CN117408065A - Car body noise analysis method, computer equipment and storage medium - Google Patents

Car body noise analysis method, computer equipment and storage medium Download PDF

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Publication number
CN117408065A
CN117408065A CN202311419509.5A CN202311419509A CN117408065A CN 117408065 A CN117408065 A CN 117408065A CN 202311419509 A CN202311419509 A CN 202311419509A CN 117408065 A CN117408065 A CN 117408065A
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vehicle body
vehicle
sound
panel
attachment point
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张思文
张�杰
贾文宇
姜豪
杨健国
庞剑
杨亮
万玉平
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Chongqing Changan Automobile Co Ltd
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Chongqing Changan Automobile Co Ltd
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/10—Noise analysis or noise optimisation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation

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  • Theoretical Computer Science (AREA)
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  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)

Abstract

The invention relates to a vehicle body noise analysis method, which comprises the following steps: obtaining vibration speeds of all attachment points of a vehicle body under various preset operation conditions, radiation noise parameters of all excitation sources under various preset operation conditions, sound power attenuation of all excitation sources to the surface of an acoustic cavity in the vehicle, origin acceleration admittance of all attachment points of the vehicle body and vibration transfer functions of all attachment points of the vehicle body to the surface of a panel of the vehicle body; calculating and obtaining excitation forces input by each attachment point of the vehicle body under various preset operation conditions; calculating to obtain the vibration speed of each grid point of each panel of the vehicle body and the structural sound power of each panel of the vehicle body radiated into the vehicle; calculating to obtain the radiated sound power of each excitation source; the aerodynamic acoustic power transmitted into the vehicle through the body panels is calculated. The invention also proposes a computer device and a storage medium. The invention can more accurately separate the structural sound and the air sound, and can more accurately analyze and predict the vibration noise of the vehicle body system.

Description

Car body noise analysis method, computer equipment and storage medium
Technical Field
The present invention relates to vehicle body noise analysis, and more particularly, to a vehicle body noise analysis method, a computer device, and a storage medium.
Background
The noise in the vehicle mainly comprises engine noise, tire noise, wind noise, automobile suspension system noise, vehicle body vibration noise, air intake and exhaust noise and sound transmitted into the vehicle from the external environment. The complexity of the vehicle architecture determines the control of noise in the vehicle as a very complex technique. The control of noise in car relates to the systems of car body, chassis, power transmission, electronic and electric appliances and the like and series parts forming these systems, not only their own structure and profile are complex, but also their connection relationship is various, and the materials used in them also relate to metals (steel or alloys of aluminium and magnesium, etc.), non-metals (glass, plastics, rubber, sealant, damping rubber, foam, cotton felt, etc.), even the mixing of different phases of solid, liquid and gas, etc., and the dynamic transmission process of vibration noise in every system contains rich and profound mechanism and control technique. Dynamic design or sound quality design of a complex structure is still a worldwide problem, automobile NVH development has to rely on experience accumulation, test verification and later adjustment, and the problems of large design change amount, high development cost, long period and difficult guarantee of NVH performance exist.
Among the various systems of the automobile, the automobile body system is the biggest and most critical system, the automobile body system is the carrier of all other systems and parts, and the automobile body system not only bears vibration noise caused by complex excitation in various aspects such as an engine, a road surface, air flow and the like, but also has to provide a quiet and comfortable environment for passengers in a cabin, so that the NVH performance of the whole automobile is directly influenced by the design of the automobile body system.
The vehicle body system is a very complex system that includes a vehicle body structure, interior and exterior materials, and vehicle body accessories. The external vibration noise excitation is transmitted to the vehicle body beam system structure along the vehicle body attachment point and then transmitted to various plate members, so that the plate members vibrate to radiate noise into the vehicle, and the noise is called structural sound; on the other hand, the holes and gaps along the vehicle body system are directly transmitted into the vehicle through air or directly transmitted into the vehicle through the vehicle body sheet metal, and the air sound is called. The structural sound and the air sound are overlapped to form noise in the vehicle, wherein the structural sound is generally in a lower frequency range, the air sound is in a medium-high frequency range, and the accurate separation of the structural sound and the air sound in actual engineering is also a current technical problem. And the proportion of the propagation noise energy of the structural sound and the air sound of different noise frequency components is also different for different vehicle types. For the transmission of low-frequency structural sound, the simple rods, the beams and the plate structures are supported by mature vibration theory, and the vehicle body system has a plurality of beam systems, plate systems and attachment points, has a complex structure (ring-shaped/cantilever beams, closed/opening cross sections, single-layer/multi-layer plates, reinforcing plates, damping adhesives, variable cross sections, variable thicknesses, variable layers, reinforcing bars and other various forms), has the lap joint strength influenced by factors such as lap joint forms, welding adhesive materials and arrangement, welding spots and welding modes and the like, and the propagation mechanism of vibration in the structure cannot be described by simple theory, so that the analysis and control difficulties are large and the later treatment is mostly solved. For the transmission of medium-high frequency air sound, due to the complexity of a vehicle body system and the diversity of mounting forms of other parts on a vehicle body, sound waves are continuously reflected and transmitted through complex plates, holes, gaps and cavities and are absorbed and lost by various metal and nonmetal materials in the transmission process, and finally a complex acoustic environment is formed in the vehicle, and the control of the complex acoustic environment is also mostly solved by means of repeated trial and error at present.
Because of the complexity of the vehicle body system, the propagation paths of the air sound and the structural sound are quite complex, and the propagation rule of the vibration noise in the vehicle body system is difficult to be effectively explained by the prior theoretical technology. At present, the technical means for controlling the vibration noise of a vehicle body system in the industry are not limited to the control of vibration speed or acceleration excitation at the active side of a joint point and noise source radiation noise, but also control of vibration, sound vibration and sound transfer functions of a key path. Even if the TPA method is adopted, only the force and the surface acceleration of the sound source input to the attachment point of the vehicle body are identified, then the noise generated by each path is predicted by multiplying the transfer function, and from the energy perspective, the transmission of force and deformation from the attachment point of the vehicle body to the vehicle body system are realized, so that the TPA method cannot comprehensively represent the transmission rule of energy in the vehicle body system, and the analysis and control of the vibration noise of the vehicle body system are provided with an improved space.
