某乘用车加速工况车内轰鸣声诊断分析及控制方法

该文针对某乘用车加速工况出现的轰鸣声进行诊断分析与控制。首先通过主观评价确定问题工况,通过实车测试发现2400 r/min左右车内存在明显轰鸣声。利用阶次分析、模态分析及错频验证可知,发动机激励经悬置传递副车架,引起副车架的共振,进而传递到车内引起轰鸣声。最后通过传递分析及柔性连接点导纳法,优化副车架橡胶衬套结构。结果表明,优化后在2400 r/min声压总级与2阶声压差值为7.5 dB(A);声压总级较原状态降低2 d B(A),2阶噪声降低7.8 d B(A),声压总级和2阶噪声声压差值增大,轰鸣声明显减小,主观评价可接受。     

某轻客低速轰鸣分析与改进*

某轻客车型在1100-1500rpm加速工况下存在明显车内轰鸣,严重影响乘坐舒适性。本文通过对激励源、悬挂结构传递路径和车身响应详细诊断和分析,分析主要原因为传动系扭振激励过大、激励前悬挂系统模态导致振动传递到车身零件与声腔模态耦合引起轰鸣。最终通过在前风窗下横梁和尾门增加CBS、前围板加强和前转向节增加动力吸振器解决了轰鸣问题。该优化思路为类似问题的优化控制提供重要的参考价值。     

某汽车传动系扭振测试、诊断与数据处理分析

本文针对某轻型卡车由于传动系扭振导致加速过程中驾驶室内出现异常振动与轰鸣噪声现象进行研究。首先,为弄清车内振动噪声产生机理,对整车的扭振和车内振动噪声进行了实车道路试验;其次,对整车试验异常数据进行后处理,通过低通滤波和设置电压波动缓冲区的方法对其进行去噪和再生成,消除了加速工况下转速曲线失速和异常峰值的现象;最后,通过分析转速、振动和噪声数据得出：样车加速过程中发动机2阶激励频率达到整车传动系的固有频率时,引起了传动系扭转共振,连同传动轴的不平衡转动自振,通过悬置、中间支撑和后桥板簧传入到车内,引起驾驶室异常振动和轰鸣噪声。     

混合动力车型燃油箱晃荡声的时变响度评价方法与降噪应用

随着市场对汽车舒适性要求的提高,燃油箱油液晃动噪声问题越来越受重视。尤其是对于混合动力乘用车型,由于缺少发动机怠速噪声的掩蔽效应,更容易引起市场用户对燃油箱晃荡声的抱怨。该文以某搭载皮带驱动起动发电机混合动力SUV车型的燃油箱晃荡声问题为案例,系统性地进行了整车测试分析与路径排查工作,结合非稳态的晃动等效动力学模型,阐述了油液晃动瞬时冲击现象的潜在机理,提出了油箱壁面与形貌优化改进的思路;同时,通过对比分析声压级与响度指标方法的差异,说明了采用时变响度声品质指标能够更准确地反映出车内人耳对晃荡声的主观评价感受。该文主要通过“结构声”传递路径的优化,降低了油箱晃动激励到车内的传递,显著改善了车内的油液晃荡声问题,这对提升燃油系统NVH性能集成开发的能力,有着较重要的工程参考价值。     

汽车车内噪声主动控制系统仿真

摘要：降低汽车空腔的振动,是抑制汽车车内噪声的有效途径之一。以激振器、作动器和控制器等为主要部件,搭建了简化的汽车车内噪声主动控制系统,该系统通过将汽车空腔模型简化为板件,以减弱板件振动为目标,实现了汽车车内噪声主动控制。采用简谐正弦及余弦信号作为激振器发出的激励,用于模拟板件的初始振动,控制器通过采用模糊控制算法直接控制压电陶瓷作动器的振动,压电陶瓷作动器的振动用于抑制板件的振动,完成了汽车车内噪声主动控制系统仿真。仿真结果表明,研究采用的汽车车内噪声主动控制系统,使汽车空腔振动降低23%,为解决由汽车发动机和动力总成的振动所引发的汽车车内噪声问题提供了一个有效途径。     

某商用车怠速油底壳异响问题分析研究*

针对产品开发过程中某柴油车型发动机油底壳怠速时“呜呜”异响问题,通过噪声与振动的测试及仿真分析,对油底壳异响原因进行分析。结果表明,怠速时机油泵的工作激励频率与油底壳模态频率耦合,形成“呜呜”声,并通过油底壳表面辐射出来。进一步实验研究表明,随着机油温度的升高,机油泵功率、工作激励幅值会逐步减小,异响逐步减小。同时实验研究表明,机油量对油底壳模态频率有影响,油底壳内机油加注量越多,油底壳模态频率越低,油底壳表面振动幅值及异响均逐步减小。针对该异响问题,明确该发动机机油加注上限及下限时油底壳对应频率范围后,通过优化怠速转速,提高油底壳模态频率等使机油泵激励频率与油底壳模态频率避频,解决了该异响问题。     

