at different rotating speeds of the fixed working condition and the cruising working condition;
subjective noise evaluation, wherein experimenters at different target points in the vehicle carry out subjective noise evaluation under different working conditions;
and determining the working condition that the noise exceeds the standard by combining the objective noise test result and the subjective noise evaluation result.
Preferably, the step of determining the noise transmission path having the largest noise contribution by modeling against model data comprises,
establishing a whole vehicle transmission path analysis model, and calculating noise contribution of each transmission path to each target point;
and determining the transmission path with the largest noise contribution to each target point in the vehicle through comparison.
Preferably, the specific steps of establishing the analysis model of the transmission path of the whole vehicle comprise,
acquiring a noise transfer function of each transfer path, and solving load excitation through an inverse matrix method;
calculating the noise contribution of each transmission path to a target point in the vehicle through a formula (1),
yio(ω)＝Fi(ω)Hio(ω) (1)
yio(ω) represents the noise contribution of the ith transmission path to the target point o at frequency ω; hio(ω) represents the transfer function of the ith transfer path to the target point o; fi(ω) represents the load acting on the ith transmission path.
Preferably, the specific step of establishing the whole vehicle structure-acoustic coupling model according to the noise transmission path with the largest noise contribution of each target point comprises,
establishing a three-dimensional digital model of the whole vehicle;
establishing a finite element model of the whole vehicle structure according to the three-dimensional digital analogy of the whole vehicle;
constructing a closed shell structure which is fit with an acoustic cavity in the vehicle by repairing larger holes and gaps in a finite element model of the whole vehicle structure;
constructing an acoustic cavity finite element model in the vehicle by using a closed shell structure through an acoustic finite element unit;
and establishing a middle interface between the finished automobile structure finite element model and the acoustic cavity finite element model to obtain a finished automobile structure-acoustic coupling model.
Preferably, the specific step of determining the sheet metal parts with a plurality of main noise contributions by a correlation coefficient matrix method comprises,
acquiring a correlation coefficient matrix between noise contributions of each sheet metal part when unit simple harmonic forces of different transmission paths act;
and solving the acoustic contribution of each sheet metal part under the combined action of each transmission path through a correlation coefficient matrix, and determining the sheet metal parts with a plurality of main noise contributions through comparison.
Preferably, the specific steps of determining the damping material arrangement scheme of the sheet metal part with different main noise contributions include:
taking the thickness of the damping material of the sheet metal part contributed by each main noise as a design variable, and obtaining a plurality of groups of sample points by adopting a face-centered combination test design method;
calculating the sound pressure of a single target point by combining the whole vehicle structure-acoustic coupling model and a plurality of groups of sample points;
constructing a proxy model of the thickness and the sound pressure of the damping material by adopting a response surface method;
calculating different acoustic contributions of each transmission path to a single target point by using the proxy model, obtaining the weight of each transmission path to the total sound pressure of the single target point, and constructing a model of the damping material thickness of the sheet metal part and the sound pressure of the single target point, wherein the damping material thickness of the sheet metal part mainly contributes to noise under each transmission path;
combining the sound field sizes of a plurality of target points and the riding probability of the target points to obtain an in-vehicle comprehensive sound pressure model,
ftotal＝β1f1+β2f2+…+βnfn (2)
constructing a multi-objective optimization model by combining a damping material total mass model and an in-vehicle comprehensive sound pressure model, and determining damping material arrangement schemes of sheet metal parts with different main noise contributions;
ftotalrepresenting the integrated sound pressure inside the acoustic cavity combined by a plurality of groups of single target points and single transmission paths; beta is a1，β2，...，βnRepresenting the influence coefficients of different target points, the values of which are determined by the sound pressure of the position in the working condition that the noise exceeds the standard and the riding probability of the target points; f. of1，f2，...，fnRepresenting the sound pressure at each target point.
Preferably, the method further comprises the following steps:
and solving the multi-objective optimization model by adopting an NSGA-II genetic algorithm.
Preferably, the method further comprises the following steps:
the design variables are discrete data.
