導語(yu)：純(chun)電車型(xing)車內空(kong)調轟鳴聲探討一(yi)文來源于(yu)網友上(shang)傳(chuan)，不代表本站(zhan)觀(guan)點，若(ruo)需要(yao)原創文章可(ke)咨詢(xun)客服(fu)老師，歡迎參考(kao)。

摘要：針對某小型純電汽車怠速開空調時存在轟鳴聲問(wen)題，運用頻(pin)譜(pu)相關性分(fen)析(xi)、振(zhen)動噪聲源傳(chuan)(chuan)遞路徑分(fen)析(xi)、CAE仿真分(fen)析(xi)等手(shou)段，找到了車(che)(che)內產生轟鳴聲的原因，是由于開空調后(hou)壓(ya)縮機在3800rpm，頻(pin)率在63Hz附近振(zhen)動較大，通(tong)過電驅動力(li)總成后(hou)懸置Z向傳(chuan)(chuan)遞至(zhi)車(che)(che)身(shen)與車(che)(che)內聲腔(qiang)模(mo)態耦(ou)合(he)，產生轟鳴聲；最(zui)(zui)后(hou)犧牲空調系(xi)統制冷性能，通(tong)過降低壓(ya)縮機最(zui)(zui)高轉速至(zhi)3400rpm，使壓(ya)縮機激勵轉速與整車(che)(che)聲腔(qiang)模(mo)態解(jie)耦(ou)，最(zui)(zui)終(zhong)解(jie)決該問(wen)題。

關鍵詞：頻譜相關性分(fen)析;轟鳴聲(sheng);聲(sheng)腔模(mo)態

1引言

隨(sui)著國家對新(xin)(xin)能(neng)(neng)(neng)(neng)源(yuan)(yuan)汽車(che)(che)(che)(che)的(de)重(zhong)視，新(xin)(xin)能(neng)(neng)(neng)(neng)源(yuan)(yuan)汽車(che)(che)(che)(che)在(zai)國內(nei)(nei)得(de)到(dao)了蓬(peng)勃(bo)發(fa)(fa)展(zhan)；由(you)于能(neng)(neng)(neng)(neng)源(yuan)(yuan)的(de)使用方式(shi)不同(tong)，新(xin)(xin)能(neng)(neng)(neng)(neng)源(yuan)(yuan)汽車(che)(che)(che)(che)與傳(chuan)統(tong)(tong)(tong)汽車(che)(che)(che)(che)相比(bi)，動(dong)(dong)(dong)力(li)系(xi)統(tong)(tong)(tong)、空調(diao)系(xi)統(tong)(tong)(tong)上存在(zai)較大差異，車(che)(che)(che)(che)輛(liang)怠速(su)(su)時(shi)少了發(fa)(fa)動(dong)(dong)(dong)機(ji)噪(zao)聲(sheng)；開啟空調(diao)系(xi)統(tong)(tong)(tong)時(shi)，傳(chuan)統(tong)(tong)(tong)燃(ran)油(you)(you)車(che)(che)(che)(che)，通過發(fa)(fa)動(dong)(dong)(dong)機(ji)皮帶帶動(dong)(dong)(dong)壓縮機(ji)轉動(dong)(dong)(dong)，實現(xian)制冷(leng)；而新(xin)(xin)能(neng)(neng)(neng)(neng)源(yuan)(yuan)汽車(che)(che)(che)(che)則由(you)動(dong)(dong)(dong)力(li)電池組提(ti)供電能(neng)(neng)(neng)(neng)，通過電動(dong)(dong)(dong)壓縮機(ji)工作，實現(xian)制冷(leng)。與傳(chuan)統(tong)(tong)(tong)燃(ran)油(you)(you)車(che)(che)(che)(che)相比(bi)，新(xin)(xin)能(neng)(neng)(neng)(neng)源(yuan)(yuan)汽車(che)(che)(che)(che)電動(dong)(dong)(dong)壓縮機(ji)存在(zai)較多(duo)優勢，它不受汽車(che)(che)(che)(che)車(che)(che)(che)(che)速(su)(su)的(de)影響，可(ke)以(yi)根據車(che)(che)(che)(che)內(nei)(nei)實際溫(wen)度(du)調(diao)節(jie)精準控制壓縮機(ji)轉速(su)(su)，從(cong)(cong)而達(da)到(dao)快速(su)(su)降(jiang)低車(che)(che)(che)(che)內(nei)(nei)溫(wen)度(du)的(de)效(xiao)果(guo)；低速(su)(su)或者怠速(su)(su)時(shi)，新(xin)(xin)能(neng)(neng)(neng)(neng)源(yuan)(yuan)汽車(che)(che)(che)(che)少了發(fa)(fa)動(dong)(dong)(dong)機(ji)噪(zao)聲(sheng)的(de)掩蓋(gai)，空調(diao)系(xi)統(tong)(tong)(tong)作為一個獨(du)立(li)的(de)振(zhen)動(dong)(dong)(dong)、噪(zao)聲(sheng)源(yuan)(yuan)，相比(bi)傳(chuan)統(tong)(tong)(tong)燃(ran)油(you)(you)車(che)(che)(che)(che)空調(diao)系(xi)統(tong)(tong)(tong)振(zhen)動(dong)(dong)(dong)噪(zao)聲(sheng)會(hui)更突出。本(ben)文針對某后驅小型電動(dong)(dong)(dong)車(che)(che)(che)(che)開空調(diao)后車(che)(che)(che)(che)內(nei)(nei)存在(zai)轟鳴聲(sheng)的(de)問(wen)題，通過NVH測試分析，找出車(che)(che)(che)(che)輛(liang)怠速(su)(su)開空調(diao)時(shi)車(che)(che)(che)(che)內(nei)(nei)后排存在(zai)低頻轟鳴的(de)原因，并通過壓縮機(ji)轉速(su)(su)策略(lve)，降(jiang)低壓縮機(ji)轉速(su)(su)的(de)方法(fa)達(da)到(dao)優化車(che)(che)(che)(che)內(nei)(nei)轟鳴聲(sheng)的(de)效(xiao)果(guo)，從(cong)(cong)而解決(jue)該問(wen)題。