Disclosure of Invention
The invention aims to provide a vehicle body noise analysis method, computer equipment and storage medium, wherein the first aspect can separate structural sound and air sound more accurately, and the second aspect can analyze and predict vehicle body system vibration noise more accurately.
The invention discloses a vehicle body noise analysis method, which comprises the following steps:
obtaining vibration speeds of all attachment points of a vehicle body under various preset operation conditions, radiation noise parameters of all excitation sources under various preset operation conditions, sound power attenuation of all excitation sources to the surface of an acoustic cavity in the vehicle, origin acceleration admittance of all attachment points of the vehicle body and vibration transfer functions of all attachment points of the vehicle body to the surface of a panel of the vehicle body;
calculating and obtaining excitation force input by each attachment point of the vehicle body under various preset operation conditions based on the vibration speeds of each attachment point of the vehicle body under various preset operation conditions and the origin acceleration admittance of each attachment point of the vehicle body;
based on excitation forces input by all attachment points of the vehicle body under various preset operation conditions and vibration transfer functions of all attachment points of the vehicle body to the surfaces of the panel members of the vehicle body, calculating to obtain vibration speeds at all grid points of all panel members of the vehicle body and structural sound power radiated into the vehicle by all panel members of the vehicle body;
calculating the radiated sound power of each excitation source based on the radiated noise parameters of each excitation source under a plurality of preset operation conditions;
and calculating the air sound power transmitted into the vehicle through each panel of the vehicle body based on the radiated sound power of each excitation source and the sound power attenuation quantity of each excitation source to the surface of the sound cavity in the vehicle.
Optionally, the structural sound contribution of each panel of the vehicle body to the interior of the vehicle is determined based on the structural sound power of each panel of the vehicle body to the interior of the vehicle.
Optionally, the aero-acoustic contribution of each panel of the vehicle body into the vehicle is determined based on the aero-acoustic power transmitted by each panel of the vehicle body into the vehicle.
Optionally, the method further comprises the following steps: and obtaining the loss factors of the acoustic cavities in the vehicle and the loss factors of the plates of the vehicle body, and calculating the sound field distribution of the acoustic cavities in the vehicle based on the structural acoustic power radiated into the vehicle by the plates of the vehicle body, the air acoustic power transmitted into the vehicle by the plates of the vehicle body, the loss factors of the acoustic cavities in the vehicle and the loss factors of the plates of the vehicle body.
Optionally, the method further comprises the following steps: and predicting the in-car ear noise based on the sound field distribution of the in-car acoustic cavity.
Optionally, the excitation force input by each attachment point of the vehicle body under a plurality of preset operation conditions is calculated by the following formula:
wherein: IPI (IPI) ij Represents the origin acceleration admittance of the j-th vehicle body attachment point corresponding to the i-th excitation source, omega is the circular frequency, F ij (ω) represents the excitation force transmitted from the ith excitation source to the jth body attachment point, V ij And (ω) represents the vibration speed of the j-th vehicle body attachment point corresponding to the i-th excitation source.
Optionally, the method further comprises the following steps:
the formula is:calculating to obtain the total sound power of the structural sound radiated into the vehicle by each plate of the vehicle body, wherein: />The surface area of the sound cavity in the vehicle; l represents the composition carThe total number of body panels of the internal acoustic cavity, S being the surface area of the first body panel, dS being the surface element on the first body panel, < ->For the incident distance of the surface element dS to the sound pressure monitoring point of the sound cavity radiation in the vehicle, +.>For a distance bin dS of +.>Sound intensity of the place, the->For the first body panel, the distance dS is +.>Vibration velocity response at ρ 0 、c 0 The density and speed of sound of air, k is wave number,on the first body panel caused by the j-th body attachment point +.>The vibration speed at this point can be expressed as:
wherein,representing the j-th body attachment point to the l-th body panel +.>Vibration transfer function at F j (ω) represents the excitation force of the j-th vehicle body attachment point.
Optionally, the calculating the sound field distribution of the acoustic cavity in the vehicle includes the following steps: the formula is given by And->Substituting energy balance equation pi 1S,in +Π 1A,in +Π 21 ＝Π 1S,out +Π 12 +Π 1,dis And pi 2A,in +Π 12 ＝Π 21 +Π 2,dis In (3) solvingAndwherein: pi (II) 1S,in Representing the total structural sound power input to the vehicle body; pi (II) 1A,in 、Π 2A,in Representing total air sound power input to the vehicle body and the sound cavity respectively; pi (II) 12 、Π 21 Respectively representing the total power transmitted between the vehicle body and the acoustic cavity; pi (II) 1S,out Representing the total sound power radiated outward by the vehicle body system; pi (II) 1,dis 、Π 2,dis Indicating the power dissipated inside the body and acoustic cavity, respectively, IPI ij Represents the origin acceleration admittance of the j-th vehicle body attachment point corresponding to the i-th excitation source, omega is the circular frequency, F ij (ω) represents the excitation force transmitted from the ith excitation source to the jth body attachment point, V ij (ω) represents the vibration velocity of the j-th vehicle body attachment point corresponding to the i-th excitation source, and>the surface area of the sound cavity in the vehicle; l represents the total number of body panels constituting the acoustic cavity in the vehicle, S represents the surface area of the first body panel, dS represents the surface element on the first body panel, (-), and>for the incident distance of the surface element dS to the sound pressure monitoring point of the sound cavity radiation in the vehicle, +.>For a distance bin dS of +.>Sound intensity of the place, the->For the first body panel, the distance dS is +.>Vibration velocity response at ρ 0 、c 0 The density and speed of sound of air, k is wave number,on the first body panel caused by the j-th body attachment point +.>The vibration speed at this point can be expressed as:
wherein,representing the j-th body attachment point to the l-th body panel +.>Vibration transfer function at F j (ω) represents the excitation force of the j-th vehicle body attachment point; m and N respectively represent the number of excitation sources and the number of vehicle body attachment points corresponding to each excitation source, and pi is the circumference ratio; s is S R Indicating distance excitation sourceI is the spherical surface area at R, I AR,i 、/>Respectively representing the sound intensity and average sound pressure at the distance R from the ith excitation source in the free field,/>Represents the power-based noise attenuation from the ith excitation source to the inside surface of bin dS, F 21,l The force acting on the first body panel for the total sound pressure in the sound cavity,total sound pressure for the sound pressure of the sound cavity acting on the surface of the body panel,/->Is the mode shape function of the plate S 、η A The loss factors in the car body and the acoustic cavity are respectively E S 、E A Total energy in the vehicle body and the acoustic cavity, ρ S,l For the surface density of the body panel at the bin dS, V denotes the volume of the acoustic cavity in the vehicle,/>Represents the average sound pressure level of the acoustic cavity in the vehicle,/->Respectively representing structural sound and air sound radiated from the ith excitation source into the vehicle through the ith panel of the vehicle body, P l All excitation sources transmit noise to the first panel of the vehicle body.