The noise control method for the passenger car has the following beneficial effects: according to the passenger vehicle noise control method based on the multi-objective optimization model, the vehicle structure-acoustic coupling nonlinear numerical calculation and the multi-objective optimization method are combined, the problem that the acoustic contribution of a vehicle body sheet metal part is difficult to evaluate under the combined action of a plurality of transmission paths and a plurality of target points is solved, the noise reduction effect and the economic index are considered, the vehicle damping material arrangement scheme is optimally designed, and the noise in the vehicle is reduced. The problem of current motorcycle type development later stage solution noise in the car outstanding is solved, higher reliability has, suitability and maneuverability.
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In order to more clearly illustrate the embodiments of the present invention and the design thereof, the drawings required for the embodiments will be briefly described below. The drawings in the following description are only some embodiments of the invention and it will be clear to a person skilled in the art that other drawings can be derived from them without inventive effort.
Fig. 1 is a schematic structural diagram of a passenger car noise control method according to embodiment 1 of the present invention.
Detailed Description
In order that those skilled in the art will better understand the technical solutions of the present invention and can practice the same, the present invention will be described in detail with reference to the accompanying drawings and specific examples. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
Example 1
The invention provides a noise control method for a passenger car, which comprises the following steps as shown in figure 1: carrying out noise background-touching test on a target vehicle type to determine the working condition that the noise exceeds the standard; under the working condition that the noise exceeds the standard noise, determining the positions and the number of noise transmission paths for each target point in the vehicle, and determining the noise transmission path with the maximum noise contribution; according to a noise transfer path with the largest noise contribution of each target point, establishing a whole vehicle structure-acoustic coupling model, and determining a plurality of sheet metal parts with the noise contributions from large to small according to a correlation coefficient matrix method, wherein the sheet metal parts refer to vehicle body panels with the same area obtained by dividing a vehicle body; determining respective damping material arrangement schemes of the sheet metal parts contributed by the first noise according to sound fields generated by the sheet metal parts contributed by the first noise at different target points; and laying the passenger car according to the damping material arrangement scheme to control the noise of the passenger car.
The target point is a position point beside the ear of each seat occupant in the vehicle; the acoustic contribution is sound pressure generated by node vibration of a structural unit on the sheet metal part to a target point in the vehicle; the structure transmission path is a path formed by transmitting the force generated by the excitation source to a target point through the vehicle body at the position of the vehicle body connecting point.
In this embodiment, a noise background test is performed on a target vehicle model, and the specific step of determining the working condition when the noise exceeds the standard noise includes: objective noise test, which is to perform objective noise evaluation on each target point in the vehicle at different rotating speeds of the fixed working condition and the cruising working condition; subjective noise evaluation, wherein experimenters at different target points in the vehicle carry out subjective noise evaluation under different working conditions; and determining the working condition that the noise exceeds the standard by combining the objective noise test result and the subjective noise evaluation result.
Further, the specific step of determining the noise transmission path with the largest noise contribution by establishing a model and comparing the model data includes: establishing a whole vehicle transmission path analysis model, and calculating noise contribution of each transmission path to each target point; and determining the transmission path with the largest noise contribution to each target point in the vehicle through comparison.
Specifically, the specific steps of establishing the analysis model of the transmission path of the whole vehicle comprise: acquiring a noise transfer function of each transfer path, and solving load excitation through an inverse matrix method; and calculating the noise contribution of each transmission path to a target point in the vehicle through the formula (1).
yio(ω)＝Fi(ω)Hio(ω) (1)
yio(ω) represents the noise contribution of the ith transmission path to the target point o at frequency ω; hio(ω) represents the transfer function of the ith transfer path to the target point o; fi(ω) represents the load acting on the ith transmission path.
Specifically, the specific step of establishing the whole vehicle structure-acoustic coupling model according to the noise transmission path with the maximum noise contribution of each target point includes: establishing a three-dimensional digital model of the whole vehicle; establishing a finite element model of the whole vehicle structure according to the three-dimensional digital analogy of the whole vehicle; constructing a closed shell structure which is fit with an acoustic cavity in the vehicle by repairing larger holes and gaps in a finite element model of the whole vehicle structure; constructing an acoustic cavity finite element model in the vehicle by using a closed shell structure through an acoustic finite element unit; and establishing a middle interface between the finished automobile structure finite element model and the acoustic cavity finite element model to obtain a finished automobile structure-acoustic coupling model.