2汽車轟鳴聲產生機理

2.1什么是(shi)轟鳴聲轟鳴詞義為連續(xu)混雜的(de)呼嘯聲。在(zai)(zai)(zai)汽車NVH分析中指(zhi)在(zai)(zai)(zai)某一特定(ding)工況下，乘客在(zai)(zai)(zai)車內感受(shou)到的(de)壓耳(er)膜的(de)聲音。持續(xu)的(de)轟鳴聲會容易引起人(ren)耳(er)感覺不(bu)適，嚴重的(de)甚至會出現頭暈、惡(e)心等癥(zheng)狀。

2.2車(che)(che)內(nei)轟鳴(ming)產生(sheng)(sheng)原理(li)汽車(che)(che)車(che)(che)內(nei)是(shi)一(yi)(yi)個(ge)密閉(bi)的(de)(de)空(kong)間(jian)，里面(mian)充滿空(kong)氣(qi)(qi)(qi)。密閉(bi)狀態下的(de)(de)車(che)(che)內(nei)空(kong)氣(qi)(qi)(qi)存(cun)在(zai)許多聲(sheng)腔模(mo)態。較(jiao)薄結構(gou)板通過沖(chong)壓(ya)成(cheng)型(xing)再焊接成(cheng)一(yi)(yi)個(ge)車(che)(che)身，在(zai)受到來自動(dong)力系統(tong)的(de)(de)振(zhen)動(dong)、路面(mian)不平衡導致(zhi)的(de)(de)振(zhen)動(dong)、壓(ya)縮機（獨立安(an)裝）等振(zhen)動(dong)的(de)(de)激(ji)勵下通過車(che)(che)身傳遞，導致(zhi)車(che)(che)身某些鈑金受迫振(zhen)動(dong)，振(zhen)動(dong)頻(pin)率與(yu)車(che)(che)內(nei)密閉(bi)空(kong)氣(qi)(qi)(qi)的(de)(de)聲(sheng)腔模(mo)態頻(pin)率達(da)到一(yi)(yi)致(zhi)，將會(hui)產生(sheng)(sheng)耦(ou)合作(zuo)用，車(che)(che)內(nei)的(de)(de)空(kong)氣(qi)(qi)(qi)壓(ya)力就會(hui)發(fa)生(sheng)(sheng)變化，在(zai)車(che)(che)內(nei)造成(cheng)較(jiao)強的(de)(de)壓(ya)力脈動(dong)，從而產生(sheng)(sheng)讓(rang)人難以接受的(de)(de)轟鳴(ming)聲(sheng)[1]。

