CN117456975A - 一种用于空气悬架供气单元的主动噪声控制方法 - Google Patents
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Abstract
本发明公开了一种用于空气悬架供气单元的主动噪声控制方法,包括阻尼调节器以及执行器,所述阻尼调节器根据供气单元初级噪声相关的参考信号分析出主频率后,调节阻尼大小提高供气单元的平稳性,减少噪声;执行器依据供气单元的初级噪声以及残余噪声生成次级噪声,所述次级噪声是与供气单元噪声传播方向一致、幅值相同、相位相反的声波信号;本发明的优点在于:控制方法相对简单,降噪效果好。
Description
技术领域
本发明涉及汽车零部件技术领域,具体涉及一种用于空气悬架供气单元的主动噪声控制方法。
背景技术
随着经济的快速发展,人们对生活的各个方面不再仅仅追求实用性,对舒适性有了更高的要求,尤其是日常出行的汽车,因此可以自动调节车辆车身高度,提升车辆通过性、稳定性的空气悬架成为高端车型的必备装置。空气悬架系统中通过充放气调节空气弹簧伸缩状态的供气单元引起了人们的关注,在实现功能运行的情况下产生的噪声问题同样得到了人们的注意。
目前针对供气单元的噪声问题,一种主要是通过声学包也就是减振单元将空压机安装在金属或塑料壳体内,壳体与车身再通过另一减振单元连接,减振单元主要是用来隔绝空压机工作时的振动。另外声学包内通常会粘贴隔音棉,用来隔绝、吸收空压机的工作噪声。另一种主要是通过增加消声器装置,通常包括消音器主体、外壳、消声结构,除了在结构上设计空腔减弱噪声传播外,也会在壳内填充高密度海绵,利用海绵的孔隙效应,降低高速气体的流速噪声,从而实现良好的降噪效果。
但是,这类噪声的控制主要是用过物理材料充当障碍物、在供气单元的噪声与驾驶者之间的传播路径之间阻断声波的转播或吸收声波,该方式针对中高频段噪声有较好的控制能力,对于低频噪声效果较差,再加之这些方法结构设计复杂、空间体积占比大、整体比较笨重,另外自身还会额外产生部分噪声,总的来说只能适当减弱噪声的影响,并不能很好的控制噪声。
基于上述物理降噪方法存在的诸多问题,现有技术还衍生出基于声波叠加原理进行汽车主动降噪的技术,相关的现有技术文献有:
对比文件1:公开号CN111599336A,名称一种基于超声波的降噪系统及方法;
对比文件2:公开号CN113593517A,名称汽车智能分区主动降噪控制系统及方法;
对比文件3:公开号CN107240392A,名称一种装甲车舱室内噪声主动控制方法及系统;
对比文件1至对比文件2均公开了基于声波叠加原理进行汽车主动降噪的技术,即利用车载扬声器产生一个与已存声波频率相同、幅值相同、相位相反的声波,两声波相互叠加,达到降低/消除已存噪声的目的。对比文件1至对比文件3均是针对整个车辆或底盘降噪,要收集所有噪声进行分析处理,控制方法相对复杂,另外,汽车低速行驶或者刚启动时,压缩机隔振系统容易与周边零件碰撞或划伤线束,产生噪声,汽车高速行驶过程同样可能因为隔振性能不好导致振动明显,从而产生噪声,而上述三个文献均没有考虑对这部分噪声的抑制,从而整体而言降噪效果还不够好。
发明内容
本发明所要解决的技术问题在于现有技术汽车降噪方法复杂,没有提前消除汽车行驶过程因振动产生的噪声,降噪效果不够好。
本发明通过以下技术手段解决上述技术问题的:一种用于空气悬架供气单元的主动噪声控制方法,包括阻尼调节器以及执行器,所述阻尼调节器用于根据供气单元初级噪声的参考信号分析出主频率,调节阻尼大小以减少噪声;执行器用于依据供气单元的初级噪声以及残余噪声生成次级噪声,所述次级噪声是与供气单元噪声传播方向一致、幅值相同、相位相反的声波信号。
进一步地,所述用于空气悬架供气单元的主动噪声控制方法还包括参考传感器、误差传感器及主动噪声控制器,所述参考传感器用于收集供气单元初级噪声的参考信号提供给所述主动噪声控制器,阻尼调节器根据所述参考传感器的信号分析主频率,调节阻尼大小;所述误差传感器用于实时监测供气单元残余噪声并输入所述主动噪声控制器;所述主动噪声控制器接收所述参考传感器和所述误差传感器的信号,生成驱动信号,所述执行器依据驱动信号输出次级噪声。
更进一步地,所述参考传感器还用于采集车辆不同工况和行驶条件的数据,进行频谱分析及波形分析,获取噪声的频率成分和特征。
更进一步地,所述参考传感器包括速度计、压力传感器。
