某运动型多功能车车内轰鸣噪声分析与控制方法研究
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摘要
汽车车内噪声是评价汽车乘坐舒适性和产品质量的重要方面,研究车内噪声的分析和控制方法具有重要意义。本论文综述了国内外汽车公司及相关研究机构对车内噪声识别与控制技术的研究情况。阐述了车内噪声特别是轰鸣噪声的一般特性、主要来源及传递路径。详细描述了车内噪声的主客观评价参数与评价方法,介绍了目前常用的车内噪声测试分析及控制方法。结合江铃汽车某运动型多功能车的车内轰鸣噪声控制问题,详细说明了问题的来源,对轰鸣噪声的传递路径进行试验识别,确认了传动系统扭振问题及后桥模态对车内轰鸣噪声影响。通过采用可调动力吸能器(TMD)方法控制车内轰鸣噪声。试验表明TMD方案可使该车车内轰鸣噪声得到明显的改善,整车在加速及对应转速匀速行驶时噪声舒适性得到显著提升。本论文建立的噪声识别和控制方法对自主品牌新车型的开发中车内噪声控制有较好的借鉴和参考意义。
As consumer’s vehicle comfort requirements increase, the auto manufacturers are increasingly urgent to improve the NVH quality. Vehicle interior sound quality is a very important factor desided vehicle’s performance. Car passenger booming noise is universal issue at present. Vehicle boom noise has great impact on human ear comfort. This study to acceleration boom noise developed of a JMC developed SUV. The boom noise is divided into structures and airborne. This paper study the transfer path of this boom including the inherent characteristics of the main systems,identify the root cause of boom, and then take corresponding optimization methord. This paper focus a structural boom noise, The result of this paper show important engineering value for further NVH attribut development of the physical prototype vehicle and its optimization.
This paper study on Jiangling Motor SUV, Study the identification and control method for two different frequencie boom r. Through large number diagnostic tests work, expecially booming noise transfer path in-depth research. Based on theoretical deduction and experimental verification method, find thetuned mass damper and torsional damper design methods and engineering methods. The interior boom noise get greatly reduced and achieve the original set targets and also reach cunsumer acceptable level. In this paper pay attention to characteristics of the car boom noise test identification, roaring noise control methods. And also perform a more in-depth research on the understanding the relationship of powertrain, rear axle mode between boom . Provide a reference for domestic automobile manufacturers to solve similar problems . This article contend as follows:
First, the interior noise subjective and objective assessment and analysis methord. In the identification process. We organized subjective assessment driving according to Ford standard .Using LMS Test.lab data acquisition and analysis system, identify the speed up process noise is around 1450 and 1750 rpm. And apply order analysis find the 2nd order accounts for the main contribution, find the problem frequency cfrequencies are around 47Hz and 58Hz . At the same time perform roof and the rear axle vibration test and found that vibration in good agreement with boom features, then check the boom noise is structureborne. This makes it easier to find the noise sourch and transfer path.
Second, analysis the elastic element on the active side and the passive side of the vibration data in detail, by comparing the vibration amplitude and found that the passive side vibration amplification at some frequency.
Third, test the BIW modal and body cavity modal, found the cab shows modal in 46Hz composed 55.5Hz . the body has complex modal alignment and partial mode at these frequecies. And find the poor modal separation may lead to serious interior boom noise.
Fourth, expatiate the sources of engine torsional vibration, based on the torsional vibration test methods and principles, using a non-contact torsional vibration test systems, to finish torsional vibration test. The detail test location include clutch disc input and output side, shaft end (front end of rear axle). Test results show that the clutch disc and drive shaft rear end show torsional vibration peak between 1650-1850RPM, peak frequency is about 58Hz, Prove the frequecy is caused by driveline vibration, and this is useful to tell where to install the torsional damper.
Fifth, expatiate operation shape deformation (ODS) test techniques in details, and apply the LMS software to carry out bridge, body, powertrain chassis system ODS test, test results show that these tested system has clear peak vibration around 1450 rpm and 1800 rpm peak frequency match well with the boom noise frequency. Carry out ODS test just for the rear axle, we get the rear axle modal shape at 1450 and 1750. the ODS animation modes provide a basis for later tuned mass damper installed. Based on the above study, conducted on a separate rear axle modal test analysis showed that 46.1 and 56.75 Hz has the modal frequency, thus obtained the booming noies’s two possible sources and paths.