The invention also proposes a computer device comprising a processor and a memory for storing a computer program which, when executed by the processor, implements a method for analysing body noise as described in any of the preceding claims.
The present invention also proposes a storage medium storing a computer program which, when executed by a processor, implements the vehicle body noise analysis method as set forth in any one of the above.
The invention can more accurately separate the structural sound and the air sound, can more accurately analyze and predict the contribution of the structural sound and the air sound to the noise beside the vehicle inner ear, and can distinguish the contributions of different paths and different plates to the structural sound and the air sound respectively, thereby more accurately analyzing and predicting the vibration noise of the vehicle body system, being beneficial to guiding the control of the transmission characteristics of the structural sound and the air sound and being beneficial to realizing the development of the low-noise vehicle body system.
Drawings
FIG. 1 is a flow chart of a method of analyzing body noise described in some embodiments;
FIG. 2 is a model of low noise body system energy flow forward control in an embodiment;
FIG. 3 is a vehicle body system energy flow balance model as described in the detailed description;
FIG. 4 is a body panel radiation noise model as described in the embodiments;
FIG. 5 is a model of the radiation sound pressure of an excitation source on the surface of a vehicle body according to the embodiment;
fig. 6 is a schematic view of a vehicle body surface grid according to an embodiment.
Detailed Description
Further advantages and effects of the present invention will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.
It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present invention by way of illustration, and only the components related to the present invention are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.
A method for analyzing noise of a vehicle body as shown in fig. 1, comprising the steps of:
s100, acquiring vibration speeds of various attachment points of a vehicle body under various preset operation conditions, radiation noise parameters of various excitation sources under various preset operation conditions, acoustic power attenuation of the various excitation sources to the surface of an acoustic cavity in the vehicle, origin acceleration admittance of various attachment points of the vehicle body and vibration transfer functions of various attachment points of the vehicle body to the surface of a panel of the vehicle body;
s200, calculating and obtaining excitation force input by each attachment point of the vehicle body under various preset operation conditions based on the vibration speeds of each attachment point of the vehicle body under various preset operation conditions and the origin acceleration admittance of each attachment point of the vehicle body;
s300, calculating to obtain the vibration speed of each grid point of each panel of the vehicle body and the structural sound power of each panel of the vehicle body radiated into the vehicle based on the excitation force input by each attachment point of the vehicle body under various preset operation conditions and the vibration transfer function of each attachment point of the vehicle body to the surface of the panel of the vehicle body;
S400, calculating the radiated sound power of each excitation source based on the radiated noise parameters of each excitation source under a plurality of preset operation conditions;
s500, calculating to obtain the air sound power transmitted into the vehicle through each panel of the vehicle body based on the radiation sound power of each excitation source and the sound power attenuation quantity of each excitation source to the surface of the sound cavity in the vehicle.
In particular, the structural sound contribution of the vehicle body panels to the interior of the vehicle can be determined based on the structural sound power radiated into the vehicle by the vehicle body panels. The amount of airborne sound contribution from each panel of the vehicle body into the vehicle can be determined based on the airborne sound power transmitted by each panel of the vehicle body into the vehicle. In specific implementation, multiple preset operating conditions can be determined according to the whole vehicle operating conditions, multiple whole vehicle operating conditions can be selected as multiple preset operating conditions, and all whole vehicle operating conditions can be selected as multiple preset operating conditions.
By adopting the technical scheme, the air sound contribution quantity of each plate of the vehicle body transmitted into the vehicle and the structural sound contribution quantity of each plate of the vehicle body radiated into the vehicle can be analyzed, the structural sound and the air sound can be separated more accurately, the contribution of the structural sound and the air sound to the noise beside the inner ear of the vehicle can be analyzed and predicted more accurately, the control of the transmission characteristics of the structural sound and the air sound is guided, and the development of a low-noise vehicle body system is facilitated.
In some embodiments, the vehicle body noise analysis method further comprises the steps of: and obtaining the loss factors of the acoustic cavities in the vehicle and the loss factors of the plates of the vehicle body, and calculating the sound field distribution of the acoustic cavities in the vehicle based on the structural acoustic power radiated into the vehicle by the plates of the vehicle body, the air acoustic power transmitted into the vehicle by the plates of the vehicle body, the loss factors of the acoustic cavities in the vehicle and the loss factors of the plates of the vehicle body. By adopting the technical scheme, the sound field distribution of the sound cavity in the vehicle is obtained, and the noise beside the vehicle inner ear can be predicted. As a specific example, the method further includes the steps of: and predicting the in-car ear noise based on the sound field distribution of the in-car acoustic cavity.
In some embodiments, the excitation force input by each attachment point of the vehicle body under a plurality of preset operating conditions is calculated by the following formula:
wherein: IPI (IPI) ij Represents the origin acceleration admittance of the j-th vehicle body attachment point corresponding to the i-th excitation source, omega is the circular frequency, F ij (ω) represents the excitation force transmitted from the ith excitation source to the jth body attachment point, V ij And (ω) represents the vibration speed of the j-th vehicle body attachment point corresponding to the i-th excitation source. By adopting the technical scheme, the excitation force input by each attachment point of the vehicle body under various preset operation conditions can be calculated more accurately.