3問題描述

某小型電動(dong)汽車(che)(che)在(zai)(zai)中期改款(kuan)時，將車(che)(che)身加長(chang)、電動(dong)空(kong)調壓(ya)縮(suo)機安裝位置從車(che)(che)輛前副車(che)(che)架更改安裝到(dao)動(dong)力(li)總(zong)成(cheng)上，前圍鈑金結構也(ye)做了更改，動(dong)力(li)總(zong)成(cheng)由前驅改為后(hou)(hou)驅之后(hou)(hou)，激勵源位置發生改變。車(che)(che)輛怠(dai)速開空(kong)調時，隨著壓(ya)縮(suo)機轉速不斷升(sheng)高在(zai)(zai)到(dao)達某特定轉速后(hou)(hou)，車(che)(che)內后(hou)(hou)排存在(zai)(zai)低頻(pin)壓(ya)耳感(gan)，主觀(guan)上聲(sheng)品質(zhi)較差，不可接受。

4問題診斷分析

4.1NVH數(shu)據(ju)采(cai)集本(ben)次NVH數(shu)據(ju)采(cai)集使用西(xi)門子LMSSCADASMOBILE40通道數(shu)據(ju)采(cai)集前端(duan)，采(cai)用PCB1/2自(zi)由場傳聲(sheng)器(qi)，靈(ling)敏度(du)(du)為50mv/pa量(liang)(liang)程3Hz~20kHz，測(ce)點根(gen)據(ju)企業內部標準，試(shi)(shi)驗地點為整(zheng)車半消聲(sheng)試(shi)(shi)驗室，布置在駕駛(shi)員座椅內耳，后排(pai)座椅中間位置，測(ce)試(shi)(shi)工(gong)況1：車輛怠速開(kai)空調(diao)工(gong)況，鼓風(feng)(feng)(feng)(feng)機1檔(dang)風(feng)(feng)(feng)(feng)量(liang)(liang)，制(zhi)冷(leng)溫(wen)度(du)(du)調(diao)到最冷(leng)，迎(ying)面風(feng)(feng)(feng)(feng)模(mo)式；測(ce)試(shi)(shi)工(gong)況2：鼓風(feng)(feng)(feng)(feng)機1檔(dang)風(feng)(feng)(feng)(feng)量(liang)(liang)，制(zhi)冷(leng)溫(wen)度(du)(du)調(diao)到最冷(leng)，迎(ying)面風(feng)(feng)(feng)(feng)模(mo)式壓縮機1000~6000rpm掃(sao)略(lve)工(gong)況。