Further, the sheet metal part with a plurality of main noise contributions is determined by a correlation coefficient matrix method, and the method specifically comprises the following steps: acquiring a correlation coefficient matrix between noise contributions of each sheet metal part when unit simple harmonic forces of different transmission paths act; and solving the acoustic contribution of each sheet metal part under the combined action of each transmission path through a correlation coefficient matrix, and determining the sheet metal parts with a plurality of main noise contributions through comparison.
Specifically, the specific steps of determining the damping material arrangement scheme of the sheet metal part with different main noise contributions include: the thickness of the damping material of the sheet metal part contributed by each main noise is taken as a design variable, the occurrence of multiple decimal places is prevented, the sticking of the actual damping material is not facilitated, and the design variable adopts discrete data. Obtaining a plurality of groups of sample points by adopting a face-centered combined test design method; calculating the sound pressure of a single target point by combining the whole vehicle structure-acoustic coupling model and a plurality of groups of sample points; constructing a proxy model of the thickness and the sound pressure of the damping material by adopting a response surface method; calculating different acoustic contributions of each transmission path to a single target point by using the proxy model, obtaining the weight of each transmission path to the total sound pressure of the single target point, and constructing a model of the damping material thickness of the sheet metal part and the sound pressure of the single target point, wherein the damping material thickness of the sheet metal part mainly contributes to noise under each transmission path
fi＝f(t1，t2，…，tn) (2)
Combining the sound field sizes of a plurality of target points and the riding probability of the target points to obtain an in-vehicle comprehensive sound pressure model,
ftotal＝β1f1+β2f2+…+βnfn (3)
considering the economic indexes of automobiles, a mathematical model of the thickness of the damping material stuck on each sheet metal part mainly contributing to acoustics and the total mass of the damping material is constructed,
M＝ρ(A1t1+A2t2+…Antn) (4)
and constructing a multi-objective optimization model by combining the damping material total mass model and the in-vehicle comprehensive sound pressure model, solving the multi-objective optimization model by adopting an NSGA-II genetic algorithm, and determining the damping material arrangement scheme of the sheet metal part with different main noise contributions.
Wherein f istotalRepresenting the integrated sound pressure inside the acoustic cavity combined by a plurality of groups of single target points and single transmission paths; beta is a1，β2，...，βnRepresenting the influence coefficients of different target points, the values of which are determined by the sound pressure of the position in the working condition that the noise exceeds the standard and the riding probability of the target points; f. of1，f2，...，fnRepresents the sound pressure at each target point as a function of the thickness of the applied damping material at each of the major noise contributing sheet metal parts. M represents the total mass of the damping material; a. the1，A2，…，AnRepresenting the area of each of the major noise contributing sheet metal parts; ρ represents the damping material density; t is t1，t2，…，tnThe thickness of the damping material applied to each of the major acoustically contributing sheet metal parts is indicated.
The above embodiments are only preferred embodiments of the present invention, and the scope of the present invention is not limited thereto, and any simple changes or equivalent substitutions of the technical solutions that can be obviously obtained by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention.
Claims (10)
1. A noise control method for a passenger car is characterized by comprising the following steps,
under the working condition that the noise exceeds the standard noise, determining the positions and the number of noise transmission paths for each target point in the vehicle, and determining the noise transmission path with the maximum noise contribution;
according to a noise transfer path with the largest noise contribution of each target point, establishing a whole vehicle structure-acoustic coupling model, and determining a plurality of sheet metal parts with the noise contributions from large to small according to a correlation coefficient matrix method, wherein the sheet metal parts refer to vehicle body panels with the same area obtained by dividing a vehicle body;
determining respective damping material arrangement schemes of the sheet metal parts contributed by the first noise according to sound fields generated by the sheet metal parts contributed by the first noise at different target points;
and laying the passenger car according to the damping material arrangement scheme to control the noise of the passenger car.
2. Passenger car noise control method according to claim 1,
the target point is a position point beside the ear of each seat passenger in the vehicle;
the acoustic contribution is sound pressure generated by node vibration of a structural unit on the sheet metal part to a target point in the vehicle;
the noise transmission path is a path formed by transmitting the force generated by the excitation source to a target point through the vehicle body at the position of the vehicle body connecting point.