In some embodiments, the method further comprises the steps of:
the formula is:calculating to obtain the spoke of each plate of the car bodyTotal acoustic power of emitted structural sound, wherein: />The surface area of the sound cavity in the vehicle; l represents the total number of body panels constituting an acoustic cavity in a vehicle, S represents the surface area of the first body panel, dS represents the surface element on the first body panel,for the incident distance of the surface element dS to the sound pressure monitoring point of the sound cavity radiation in the vehicle, +.>For a distance bin dS of +.>The sound intensity at the location of the sound is high,for the first body panel, the distance dS is +.>Vibration velocity response at ρ 0 、c 0 The density and the sound velocity of air, respectively, k is the wave number, < >>On the first body panel caused by the j-th body attachment point +.>The vibration speed at this point can be expressed as:
wherein,representing the j-th body attachment point to the l-th body panel +.>Vibration transfer function at F j (ω) represents the excitation force of the j-th vehicle body attachment point. By adopting the technical scheme, the total structural sound power of the vehicle body plate radiating into the vehicle can be calculated, the radiation sound power of a certain grid point of a certain plate can be conveniently calculated through the formula, the contribution quantity of the radiation sound power is calculated, and the structural sound power and the contribution rate of the vehicle body plate radiating into the vehicle can be more accurately calculated.
In some embodiments, calculating the sound field distribution of the in-vehicle acoustic cavity comprises the steps of: the formula is given by And->Substituting energy balance equation pi 1S,in +Π 1A,in +Π 21 ＝Π 1S,out +Π 12 +Π 1,dis And pi 2A,in +Π 12 ＝Π 21 +Π 2,dis In (3) solvingAndwherein: pi (II) 1S,in Representing the total structural sound power input to the vehicle body; pi (II) 1A,in 、Π 2A,in Representing total air sound power input to the vehicle body and the sound cavity respectively; pi (II) 12 、Π 21 Respectively representing the total power transmitted between the vehicle body and the acoustic cavity; pi (II) 1S,out Representing the total sound power radiated outward by the vehicle body system; pi (II) 1,dis 、Π 2,dis Indicating the power dissipated inside the body and acoustic cavity, respectively, IPI ij Origin add representing the j-th body attachment point corresponding to the i-th excitation sourceSpeed admittance, ω is circular frequency, F ij (ω) represents the excitation force transmitted from the ith excitation source to the jth body attachment point, V ij (ω) represents the vibration velocity of the j-th vehicle body attachment point corresponding to the i-th excitation source, and>the surface area of the sound cavity in the vehicle; l represents the total number of body panels constituting the acoustic cavity in the vehicle, S represents the surface area of the first body panel, dS represents the surface element on the first body panel, (-), and>for the incident distance of the surface element dS to the sound pressure monitoring point of the sound cavity radiation in the vehicle, +.>For a distance bin dS of +.>Sound intensity of the place, the->For the first body panel, the distance dS is +.>Vibration velocity response at ρ 0 、c 0 The density and the sound velocity of air, respectively, k is the wave number, < >>On the first body panel caused by the j-th body attachment point +.>The vibration speed at this point can be expressed as:
wherein,representing the j-th body attachment point to the l-th body panel +.>Vibration transfer function at F j (ω) represents the excitation force of the j-th vehicle body attachment point; m and N respectively represent the number of excitation sources and the number of vehicle body attachment points corresponding to each excitation source, and pi is the circumference ratio; s is S R Represents the spherical surface area where the distance from the excitation source I is R, I AR,i 、/>Respectively representing the sound intensity and average sound pressure at the distance R from the ith excitation source in the free field,/>Represents the power-based noise attenuation from the ith excitation source to the inside surface of bin dS, F 21,l The force acting on the first body panel for the total sound pressure in the sound cavity,total sound pressure for the sound pressure of the sound cavity acting on the surface of the body panel,/->Is the mode shape function of the plate S 、η A The loss factors in the car body and the acoustic cavity are respectively E S 、E A Total energy in the vehicle body and the acoustic cavity, ρ S,l For the surface density of the body panel at the bin dS, V denotes the volume of the acoustic cavity in the vehicle,/>Represents the average sound pressure level of the acoustic cavity in the vehicle,/->Respectively, from the ith excitation source through the ith panel of the bodyStructural sound and air sound radiated into the vehicle, P l All excitation sources transmit noise to the first panel of the vehicle body. By adopting the technical scheme, the sound pressure level of the surface of the sound cavity can be solved, and then the sound pressure level (namely the sound field distribution) of any area inside the sound cavity can be further solved through a Kirchhoff formula. In actual engineering, in general, in-car noise is taken as a development target, the in-car noise can be predicted based on the method, and the contribution of each noise source to the structural sound and the air sound of each panel of the car body can be separated based on the analysis step. The method has better guiding significance for comprehensive development (including target setting, decomposition, achievement and the like) of noise in the vehicle. In addition, the calculation process is based on the power flow theory, and the transmission rule of energy in the vehicle body system is more comprehensively considered, so that the vibration noise of the vehicle body system is more accurately analyzed and predicted, the control of the transmission characteristics of structural sound and air sound is facilitated, and the development of a low-noise vehicle body system is facilitated.
In some embodiments, the invention also proposes a computer device comprising a processor and a memory for storing a computer program which, when executed by the processor, implements a method of body noise analysis as claimed in any one of the preceding claims.
In some embodiments, the present invention also proposes a storage medium storing a computer program which, when executed by a processor, implements a method of body noise analysis as described in any one of the above.