更进一步地,所述阻尼调节器根据所述参考传感器的信号分析主频率的方法为,通过快速傅里叶变化算法分析得到所述主频率。
更进一步地,当主频率低于第一预设频率时,说明供气单元处于刚启动状态或低速运行状态,通过阻尼调节器将供气单元的隔振系统阻尼调大到第一预设值,保证供气单元的平稳,防止与周边零件碰撞或划伤线束;当主频率高于第二预设频率时,说明供气单元处于高速运行状态,此时通过阻尼调节器将供气单元的隔振系统阻尼调小到第二预设值,以提高供气单元隔振系统的隔振率,降低传递到车内的噪声。
更进一步地,所述主动噪声控制器内置的算法包括自适应滤波算法、反馈控制算法。
更进一步地,所述误差传感器为声压传感器。
进一步地,所述执行器输出的次级噪声与供气单元的初级噪声发生相消干涉,生成残余噪声。
进一步地,所述执行器为车内的扬声器。
本发明的优点在于:
(1)本发明在空气悬架供气单元系统运用声波相消性干涉的原理将初级噪声与次级噪声叠加相消,实现主动噪声控制,仅仅针对供电单元进行控制,而非整个车辆或底盘降噪,从而不需要收集所有噪声进行分析处理,控制方法相对简单,另外在收集噪声后加入阻尼调节,保证供气单元的稳定性提前消除汽车行驶过程中的一部分噪声,更快速、高效的实现噪声实时调节和补偿,直到噪声很小甚至为零,降噪效果好。
(2)本发明执行器发出的次级噪声经误差传感器把残余噪声输入主动噪声控制器,进入下一轮的噪声的调节,实现闭环反馈控制,从而经过不断的调节,使得噪声很小甚至为零。
(3)本发明当主频率较低时也即供气单元处于刚启动状态或低速运行状态,通过阻尼调节器将供气单元的隔振系统阻尼调大,以保证供气单元的平稳,防止与周边零件碰撞或划伤线束等;当主频率较高时也即供气单元处于高速运行状态,通过阻尼调节器将供气单元的隔振系统阻尼调小,以提高供气单元隔振系统的隔振率,从而降低传递到车内的噪声,提升整车舒适性。
附图说明
图1为本发明实施例所公开的一种用于空气悬架供气单元的主动噪声控制方法中声波相消性干涉的原理示意图;
图2为本发明实施例所公开的一种用于空气悬架供气单元的主动噪声控制方法的流程图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚,下面将结合本发明实施例,对本发明实施例中的技术方案进行清楚、完整地描述,显然,所描述的实施例是本发明一部分实施例,而不是全部的实施例。基于本发明中的实施例,本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例,都属于本发明保护的范围。
本发明提供一种用于空气悬架供气单元的主动噪声控制方法,其物理基础是依据声波相消干涉原理来实现噪声相抵的。其中的声波干涉现象是指两列的声波同时在同一媒质中传播并在某处相遇时,任意点的振动是两者引起振动的叠加。而声波相消性干涉的原理是系统跟踪被控制噪声源信号,经过自适应滤波算法,产生并发出一个与被控制噪声幅值相同、相位相反的声波信号,两者叠加相互作用减弱甚至为零。上述描述中的噪声源信号为初级噪声,发出的声波信号为次级噪声,叠加后的为残余噪声,相消性干涉的原理如附图1所示。
基于上述技术原理,本发明将其运用到空气悬架供气单元S1中,实现主动噪声控制的流程如附图2所示,整个方法过程主要涉及参考传感器S2、主动噪声控制器S3、执行器S4、阻尼调节器S5及误差传感器S6。先通过参考传感器S2收集与供气单元S1初级噪声相关的参考信号,确定噪声的主要源头,采集车辆不同工况和行驶条件的数据,对其进行分析,包括频谱分析、波形分析等,了解噪声的频率成分和特征。常用的传感器包括速度计、压力传感器等。基于上一步中采集到的数据和噪声特征,设计相应的控住算法,主要包括自适应滤波、反馈控制等,选取控制系统形成主动噪声控制器S3,生成驱动信号,驱动执行器S4工作。接着执行器S4把主动噪声控制器S3产生的驱动信号转换后输出次级噪声,与供气单元S1的初级噪声发生相消干涉,生成残余噪声。其中执行器S4优先选择车内的扬声器。
另一方面通过参考传感器S2采集到的数据经FFT(快速傅里叶变化)算法分析出主频率,当主频率较低时,说明供气单元S1处于刚启动状态或低速运行状态,此时通过阻尼调节器S5将供气单元S1的隔振系统阻尼调大,以保证供气单元S1的平稳,防止与周边零件碰撞或划伤线束等;当主频率较高时,说明供气单元S1处于高速运行状态,此时通过阻尼调节器S5将供气单元S1的隔振系统阻尼调小,以提高供气单元隔振系统的隔振率,从而降低传递到车内的噪声,提升整车舒适性。然后误差传感器S6实时监测供气单元内噪声,一般为声压传感器,接收到残余噪声经分析后输入主动噪声控制器S3,主动噪声控制器S3是在接收参考传感器S2和误差传感器S6的信号后,生成驱动信号,驱动执行器S4工作。该执行器S4依据驱动信号,转化后输出声音信号也即次级噪声,次级噪声是与供气单元噪声传播方向一致、幅值相同、相位相反的声波信号,两者叠加相互作用减弱甚至为零,从而实现主动噪声控制系统的实时调节和补偿,最终使得误差传感器S6的声压值很小甚至为零。