3. The passenger car noise control method according to claim 1, characterized by further comprising:
performing noise touch test on a target vehicle type, and determining the working condition when the noise exceeds standard noise; the method comprises the following specific steps:
objective noise test, which is to perform objective noise evaluation on each target point in the vehicle at different rotating speeds of the fixed working condition and the cruising working condition;
subjective noise evaluation, wherein experimenters at different target points in the vehicle carry out subjective noise evaluation under different working conditions;
and determining the working condition that the noise exceeds the standard by combining the objective noise test result and the subjective noise evaluation result.
4. The passenger car noise control method according to claim 1, wherein said specific step of determining a noise transmission path having a largest noise contribution by modeling against model data includes,
establishing a whole vehicle transmission path analysis model, and calculating noise contribution of each transmission path to each target point;
and determining the transmission path with the largest noise contribution to each target point in the vehicle through comparison.
5. The passenger vehicle noise control method according to claim 5, wherein said step of establishing an analysis model of the transmission path of the entire vehicle comprises,
acquiring a noise transfer function of each transfer path, and solving load excitation through an inverse matrix method;
calculating the noise contribution of each transmission path to a target point in the vehicle through a formula (1),
yio(ω)＝Fi(ω)Hio(ω) (1)
yio(ω) represents the noise contribution of the ith transmission path to the target point o at frequency ω; hio(ω) represents the transfer function of the ith transfer path to the target point o; fi(ω) represents the load acting on the ith transmission path.
6. The passenger car noise control method according to claim 1, wherein the concrete step of establishing the whole car structure-acoustic coupling model based on the noise transmission path having the largest noise contribution at each target point comprises,
establishing a three-dimensional digital model of the whole vehicle;
establishing a finite element model of the whole vehicle structure according to the three-dimensional digital analogy of the whole vehicle;
constructing a closed shell structure which is fit with an acoustic cavity in the vehicle by repairing larger holes and gaps in a finite element model of the whole vehicle structure;
constructing an acoustic cavity finite element model in the vehicle by using a closed shell structure through an acoustic finite element unit;
and establishing a middle interface between the finished automobile structure finite element model and the acoustic cavity finite element model to obtain a finished automobile structure-acoustic coupling model.
7. Passenger car noise control method according to claim 1, characterized in that the specific step of determining the sheet metal parts of several main noise contributions by means of a correlation coefficient matrix method comprises,
acquiring a correlation coefficient matrix between noise contributions of each sheet metal part when unit simple harmonic forces of different transmission paths act;
and solving the acoustic contribution of each sheet metal part under the combined action of each transmission path through a correlation coefficient matrix, and determining the sheet metal parts with a plurality of main noise contributions through comparison.
8. The passenger car noise control method according to claim 1, wherein the specific step of determining the damping material arrangement scheme of sheet metal parts of different dominant noise contributions comprises:
taking the thickness of the damping material of the sheet metal part contributed by each main noise as a design variable, and obtaining a plurality of groups of sample points by adopting a face-centered combination test design method;
calculating the sound pressure of a single target point by combining the whole vehicle structure-acoustic coupling model and a plurality of groups of sample points;
constructing a proxy model of the thickness and the sound pressure of the damping material by adopting a response surface method;
calculating different acoustic contributions of each transmission path to a single target point by using the proxy model, obtaining the weight of each transmission path to the total sound pressure of the single target point, and constructing a model of the damping material thickness of the sheet metal part and the sound pressure of the single target point, wherein the damping material thickness of the sheet metal part mainly contributes to noise under each transmission path;
combining the sound field sizes of a plurality of target points and the riding probability of the target points to obtain an in-vehicle comprehensive sound pressure model,
ftotal＝β1f1+β2f2+…+βnfn (2)
constructing a multi-objective optimization model by combining a damping material total mass model and an in-vehicle comprehensive sound pressure model, and determining damping material arrangement schemes of sheet metal parts with different main noise contributions;
ftotalintegrated acoustic pressure inside an acoustic chamber representing a combination of multiple sets of individual target points and a single delivery path；β1,β2,…,βnRepresenting the influence coefficients of different target points, the values of which are determined by the sound pressure of the position in the working condition that the noise exceeds the standard and the riding probability of the target points; f. of1,f2,…,fnRepresenting the sound pressure at each target point.
9. The passenger car noise control method according to claim 8, further comprising:
and solving the multi-objective optimization model by adopting an NSGA-II genetic algorithm.
10. The passenger car noise control method according to claim 8, further comprising:
the design variables are discrete data.
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