In the specific implementation, the vibration speed of each attachment point of the vehicle body under various preset operation conditions, the radiation noise parameters of each excitation source under various preset operation conditions, the sound power attenuation quantity from each excitation source to the surface of the sound cavity in the vehicle, the origin acceleration admittance of each attachment point of the vehicle body, the vibration transfer function from each attachment point of the vehicle body to the surface of the vehicle body plate and the like can be obtained through the following test and measurement modes:
vibration testing of each attachment point of the vehicle body under the working condition of the whole vehicle is carried out, and the purpose of the test is to test the vibration speed of each attachment point of the vehicle body under various working conditions of the whole vehicle, and the test can be selected from road or drum anechoic chamber tests, wherein the working conditions comprise idling, full throttle acceleration (WOT), half throttle acceleration (POT), constant speed cruising (50 km/h, 60km/h, … …, 100km/h, 110km/h, 120km/h to maximum speed), maximum speed to 80km/h, and deceleration sliding of 80km/h to 30 km/h. Acceleration under the various working conditions is measured by arranging a three-way acceleration sensor near each attachment point, and the vibration speed of each attachment point is obtained by integration.
The power assembly single body radiated sound power bench test aims at testing the radiated sound power of the power assembly single body under various operation conditions of the whole vehicle, and generally requires testing on an engine bench or a motor bench positioned in a anechoic chamber. The sound pressure levels under the various working conditions are measured by arranging microphones outside the distance of 1m on each surface of the power assembly, and the radiation sound power of the power assembly can be calculated by the formula (6).
The test aims to test the radiation sound power of the exhaust tail port under various operation conditions of the whole vehicle, and a drum silencing chamber can be selected for testing. And (3) arranging two microphones at the position of +/-45 degrees of the exhaust tail port and the distance of 0.5m to measure the sound pressure levels under the various working conditions, and calculating the radiation sound power of the exhaust tail port through a formula (6).
The method is characterized in that the tire radiation acoustic power drum test is carried out under the whole vehicle state, the purpose of the test is to test the radiation acoustic power of the left front, right front, left rear and right rear wheel tires under the working condition that the whole vehicle cruises at constant speed, and a drum anechoic chamber can be selected for testing. The test does not need to start the engine, and the rotary drum drives the wheels to rotate. Four microphones are arranged at the position of 0.05m of the periphery of the wheel to measure the sound pressure level under the working condition, and the radiation sound power of the tire at each position can be calculated through a formula (6).
Wind noise source wind tunnel test under the whole vehicle state, the test aims to test the radiation noise of main wind noise sources such as a left rearview mirror, a right rearview mirror, a left column A, a right column A, a windscreen wiper and the like under different vehicle speeds (80 km/h, 90km/h, … …, 120km/h to maximum speed) and different deflection angles (+ -5 degrees (+ -10 degrees (+ -15 degrees (+ -20 degrees) and generally selects an acoustic wind tunnel for test. The sound pressure level of the monitoring point under the working condition is measured by arranging a nose cone microphone at the position 0.05m away from the surface along the surface 4-6 of the measured object or directly adopting a microphone array outside 5m away from the surface of the vehicle body, and the radiation sound power of each noise source can be calculated through a formula (6).
The static noise attenuation (PBNR) of the whole vehicle is tested, and the aim of the test is to test the sound power attenuation (PBNR) of the power assembly, the exhaust tail port, the tire, the rearview mirror, the A column, the windscreen wiper and the like on the surface of the sound cavity in the vehicle, and the test is generally carried out in a semi-anechoic chamber. First, the body panel is divided into a 0.1m×0.1m mesh as shown in fig. 6; then, a volume sound source is adopted to emit white noise at the position of 0.05m on each surface of each noise source to excite the vehicle body; and recording sound pressure levels at the positions of the inner surface and the outer surface of the vehicle body wall plate, which correspond to the normal distance of 0.05m of each grid center point, respectively by using microphones. The PBNR from the noise source to the test grid central monitoring point is obtained by subtracting the average sound pressure level of the monitoring point from the volumetric sound source sound power level, which can be measured according to ISO 3744.
And (3) testing the origin acceleration admittance (IPI) and the Vibration Transfer Function (VTF) of each attachment point in the state of the interior body, and testing the origin acceleration admittance (IPI) and the Vibration Transfer Function (VTF) of each attachment point in the state of the interior body. The purpose of the test is to test the origin acceleration admittance (IPI) of all suspension attachment points, front suspension upright attachment points, auxiliary frame attachment points, rear suspension springs, rear suspension dampers, rear trailing arms, exhaust lifting lugs and other attachment points on a vehicle body, and the Vibration Transfer Function (VTF) of each attachment point to the surface of a vehicle body panel, and generally, the test is carried out in a modal anechoic chamber. In the test, each attachment point is excited by a force hammer, and three-way acceleration sensors are distributed near each attachment point and at grid points on the surface of the vehicle body as shown in fig. 6 to record received vibration acceleration signals. The acceleration monitoring point in the vicinity of the attachment point under test is required to be as close as possible to the hammer point. The ratio of the vibration acceleration of each attachment point to the force signal of the force hammer is the origin acceleration admittance (IPI) of the attachment point; the ratio of the vibration acceleration of each grid point to the force signal of the force hammer of a certain attachment point is the Vibration Transfer Function (VTF) from the attachment point to the corresponding grid point.
Acoustic cavity loss factor measurement The purpose of (2) is to test the loss factor of the acoustic cavity in the car, generally using the reverberant time method, and proceeding synchronously with the above-mentioned PBNR test. The different is that the volume sound source is arranged at the center of two rows of seats in the vehicle to generate white noise to excite the sound cavity once, and 6-10 microphones with different height intervals are adopted to record sound pressure level attenuation signals at each position of the sound cavity in the vehicle. The time required for the sound pressure level to decay by 60 dB after the steady state sound source stops, i.e. T 60 . In the actual test process, the test is generally performed according to T 20 To calculate T 60 . The loss factor may be measured or calculated by the reverberation time T 60 The calculation is as follows:
the structural loss factor is measured by using a transient attenuation method and is synchronously carried out with the VTF test. The difference is that the exciting point of the force hammer is changed into any point of the center of the surface of the plate, and the loss factor can be calculated by the acceleration response signal recorded by the sensor on the plate and the force signal of the force hammer, and can be obtained by referring to the SAE J1637 standard.