节气门全开工况下的车内轰鸣噪声预测*

采用内燃机多体动力学理论提取了某四缸汽油机的燃烧激励和惯性激励,将其加载到某车型的整车有限元模型上预测节气门全开工况下的车内噪声。通过仿真与实验的对比,发现仿真声压级曲线的变化趋势与实验基本一致,并且较好地捕捉到了3300～3700 r/min转速段内的轰鸣噪声,证明了仿真结果的可靠性,为整车开发阶段的节气门全开工况NVH性能预测提供技术参考。     

基础激励下分数阶线性系统的响应特性分析

本文研究了基础激励下含分数阶阻尼的线性系统的响应特性. 当基础激励为简谐激励时, 通过待定系数方法求得系统的动力传递系数; 当基础激励为非简谐周期激励时, 首先将激励展开成傅里叶级数, 然后根据线性系统的叠加原理求得激励中各阶频率成分所引起的动力传递系数, 并根据展开的傅里叶级数解决了数值运算中的不可导问题. 用数值仿真的方法对解析结果进行了验证, 两者符合良好, 证明了解析分析的正确性. 研究表明, 基础激励引起的动力传递系数依赖于分数阶阻尼阶数的值, 通过调节阻尼阶数可以控制动力传递系数的大小. 对于基础激励为非简谐的周期激励情况, 当激励频率一定时, 激励中的高阶频率成分引起的动力传递系数可能大于激励中的低阶频率成分引起的动力传递系数. 因此, 激励中的高阶频率成分所起的作用是不可忽略的.     

时域传递路径分析在路噪声品质开发中的应用

基于某SUV在30～40 Hz频段的路噪声品质问题,采用时域传递路径分析方法进行了问题的研究,并通过传递路径分析分解确定主要贡献来自于后副车架安装点的Z向。采用CAE方法完成了主路径噪声传递函数的优化,通过尾门的结构优化降低噪声传递函数,使得30～40 Hz的路噪降低了约4 dB。采用声音回放技术完成了CAE优化方案的主观评价,评价通过后再进行实车验证,提高开发效率。     

开孔对封闭空间共振特性的影响

研究了开孔对封闭空间声场的影响。通过将孔内振动空气等效为点源,用模态展开法建立了开孔封闭空间的声场模型,计算了开孔封闭空间高阶共振频率和在共振频率激励下的声压分布。结果显示:开孔等效于孔处声质量减小,一般使得开孔封闭空间的共振频率增加;但当孔位于某模态节点时,由于该阶模态与任一模态在开孔处未发生耦合,该模态共振频率不变;由于在开孔区域对应于激励频率的模态声压和其余各阶模态声压之和的相位相反,高阶共振频率激励下靠近小孔位置的声压减小。因此,开孔对封闭空间声场有影响,其影响程度与开孔位置和开孔尺寸有关。      

Prediction of noise changes due to traffic speed control

The effects of vehicle speed variation on road traffic noise are analyzed. The steady speed motion is replaced by deceleration, cruise, and acceleration. Because of a relatively loud acceleration noise, such a speed variation results not only in the noise decrease zones, but in the noise increase zones as well. The location of these zones depends slightly upon the ground covering (grass, concrete, etc.). Conversely, their boundaries change dramatically with the parameters describing noise emission during deceleration, cruise, and acceleration. For example, the Japanese and Polish models of noise emission have been applied. The critical length L(*) of the cruise segment of the road is introduced: for L>L(*) the sound energy decline (due to speed reduction) compensates the sound energy growth (due to acceleration). The results obtained could be useful for road administrators.     

Noise-induced stability of the oscillatory mode of a system of magnetic dipoles

On the basis of numerical analysis, the dynamics of the magnetic moment of a ring system of ball-shaped bodies is studied under its excitation by a harmonic magnetic field and an additional noise signal. A stochastic effect is discovered, in which the system passes, under the action of noise, to unstable (in the absence of an additional excitation) oscillatory mode of the total magnetic moment with a frequency differing from the harmonic field frequency. The possibility of controlling the noise signal intensity, which is necessary for the realization of this effect, is demonstrated.     

On the application of blind source separation for damping estimation of bridges under traffic loading

The accurate and reliable estimation of modal damping from output-only vibration measurements of structural systems is a continuing challenge in the fields of operational modal analysis (OMA) and system identification. In this paper a modified version of the blind source separation (BSS)-based Second-Order Blind Identification (SOBI) method was used to perform modal damping identification on a model bridge structure under varying loading conditions. The bridge model was created with finite elements and consisted of a series of stringer beams supported by a larger girder. The excitation was separated into two categories: ambient noise and traffic loads with noise modeled with random forcing vectors and traffic simulated with moving loads for cars and partially distributed moving masses for trains. The acceleration responses were treated as the mixed output signals for the BSS algorithm. The modified SOBI method used a windowing technique to maximize the amount of information used for blind identification from the responses. The modified SOBI method successfully found the mode shapes for both types of excitation with strong accuracy, but power spectral densities (PSDs) of the recovered modal responses showed signs of distortion for the traffic simulations. The distortion had an adverse affect on the damping ratio estimates for some of the modes but no correlation could be found between the accuracy of the damping estimates and the accuracy of the recovered mode shapes. The responses and their PSDs were compared to real-world collected data and patterns similar to distortion were observed implying that this issue likely affects real-world estimates.     