4.2原狀(zhuang)(zhuang)態測(ce)試數(shu)(shu)據(ju)(ju)分析從數(shu)(shu)據(ju)(ju)頻(pin)(pin)譜上(shang)看，車內(nei)(nei)前排(pai)、后(hou)(hou)排(pai)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)數(shu)(shu)據(ju)(ju)在63Hz附(fu)近(jin)均存(cun)在較(jiao)(jiao)(jiao)突出(chu)峰(feng)值，其中(zhong)前排(pai)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)為(wei)56.1dB（A），后(hou)(hou)排(pai)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)為(wei)67.6dB（A），前后(hou)(hou)排(pai)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)相(xiang)差10dB（A），與(yu)主觀感受一(yi)(yi)致(zhi)，后(hou)(hou)排(pai)轟(hong)鳴聲(sheng)(sheng)(sheng)較(jiao)(jiao)(jiao)前排(pai)明(ming)顯(xian)(xian)（如(ru)下圖1）；打開(kai)尾門，車內(nei)(nei)后(hou)(hou)排(pai)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)63Hz單頻(pin)(pin)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)降(jiang)低5.3dB（A）、總聲(sheng)(sheng)(sheng)壓(ya)級噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)降(jiang)低4.9dB（A），降(jiang)低較(jiao)(jiao)(jiao)明(ming)顯(xian)(xian)，主觀上(shang)與(yu)客觀數(shu)(shu)據(ju)(ju)一(yi)(yi)致(zhi)，噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)降(jiang)低明(ming)顯(xian)(xian)，基(ji)本屬于可接受狀(zhuang)(zhuang)態。說明(ming)車內(nei)(nei)轟(hong)鳴聲(sheng)(sheng)(sheng)跟車內(nei)(nei)聲(sheng)(sheng)(sheng)腔(qiang)模(mo)態相(xiang)關(guan)(guan)性(xing)較(jiao)(jiao)(jiao)大（如(ru)下圖2）。從掃略工(gong)況上(shang)看壓(ya)縮(suo)機(ji)低轉(zhuan)速1000～3000rpm車內(nei)(nei)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)無(wu)較(jiao)(jiao)(jiao)明(ming)顯(xian)(xian)突出(chu)峰(feng)值，3000rpm開(kai)始隨(sui)著(zhu)壓(ya)縮(suo)機(ji)轉(zhuan)速不斷(duan)升(sheng)高，車內(nei)(nei)后(hou)(hou)排(pai)總聲(sheng)(sheng)(sheng)壓(ya)級噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)曲(qu)線也隨(sui)著(zhu)升(sheng)高，直至壓(ya)縮(suo)機(ji)到(dao)4500rpm后(hou)(hou)，車內(nei)(nei)后(hou)(hou)排(pai)總聲(sheng)(sheng)(sheng)壓(ya)級噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)曲(qu)線回落到(dao)最(zui)低點，數(shu)(shu)據(ju)(ju)中(zhong)可看出(chu)壓(ya)縮(suo)機(ji)在3800rpm附(fu)近(jin)車內(nei)(nei)后(hou)(hou)排(pai)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)峰(feng)值達到(dao)最(zui)高值（如(ru)下圖3），根據(ju)(ju)轉(zhuan)速階次關(guan)(guan)系進(jin)行壓(ya)縮(suo)機(ji)1階激勵對(dui)車內(nei)(nei)噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)的貢獻頻(pin)(pin)率(lv)計(ji)算(suan)，車內(nei)(nei)后(hou)(hou)排(pai)中(zhong)間轟(hong)鳴聲(sheng)(sheng)(sheng)頻(pin)(pin)率(lv)為(wei)63.3Hz左右與(yu)怠速開(kai)空調(diao)測(ce)試頻(pin)(pin)譜噪(zao)(zao)(zao)(zao)聲(sheng)(sheng)(sheng)峰(feng)值一(yi)(yi)致(zhi)。