As a specific embodiment, the calculation and analysis process of the vehicle body noise analysis method is as follows:
Identifying excitation force of each attachment point of the vehicle body: according to the measured vibration speed of each attachment point of the vehicle body and the measured origin acceleration admittance (IPI) of each attachment point under the working condition of the whole vehicle, the excitation force input by each attachment point of the vehicle body under various operation working conditions can be calculated through a formula (4);
structural sound power calculation is carried out on each attachment point of the vehicle body: according to the measured vibration speed of each attachment point of the vehicle body and the measured origin acceleration admittance (IPI) of each attachment point under the working condition of the whole vehicle, the structural sound power input by each attachment point of the vehicle body under various operation working conditions can be calculated through a formula (5);
structural acoustic power and contribution amount analysis of each panel of the vehicle body radiating into the vehicle are carried out: from the product of the excitation force of each attachment point and the measured Vibration Transfer Function (VTF) of each attachment point to each panel of the vehicle body, the vibration velocity at each grid point of each panel of the vehicle body can be calculated. The structural sound power radiated into the vehicle by each plate of the vehicle body can be calculated through the formula (8), and the contribution quantity of the structural sound radiated into the vehicle by different plates can be analyzed based on the structural sound power.
Calculating the radiation acoustic power of each excitation source: and obtaining the radiated sound power according to the test of each noise source under the working condition of the whole vehicle. In-car aero-acoustic power calculation and contribution analysis: according to the sound power of each noise source and the sound power attenuation quantity from each noise source position to each grid point on the surface of the sound cavity in the vehicle, the air sound power transmitted into the vehicle through each plate of the vehicle body can be calculated through a formula (7), and the air sound contribution quantity transmitted into the vehicle through different plate of the vehicle body can be analyzed based on the air sound power;
And predicting in-car ear noise and analyzing the contribution quantity of each path of air sound and structural sound. By combining all the test results, the sound pressure levels (11), (12) and (13) of the surfaces of the sound cavities in the vehicle can be solved by substituting the formulas (5), (7), (8), (10), (14), (15) and (16) into the energy leveling Heng Fangcheng (2) and (3), and then the sound pressure level (namely the sound field distribution) of any area in the sound cavity can be further obtained through the Kirchhoff formula. In practical engineering application, in general, in-car noise is taken as a development target, the in-car noise can be predicted based on the car body noise analysis method provided by the application, and the structural sound and air sound contribution of each noise source to each plate of the car body can be separated based on the analysis steps. The method has better guiding significance for comprehensive development (including target setting, decomposition, achievement and the like) of noise in the vehicle.
The application provides a vehicle body noise analysis method based on vibration energy flow, and the basic principle of the method is shown in fig. 2 to 6. Based on the power flow theory, an energy relation model of noise in the vehicle is formed by superposing the structural sound and the air sound from each main excitation source (noise source) to a vehicle body beam system attachment point, then to each vehicle body plate, then to the passenger cabin and coupled with the sound cavity. The main noise sources of the automobile comprise power transmission system noise, air inlet and outlet system noise, road noise, wind noise and the like. On the one hand, the vibration generated by the noise source is transmitted to the corresponding attachment points of the vehicle body through the suspension, the lifting lug and the tire/suspension system, and finally the vibration of each panel of the vehicle body is caused by the beam-column structure, so that the noise is radiated to the cavity in the vehicle to form structural sound. On the other hand, the radiation noise generated by the noise source acts on the surface of the vehicle body, and passes through the holes and gaps of the vehicle body to be transmitted into the vehicle or directly passes through the metal plate to be transmitted into the vehicle, so that air noise is formed. The structural sound and the air sound are overlapped in the sound cavity in the vehicle to form noise in the vehicle, and the noise in the vehicle is acted on the vehicle body in turn.
As shown in fig. 3, the body system can be simplified from the viewpoint of energy flow to two energy systems, a body and an acoustic cavity. The vehicle energy system receives vibration energy input by each attachment point on one hand and receives excitation of radiation noise of each noise source on the other hand. According to the theory of power flow, the power input delivered by the ith excitation source to the jth body attachment point of the body can be expressed as:
wherein ω is the circular frequency, F ij (ω) represents the excitation force transmitted from the ith excitation source to the jth attachment point of the vehicle body, V ij And (ω) represents the vibration velocity of the corresponding attachment point. According to the conservation law of energy of a conservative system, the energy flowing into the system is equal to the sum of the energy flowing out of the system and the energy dissipated inside. Thus, the energy balance equations for the vehicle body and acoustic cavity, respectively, can be expressed as:
Π 1S,in +Π 1A,in +Π 21 ＝Π 1S,out +Π 12 +Π 1,dis (2)
Π 2A,in +Π 12 ＝Π 21 +Π 2,dis (3)
wherein pi (n) 1S,in Representing the total structural sound power input to the vehicle body; pi (II) 1A,in 、Π 2A,in Representing total air sound power input to the vehicle body and the sound cavity respectively; pi (II) 12 、Π 21 Representing the total power transmitted between the vehicle body and the acoustic cavity; pi (II) 1S,out Representing the total sound power radiated outwards by the vehicle body; pi (II) 1,dis 、Π 2,dis Respectively representing the power dissipated inside the vehicle body and the acoustic cavity; according to the balance equation, a relation model of the whole car body system from source to path and then to the position of the human ear can be established.
For the simplified energy flow control model as shown in fig. 2, ignoring cross-talk to response between different attachment point inputs, the excitation force at an attachment point can be expressed as:
wherein, IPI ij The origin acceleration admittance of the j-th vehicle body attachment point corresponding to the i-th excitation source is represented, and the origin acceleration admittance can be obtained by dividing the acceleration obtained through a hammer method test with unit excitation force; v (V) ij And (omega) represents the vibration speed of the corresponding attachment point under a certain working condition, and can be directly measured through a road test.
The structural acoustic power flow transmitted from the ith excitation source to the corresponding attachment point of the vehicle body can be converted into a representation of the origin acceleration admittance and vibration velocity at that attachment point. Then, the total structural sound input by the car body is as follows:
m and N respectively represent the number of excitation sources and the number of vehicle body attachment points corresponding to each excitation source.