Based on the above studies, establish tuned mass damper and study its principle of mathematical model. Summarize general design steps of tuned mass damper. Detailed discuss several key impact factor of tuned mass dampers, then trial out of the two types tuned mass dampers, that is vertical tuned mass damper and torsional vibration damper (TVD) They are used to solve frequency of 47Hz and 58Hz.Through the actual test,this is successful solution of the interior noise around 1450 and 1750 rpm.and this is what the study need to get.
The previous shows that the TMD and the TVD manual parts show good performance to solve the boom noise. Study the engineering method of these two parts. The influence factor including location, rubber materials, fixed bolts and other factors.At the same time, discussof the TMD frequency control method during production, these can be used as wide range of guidance for other auto company.
As consumer’s vehicle comfort requirements increase, the auto manufacturers are increasingly urgent to improve the NVH quality. Vehicle interior sound quality is a very important factor desided vehicle’s performance. Car passenger booming noise is universal issue at present. Vehicle boom noise has great impact on human ear comfort. This study to acceleration boom noise developed of a JMC developed SUV. The boom noise is divided into structures and airborne. This paper study the transfer path of this boom including the inherent characteristics of the main systems,identify the root cause of boom, and then take corresponding optimization methord. This paper focus a structural boom noise, The result of this paper show important engineering value for further NVH attribut development of the physical prototype vehicle and its optimization.
This paper study on Jiangling Motor SUV, Study the identification and control method for two different frequencie boom r. Through large number diagnostic tests work, expecially booming noise transfer path in-depth research. Based on theoretical deduction and experimental verification method, find thetuned mass damper and torsional damper design methods and engineering methods. The interior boom noise get greatly reduced and achieve the original set targets and also reach cunsumer acceptable level. In this paper pay attention to characteristics of the car boom noise test identification, roaring noise control methods. And also perform a more in-depth research on the understanding the relationship of powertrain, rear axle mode between boom . Provide a reference for domestic automobile manufacturers to solve similar problems . This article contend as follows:
First, the interior noise subjective and objective assessment and analysis methord. In the identification process. We organized subjective assessment driving according to Ford standard .Using LMS Test.lab data acquisition and analysis system, identify the speed up process noise is around 1450 and 1750 rpm. And apply order analysis find the 2nd order accounts for the main contribution, find the problem frequency cfrequencies are around 47Hz and 58Hz . At the same time perform roof and the rear axle vibration test and found that vibration in good agreement with boom features, then check the boom noise is structureborne. This makes it easier to find the noise sourch and transfer path.
Second, analysis the elastic element on the active side and the passive side of the vibration data in detail, by comparing the vibration amplitude and found that the passive side vibration amplification at some frequency.
Third, test the BIW modal and body cavity modal, found the cab shows modal in 46Hz composed 55.5Hz . the body has complex modal alignment and partial mode at these frequecies. And find the poor modal separation may lead to serious interior boom noise.
Fourth, expatiate the sources of engine torsional vibration, based on the torsional vibration test methods and principles, using a non-contact torsional vibration test systems, to finish torsional vibration test. The detail test location include clutch disc input and output side, shaft end (front end of rear axle). Test results show that the clutch disc and drive shaft rear end show torsional vibration peak between 1650-1850RPM, peak frequency is about 58Hz, Prove the frequecy is caused by driveline vibration, and this is useful to tell where to install the torsional damper.
Fifth, expatiate operation shape deformation (ODS) test techniques in details, and apply the LMS software to carry out bridge, body, powertrain chassis system ODS test, test results show that these tested system has clear peak vibration around 1450 rpm and 1800 rpm peak frequency match well with the boom noise frequency. Carry out ODS test just for the rear axle, we get the rear axle modal shape at 1450 and 1750. the ODS animation modes provide a basis for later tuned mass damper installed. Based on the above study, conducted on a separate rear axle modal test analysis showed that 46.1 and 56.75 Hz has the modal frequency, thus obtained the booming noies’s two possible sources and paths.
Based on the above studies, establish tuned mass damper and study its principle of mathematical model. Summarize general design steps of tuned mass damper. Detailed discuss several key impact factor of tuned mass dampers, then trial out of the two types tuned mass dampers, that is vertical tuned mass damper and torsional vibration damper (TVD) They are used to solve frequency of 47Hz and 58Hz.Through the actual test,this is successful solution of the interior noise around 1450 and 1750 rpm.and this is what the study need to get.