4.3振(zhen)動(dong)(dong)(dong)(dong)(dong)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)傳遞(di)(di)分(fen)(fen)(fen)析(xi)(xi)(xi)根(gen)據(ju)源——傳遞(di)(di)路(lu)(lu)徑(jing)(jing)——響應點(dian)(dian)分(fen)(fen)(fen)析(xi)(xi)(xi)，對(dui)(dui)(dui)車(che)(che)輛怠速(su)(su)開(kai)空(kong)(kong)(kong)調車(che)(che)內(nei)(nei)后(hou)排存(cun)在(zai)(zai)轟(hong)(hong)(hong)鳴聲(sheng)(sheng)(sheng)(sheng)進(jin)行(xing)分(fen)(fen)(fen)析(xi)(xi)(xi)。壓(ya)縮(suo)機振(zhen)動(dong)(dong)(dong)(dong)(dong)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)傳播(bo)主要有(you)兩種路(lu)(lu)徑(jing)(jing)，第一為(wei)(wei)(wei)結(jie)構(gou)路(lu)(lu)徑(jing)(jing)傳遞(di)(di)，第二為(wei)(wei)(wei)空(kong)(kong)(kong)氣(qi)(qi)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)傳遞(di)(di)[2]。該車(che)(che)輛壓(ya)縮(suo)機是(shi)布置在(zai)(zai)電(dian)驅(qu)動(dong)(dong)(dong)(dong)(dong)動(dong)(dong)(dong)(dong)(dong)力總(zong)成上面(mian)，動(dong)(dong)(dong)(dong)(dong)力總(zong)成驅(qu)動(dong)(dong)(dong)(dong)(dong)形式為(wei)(wei)(wei)后(hou)驅(qu)，壓(ya)縮(suo)機振(zhen)動(dong)(dong)(dong)(dong)(dong)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)傳遞(di)(di)路(lu)(lu)徑(jing)(jing)分(fen)(fen)(fen)析(xi)(xi)(xi)如下（如下圖4）：（1）結(jie)構(gou)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)路(lu)(lu)徑(jing)(jing)為(wei)(wei)(wei)：壓(ya)縮(suo)振(zhen)動(dong)(dong)(dong)(dong)(dong)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)通(tong)過(guo)電(dian)驅(qu)動(dong)(dong)(dong)(dong)(dong)總(zong)成懸置、空(kong)(kong)(kong)調管(guan)路(lu)(lu)、膨脹(zhang)閥，通(tong)過(guo)車(che)(che)身(shen)、前(qian)圍防(fang)火墻傳遞(di)(di)車(che)(che)內(nei)(nei)；（2）空(kong)(kong)(kong)氣(qi)(qi)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)路(lu)(lu)徑(jing)(jing)為(wei)(wei)(wei)：壓(ya)縮(suo)機本體噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)輻射通(tong)過(guo)空(kong)(kong)(kong)氣(qi)(qi)從后(hou)車(che)(che)體地板、后(hou)側(ce)門(men)(men)(men)、尾(wei)門(men)(men)(men)傳遞(di)(di)車(che)(che)內(nei)(nei)；由于(yu)車(che)(che)內(nei)(nei)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)貢(gong)獻頻(pin)(pin)率為(wei)(wei)(wei)63.3Hz左右，頻(pin)(pin)率較低，故空(kong)(kong)(kong)氣(qi)(qi)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)路(lu)(lu)徑(jing)(jing)傳播(bo)車(che)(che)內(nei)(nei)占比較小(xiao)，優先排查結(jie)構(gou)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)路(lu)(lu)徑(jing)(jing)。