The aeroacoustic power of the ith excitation source radiating outward in the free field can be expressed as:
wherein ρ is 0 、c 0 Respectively the density and sound velocity of air, pi being the circumference ratio; s is S R Represents the spherical surface area at R from the ith excitation source, I AR,i 、The sound intensity and the average sound pressure respectively representing the distance of the ith excitation source in the free field at the position R can be measured according to ISO 3744. The aeroacoustic power of the ith excitation source radiating outward in the free field can be expressed as:
Wherein,representing the amount of power-based noise attenuation from the ith excitation source to the inner surface of bin dS, can be measured directly by experimentation.
The energy input of the vehicle body energy to the acoustic cavity is determined by the radiated acoustic power of each panel of the vehicle body (mainly comprising five subsystems of a ceiling, a front wall panel, a floor, a side wall and a back door). As shown in fig. 4, the radiated sound power to both sides can be considered equal for a certain small bin on the vehicle body sheet metal. Thus, the radiated acoustic power flowing from the body energy system to the inside and outside of the acoustic cavity energy system can be expressed as:
wherein,the surface area of the sound cavity in the vehicle; l represents the total number of body panels constituting an acoustic cavity in a vehicle, S represents the surface area of panel L, and dS represents the surface element on panel L; />For the incident distance of the bin dS to the acoustic pressure monitoring point of the acoustic cavity radiation in the vehicle,is the distanceThe bin dS is->Sound intensity at the location; />For a distance dS on the plate l of +.>The vibration velocity response of the position can be directly measured and integrated by an acceleration sensor, and can also be calculated according to the excitation force of the attachment point and the Vibration Transfer Function (VTF); k is wave number>Wherein +_on the first panel caused by the body attachment point j>The vibration speed at this point can be expressed as:
Wherein,representing the attachment point j of the vehicle body to the first panel of the vehicle body +.>A vibration transfer function at the same.
For acoustic cavity energy systems, there is not only radiant acoustic power input from the body panel, but also energy input from air sound. The total air sound power transmitted to the sound cavity by all excitation sources, i.e. the energy input to the sound cavity, can be expressed as:
wherein,the amount of power-based noise attenuation from the excitation source i to the inner surface of bin dS is indicated and can be directly measured by experiment.
Noise transmitted to the acoustic cavity from two paths of structural sound and air sound is superimposed to form noise in the vehicle. Under a certain working condition of actual engineering development, the structural sound and air sound power of any plate or any position or area of the wall surface in the vehicle and the energy input into the sound cavity can be calculated according to the structural sound power input by each attachment point and the air sound power radiated by each noise source to the vehicle body. The structural sound and the air sound radiated from the i-th excitation source into the vehicle through the i-th panel of the vehicle body can be calculated by the following formulas, respectively:
wherein,representing the structural sound and the air sound radiated from the i-th excitation source into the vehicle through the body l-th panel, respectively, the noise transmitted from all the noise sources to the body l-th panel can be expressed as:
For an acoustic cavity energy system with a complex acoustic surface, the sound pressure level (i.e., sound field distribution) of any region inside the acoustic cavity can be further obtained according to Kirchhoff's formula.
Noise along the body panel in the interior acoustic cavity in turn acts on the body panel to transfer energy to the body. Can be obtained by the power flow formula (1)It is known that the power of the energy flowing from the acoustic cavity to the vehicle body energy is the force F exerted on the wall panel by the total sound pressure in the acoustic cavity 21,l Vibration velocity with wall plateThe following formula is determined:
wherein,the total sound pressure of the sound cavity sound pressure acting on the surface of the plate (namely the superposition of structural sound and air sound at the wall plate can be obtained according to the formula (11)) is +.>Is a plate modal shape function.
Due to the damping, there is some dissipation of energy, both in the body and in the acoustic cavity. The power dissipated by the body and acoustic cavity can be expressed as:
wherein eta S 、η A The loss factors in the car body and the acoustic cavity are respectively E S 、E A Total energy in the vehicle body and the acoustic cavity, ρ S,l For the areal density of the panel at bin dS, V represents the volume of the acoustic cavity in the vehicle,representing the average sound pressure level of the acoustic cavity within the vehicle. For a vehicle energy system, the loss factor can be measured by a transient decay method (refer to SAE J1637); For the acoustic cavity energy system, the loss factor can be calculated by a test method of the reverberation time.
The above embodiments are merely preferred embodiments for fully explaining the present invention, and the scope of the present invention is not limited thereto. Equivalent substitutions and modifications will occur to those skilled in the art based on the present invention, and are intended to be within the scope of the present invention. In the description of the present specification, a description referring to the terms "one embodiment," "some embodiments," "examples," "particular examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic is included in at least one embodiment or example of the invention in connection with the embodiment or example. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.

Claims (10)

1. A vehicle body noise analysis method, characterized by comprising the steps of:
Obtaining vibration speeds of all attachment points of a vehicle body under various preset operation conditions, radiation noise parameters of all excitation sources under various preset operation conditions, sound power attenuation of all excitation sources to the surface of an acoustic cavity in the vehicle, origin acceleration admittance of all attachment points of the vehicle body and vibration transfer functions of all attachment points of the vehicle body to the surface of a panel of the vehicle body;
calculating and obtaining excitation force input by each attachment point of the vehicle body under various preset operation conditions based on the vibration speeds of each attachment point of the vehicle body under various preset operation conditions and the origin acceleration admittance of each attachment point of the vehicle body;
based on excitation forces input by all attachment points of the vehicle body under various preset operation conditions and vibration transfer functions of all attachment points of the vehicle body to the surfaces of the panel members of the vehicle body, calculating to obtain vibration speeds at all grid points of all panel members of the vehicle body and structural sound power radiated into the vehicle by all panel members of the vehicle body;
calculating the radiated sound power of each excitation source based on the radiated noise parameters of each excitation source under a plurality of preset operation conditions;
and calculating the air sound power transmitted into the vehicle through each panel of the vehicle body based on the radiated sound power of each excitation source and the sound power attenuation quantity of each excitation source to the surface of the sound cavity in the vehicle.