通过以上技术方案,本发明在空气悬架供气单元S1运用声波相消性干涉的原理实现主动噪声控制,另外在收集噪声后加入阻尼调节器S5,保证供气单元S1的稳定性,提前消除一部分噪声,结合执行器S4发出的次级噪声经误差传感器S6把残余噪声输入主动噪声控制器S3,进入下一轮的噪声的调节。本发明的主动噪声控制方法可以更快速、高效的实现噪声实时调节和补偿,直到噪声很小甚至为零。
以上实施例仅用以说明本发明的技术方案,而非对其限制;尽管参照前述实施例对本发明进行了详细的说明,本领域的普通技术人员应当理解:其依然可以对前述各实施例所记载的技术方案进行修改,或者对其中部分技术特征进行等同替换;而这些修改或者替换,并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。
Claims (10)
1.一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,包括阻尼调节器以及执行器,所述阻尼调节器用于根据供气单元初级噪声的参考信号分析出主频率,调节阻尼大小以减少噪声;执行器用于依据供气单元的初级噪声以及残余噪声生成次级噪声,所述次级噪声是与供气单元噪声传播方向一致、幅值相同、相位相反的声波信号。
2.根据权利要求1所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,还包括参考传感器、误差传感器及主动噪声控制器,所述参考传感器用于收集供气单元初级噪声的参考信号提供给所述主动噪声控制器,阻尼调节器根据所述参考传感器的信号分析主频率,调节阻尼大小;所述误差传感器用于实时监测供气单元残余噪声并输入所述主动噪声控制器;所述主动噪声控制器接收所述参考传感器和所述误差传感器的信号,生成驱动信号,所述执行器依据驱动信号输出次级噪声。
3.根据权利要求2所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,所述参考传感器还用于采集车辆不同工况和行驶条件的数据,进行频谱分析及波形分析,获取噪声的频率成分和特征。
4.根据权利要求3所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,所述参考传感器包括速度计、压力传感器。
5.根据权利要求2所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,所述阻尼调节器根据所述参考传感器的信号分析主频率的方法为,通过快速傅里叶变化算法分析得到所述主频率。
6.根据权利要求5所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,当主频率低于第一预设频率时,说明供气单元处于刚启动状态或低速运行状态,通过阻尼调节器将供气单元的隔振系统阻尼调大到第一预设值;当主频率高于第二预设频率时,说明供气单元处于高速运行状态,通过阻尼调节器将供气单元的隔振系统阻尼调小到第二预设值。
7.根据权利要求2所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,所述主动噪声控制器内置的算法包括自适应滤波算法、反馈控制算法。
8.根据权利要求2所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,所述误差传感器为声压传感器。
9.根据权利要求1所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,所述执行器输出的次级噪声与供气单元的初级噪声发生相消干涉,生成残余噪声。
10.根据权利要求1所述的一种用于空气悬架供气单元的主动噪声控制方法,其特征在于,所述执行器为车内的扬声器。
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