The previous shows that the TMD and the TVD manual parts show good performance to solve the boom noise. Study the engineering method of these two parts. The influence factor including location, rubber materials, fixed bolts and other factors.At the same time, discussof the TMD frequency control method during production, these can be used as wide range of guidance for other auto company.
引文
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[3]洪宗辉,潘仲麟.环境噪声控制工程[M].北京:高等教育出版社,2002.
[4]冉振亚,田龙,倪霖,杨超,曹文明.绿色汽车的开发前景[J].重庆大学学报,2002:25(7):15-17
[5]马大猷.现代声学理论基础[M].北京:科学出版社,2004.
[6] Genuit, K. A special calibratable Artificial-Head-Measurement-System for subjective and objective classification of noise, INTER-NOISE, Cambridge, July 21-23, 1986[C].
[7]万鹏程.客车结构动态性能及客车内结构辐射声场CAE[D].合肥:合肥工业大学,2006.
[8] Chen,L.H, Schweikert,D.G. Sound radiation from an arbitrary body[J]. The Journal of the Acoustical Society of America, 1963, 35(10):1626-1632.
[9] Copley,L.G. Integral equation method for radiation from vibrating bodies[J]. The Journal of the Acoustical Society of America, 1967, 41(4A):807-816
[10] Schenck H A. Improved integral formulation for a acoustic radiation problems[J]. The Journal of the Acoustical Society of America, 1968, 44(1):41-58
[11] Burton,A.J, Miller,G.F. The application of integral equation methods to the numerical solutions of some exterior boundary value problems[J]. Proceedings of the Royal Society of London. Series A, Mathematical and Physical Sciences, 1971, 323(1553): 201-210.
[12]朱才朝,秦大同,李润方.车身结构振动与车内噪声声场耦合分析与控制[J].机械工程学报,2002,38(8):54-58
[13]张立军,靳小雄,周宏,余卓平,夏小岩.轿车车内噪声源识别的道路试验方法[J].汽车工程,2002,24(4):297-301.
[14]刘涛,顾彦.统计能量分析在汽车车内噪声分析中的应用[J].噪声与振动控制,2006,(2):67-69
[15]俞明,柳文斌.轿车车内振动噪声源的识别[J].机床与液压,2003,(5):117-120.
[16] Thomas Wellmann,Kiran Govindswamy, Eugen Braun and Klaus. Aspects of driveline integration for optimized vehicle NVH characteristics[J]. Noise and Vibration Conference and Exhibition, SAE 2007-01-2246.
[17] Nicolas Merlette,Jean-Luc Wojtowicki. FEA design of a vibration barrier to reduce structure borne noise[J]. Noise and Vibration Conference and Exhibition, SAE 2007-01-2164.
[18] Francis Poradek , Mohan D. Rao , Jongmin Kang, Beomseok Jeon, Hojun Lee. Application of signature analysis and operating deflection shapes to identify interior noise sources in an excavator[J]. Noise and Vibration Conference and Exhibition, SAE 2007-01-2427.
[19]刘东明,项党,罗清,邓金鑫.传递路径分析技术在车内噪声与振动研究与分析中的应用[J].噪声与振动控制,2007,(4):73-75.
[20]陈林彬.降低车内噪声的新技术[J].上海汽车,2006,(11):37-38.
[21]王彦平,郑慕桥,杨景义.用动力吸振器降低车辆内部的振动噪声[J].北京理工大学学报[J].1995,15(3):278-281
[22]李传兵,李克强,富丽娟.基于结构与声场耦合模态分析的车内噪声控制方法[J].中国机械工程,2002,13(10):833-834
[23]徐云峰,靳小雄.车内噪声主动控制技术的研究.噪声与振动控制[J],2002,(1):36-38.
[24]常振臣,王登峰,郑联珠,刘学广.车内噪声主动控制系统设计与试验研究[J].公路交通科技,2003,20(6):150-153.
[25]韩善林,朱灵,林忠钦.主动噪声控制技术及其在车内噪声控制中的应用[J].机械, 2004,31(6):55-58.
[26]张建南,王登峰.车内噪声主动控制的Elman神经网络方法[J].河北工业科技,2002,19(6):12-16.
[27]常振臣,王登峰,周淑辉,郭骁.车内噪声控制技术研究现状与展望[J].吉林大学学报(工学版),2002,32(4):86-90.
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