2. The vehicle body noise analysis method according to claim 1, wherein the structural sound contribution amount of each panel of the vehicle body radiated into the vehicle is determined based on the structural sound power of each panel of the vehicle body radiated into the vehicle.
3. The vehicle body noise analysis method according to claim 1, wherein the air-sound contribution amount of each panel of the vehicle body into the vehicle is determined based on the air-sound power transmitted into the vehicle by each panel of the vehicle body.
4. The vehicle body noise analysis method according to claim 1, characterized by further comprising the steps of: and obtaining the loss factors of the acoustic cavities in the vehicle and the loss factors of the plates of the vehicle body, and calculating the sound field distribution of the acoustic cavities in the vehicle based on the structural acoustic power radiated into the vehicle by the plates of the vehicle body, the air acoustic power transmitted into the vehicle by the plates of the vehicle body, the loss factors of the acoustic cavities in the vehicle and the loss factors of the plates of the vehicle body.
5. The vehicle body noise analysis method according to claim 4, characterized by further comprising the steps of: and predicting the in-car ear noise based on the sound field distribution of the in-car acoustic cavity.
6. The vehicle body noise analysis method according to claim 4, wherein the excitation force input by each attachment point of the vehicle body under a plurality of preset operation conditions is calculated by the following formula:
In the middle of：IPI ij Represents the origin acceleration admittance of the j-th vehicle body attachment point corresponding to the i-th excitation source, omega is the circular frequency, F ij (ω) represents the excitation force transmitted from the ith excitation source to the jth body attachment point, V ij And (ω) represents the vibration speed of the j-th vehicle body attachment point corresponding to the i-th excitation source.
7. The vehicle body noise analysis method according to claim 6, characterized by further comprising the steps of:
the formula is:calculating to obtain the total sound power of the structural sound radiated into the vehicle by each plate of the vehicle body, wherein: />The surface area of the sound cavity in the vehicle; l represents the total number of body panels constituting the acoustic cavity in the vehicle, S represents the surface area of the first body panel, dS represents the surface element on the first body panel, (-), and>for the incident distance of the surface element dS to the sound pressure monitoring point of the sound cavity radiation in the vehicle, +.>For a distance bin dS of +.>Sound intensity of the place, the->For the first body panel, the distance dS is +.>Vibration velocity response at ρ 0 、c 0 The density and speed of sound of air, k is wave number,on the first body panel caused by the j-th body attachment point +.>The vibration speed at this point can be expressed as:
wherein,representing the j-th body attachment point to the l-th body panel +.>Vibration transfer function at F j (ω) represents the excitation force of the j-th vehicle body attachment point.
8. The vehicle body noise analysis method according to claim 7, wherein calculating the sound field distribution of the in-vehicle acoustic cavity includes the steps of: the formula is given by 、/>、、And->Substituting energy balance equation pi 1S,in +Π 1A,in +Π 21 ＝Π 1S,out +Π 12 +Π 1,dis And pi 2A,in +Π 12 ＝Π 21 +Π 2,dis In (3) solvingAnd->Wherein: pi (II) 1S,in Representing the total structural sound power input to the vehicle body; pi (II) 1A,in 、Π 2A,in Representing total air sound power input to the vehicle body and the sound cavity respectively; pi (II) 12 、Π 21 Respectively representing the total power transmitted between the vehicle body and the acoustic cavity; pi (II) 1S,out Representing the total sound power radiated outward by the vehicle body system; pi (II) 1,dis 、Π 2,dis Indicating the power dissipated inside the body and acoustic cavity, respectively, IPI ij Represents the origin acceleration admittance of the j-th vehicle body attachment point corresponding to the i-th excitation source, omega is the circular frequency, F ij (ω) represents the excitation force transmitted from the ith excitation source to the jth body attachment point, V ij (ω) represents the vibration velocity of the j-th vehicle body attachment point corresponding to the i-th excitation source, and>the surface area of the sound cavity in the vehicle; l represents the total number of body panels constituting the acoustic cavity in the vehicle, S represents the surface area of the first body panel, dS represents the surface element on the first body panel, (-), and>for the incident distance of the surface element dS to the sound pressure monitoring point of the sound cavity radiation in the vehicle, +. >For a distance bin dS of +.>Sound intensity of the place, the->For the first body panel, the distance dS is +.>Vibration velocity response at ρ 0 、c 0 The density and the sound velocity of air, respectively, k is the wave number, < >>On the first body panel caused by the j-th body attachment point +.>The vibration speed at this point can be expressed as:
wherein,representing the j-th body attachment point to the l-th body panel +.>Vibration transfer function at F j (ω) represents the excitation force of the j-th vehicle body attachment point; m and N respectively represent the number of excitation sources and the number of vehicle body attachment points corresponding to each excitation source, and pi is the circumference ratio; s is S R Represents the spherical surface area where the distance from the excitation source I is R, I AR,i 、/>Respectively representing the sound intensity and average sound pressure at the distance R from the ith excitation source in the free field,/>Represents the power-based noise attenuation from the ith excitation source to the inside surface of bin dS, F 21,l Force acting on the first body panel for the total sound pressure in the sound cavity, +.>Total sound pressure for the sound pressure of the sound cavity acting on the surface of the body panel,/->Is the mode shape function of the plate S 、η A The loss factors in the car body and the acoustic cavity are respectively E S 、E A Total energy in the vehicle body and the acoustic cavity, ρ S,l For the surface density of the body panel at the bin dS, V denotes the volume of the acoustic cavity in the vehicle,/ >Represents the average sound pressure level of the acoustic cavity in the vehicle,/->Respectively representing structural sound and air sound radiated from the ith excitation source into the vehicle through the ith panel of the vehicle body, P l All excitation sources transmit noise to the first panel of the vehicle body.
9. A computer device comprising a processor and a memory for storing a computer program which when executed by the processor implements the vehicle body noise analysis method of any one of claims 1 to 8.
10. A storage medium storing a computer program which, when executed by a processor, implements the vehicle body noise analysis method according to any one of claims 1 to 8.
CN202311419509.5A 2023-10-30 2023-10-30 Car body noise analysis method, computer equipment and storage medium Pending CN117408065A (en)

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