Extraordinary light transmission through a metal film perforated by a subwavelength hole array

It is shown that, depending on the incident wave frequency and the system geometry, the extraordinary transmission of light through a metal film perforated by an array of subwavelength holes can be described by one of the three mechanisms: the “transparency window” in the metal, excitation of the Fabry–Perot resonance of a collective mode produced by the hybridization of evanescence modes of the holes and surface plasmons, and excitation of a plasmon on the rear boundary of the film. The excitation of a plasmon resonance on the front boundary of the metal film does not make any substantial contribution to the transmission coefficient, although introduces a contribution to the reflection coefficient.     

CO2激光成像雷达距离分辨率测距精度的分析与实验研究

分析了脉冲外差体制CO₂激光成像雷达系统的目标距离分辨率、测距精度和误差的主要来源.对于单个光脉冲测距来讲,信噪比(SNR)起伏引起的探测误差、脉冲前沿触发等概率分布以及脉冲建立时间的随机性等是激光脉冲外差测距的主要随机误差,其它随机误差在数量级上可忽略不计.同时利用现有的CO₂激光脉冲外差探测系统,进行了远目标测距对比实验,观测到了2355 m目标脉冲回波信号,并精确测量出CO₂光脉冲飞行的往返时间,该实验数据可用做系统误差的校正和补偿.     

大型离轴三反空间相机前框架优化设计与试验

为了保证某离轴三反光学系统空间相机光机结构的高稳定性与高准确度,针对该光学系统中次镜、折叠镜组件轴向空间位置接近的特点,设计了次镜、折叠镜组件一体化的前框架结构,并提出了一种结合了自由模态与约束模态的拓扑优化方法来优化相机的前框架结构.将优化后的前框架模型带入整个相机,并对整机进行有限元分析.结果表明,光轴呈水平状态,次镜、折叠镜相对主镜的倾斜分别为9″与22.4″,次镜相对于主镜的偏心为0.021mm,均在光学系统公差要求范围内.此外,对前框架结构进行自由模态分析与试验,结果验证了优化方法的正确性.所提出的拓扑优化方法可以有效避免基于约束模态拓扑优化方法约束点之间不存在联系的缺陷,能够为高分辨、宽视场空间相机光机结构的设计提供参考.     

INVESTIGATION OF AUTOMOTIVE CREEP GROAN NOISE WITH A DISTRIBUTED-SOURCE EXCITATION TECHNIQUE

Creep groan is a high-intensity, low-frequency noise and vibration problem that affects road vehicles at very low speeds. It usually persists for short periods of time, but a “skilled” driver can deliberately make it last several seconds by tuning the force exerted on the brake pedal. The original cause is considered to be a self-induced vibration of the brake components, due to the friction material characteristics that make the system prone to a stick-slip behaviour. No clear evidence upon the creep groan and how it is perceived inside the passenger cockpit has yet been analyzed in the literature and no formal methods are yet available for its analysis. The present study focuses on the transmission of the vibration from the brake component regions to the ears of the vehicle occupants. Characterization of the calliper acceleration and noise inside the cockpit are described for a test vehicle. Distributed-source noise excitation via the standard vehicle hi-fi system is proposed as a practical but less rigorous particular application of the exact reciprocity method. Virtual groan (in which sound power is delivered by means of a loudspeaker) dismisses the airbone path and shows that the phenomenon is structure-borne. On the examined vehicle, front brakes contribute more strongly than rear. Groan frequency close to cavity acoustic resonance constitutes the worst case scenario, and has to be avoided.     

Frequency band-wise passive control of linear time invariant structural systems with H∞ optimization

A frequency band specific passive control strategy is presented based on H_∞ optimization for multi-degree of freedom (MDOF) linear time invariant (LTI) structural systems. Effective control can be achieved if passive control devices are designed by considering frequency bands of excitation. Minimization of maximum spectral norm or worst-case gain in the excitation frequency range is taken into account for the design of passive control devices for effective performance. A multi-storey shear planer frame coupled with a tuned mass damper (TMD) system as the passive control device is considered in the numerical simulation for controlling both displacement and acceleration subjected to base excitation. The band-specific H_∞ optimization problem for design of passive control devices has been transformed into GA-friendly form for the TMD system as control devices. Such a design strategy of passive control devices based on minimizing worst-case gain associated to finite frequency band is observed to provide efficient design of a TMD system with better performance than that designed based on conventional H_∞ optimization associated to entire frequency range.