根(gen)據(ju)源傳遞(di)(di)路(lu)(lu)徑(jing)(jing)測(ce)試(shi)分(fen)(fen)(fen)析(xi)(xi)(xi)，分(fen)(fen)(fen)別在(zai)(zai)壓(ya)縮(suo)機懸置被動(dong)(dong)(dong)(dong)(dong)側(ce)、膨脹(zhang)閥處(chu)布置加速(su)(su)度傳感器進(jin)行(xing)測(ce)試(shi)，測(ce)試(shi)狀(zhuang)(zhuang)態(tai)分(fen)(fen)(fen)為(wei)(wei)(wei)原狀(zhuang)(zhuang)態(tai)及(ji)斷開(kai)空(kong)(kong)(kong)調壓(ya)縮(suo)機全部管(guan)路(lu)(lu)安裝點(dian)(dian)狀(zhuang)(zhuang)態(tai)，通(tong)過(guo)測(ce)試(shi)數據(ju)，對(dui)(dui)(dui)這幾個測(ce)點(dian)(dian)的(de)(de)(de)(de)振(zhen)動(dong)(dong)(dong)(dong)(dong)傳遞(di)(di)對(dui)(dui)(dui)車(che)(che)內(nei)(nei)后(hou)排噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)的(de)(de)(de)(de)貢(gong)獻量進(jin)行(xing)相關分(fen)(fen)(fen)析(xi)(xi)(xi)。通(tong)過(guo)后(hou)排車(che)(che)內(nei)(nei)噪(zao)(zao)聲(sheng)(sheng)(sheng)(sheng)與(yu)振(zhen)動(dong)(dong)(dong)(dong)(dong)源路(lu)(lu)徑(jing)(jing)振(zhen)動(dong)(dong)(dong)(dong)(dong)相關性對(dui)(dui)(dui)比數據(ju)可(ke)知(zhi)，動(dong)(dong)(dong)(dong)(dong)力總(zong)成被動(dong)(dong)(dong)(dong)(dong)側(ce)、膨脹(zhang)閥振(zhen)動(dong)(dong)(dong)(dong)(dong)側(ce)點(dian)(dian)在(zai)(zai)63Hz均存(cun)在(zai)(zai)振(zhen)動(dong)(dong)(dong)(dong)(dong)峰(feng)值且與(yu)車(che)(che)內(nei)(nei)轟(hong)(hong)(hong)鳴聲(sheng)(sheng)(sheng)(sheng)峰(feng)值對(dui)(dui)(dui)應。通(tong)過(guo)各振(zhen)動(dong)(dong)(dong)(dong)(dong)路(lu)(lu)徑(jing)(jing)的(de)(de)(de)(de)振(zhen)動(dong)(dong)(dong)(dong)(dong)數據(ju)對(dui)(dui)(dui)比發現(xian)，后(hou)懸置Z向63Hz振(zhen)動(dong)(dong)(dong)(dong)(dong)峰(feng)值較其他測(ce)點(dian)(dian)振(zhen)動(dong)(dong)(dong)(dong)(dong)幅(fu)值高很多，初步判斷車(che)(che)內(nei)(nei)后(hou)排63Hz轟(hong)(hong)(hong)鳴聲(sheng)(sheng)(sheng)(sheng)是(shi)由壓(ya)縮(suo)機激勵通(tong)過(guo)動(dong)(dong)(dong)(dong)(dong)力總(zong)成后(hou)懸置傳遞(di)(di)車(che)(che)內(nei)(nei)（如下圖5）。再對(dui)(dui)(dui)比仿真整(zheng)車(che)(che)聲(sheng)(sheng)(sheng)(sheng)腔模(mo)態(tai)數據(ju)（如下圖6），車(che)(che)內(nei)(nei)轟(hong)(hong)(hong)鳴聲(sheng)(sheng)(sheng)(sheng)的(de)(de)(de)(de)主要貢(gong)獻頻(pin)(pin)率63Hz與(yu)整(zheng)車(che)(che)空(kong)(kong)(kong)腔1階模(mo)態(tai)頻(pin)(pin)率65.37Hz十分(fen)(fen)(fen)接(jie)近。圖6整(zheng)車(che)(che)聲(sheng)(sheng)(sheng)(sheng)腔模(mo)態(tai)根(gen)據(ju)以上分(fen)(fen)(fen)析(xi)(xi)(xi)，綜合轟(hong)(hong)(hong)鳴聲(sheng)(sheng)(sheng)(sheng)主要發生在(zai)(zai)后(hou)排的(de)(de)(de)(de)特點(dian)(dian)，并(bing)且打(da)開(kai)尾(wei)門(men)(men)(men)轟(hong)(hong)(hong)鳴聲(sheng)(sheng)(sheng)(sheng)明顯(xian)改善的(de)(de)(de)(de)情況，可(ke)以得到結(jie)論：此(ci)轟(hong)(hong)(hong)鳴聲(sheng)(sheng)(sheng)(sheng)為(wei)(wei)(wei)整(zheng)車(che)(che)聲(sheng)(sheng)(sheng)(sheng)腔模(mo)態(tai)與(yu)壓(ya)縮(suo)機工頻(pin)(pin)耦合所致。

5方案驗證

通過問題診斷分析及結論，得到(dao)以下三個優化方案：（1）改(gai)變整車聲(sheng)腔模態(tai)頻率，使其與轟(hong)鳴聲(sheng)主(zhu)要(yao)貢(gong)獻(xian)頻率解(jie)除(chu)耦合；（2）調試動(dong)力(li)總(zong)成懸(xuan)置(zhi)剛度(du)，從(cong)傳遞(di)(di)路徑進行優化；（3）調整壓(ya)縮(suo)機(ji)(ji)工(gong)作轉速，改(gai)變其振動(dong)基頻，從(cong)源頭(tou)解(jie)決問題。方案（1），由于項目(mu)已經進行到(dao)后期階段，想(xiang)要(yao)提(ti)高整車聲(sheng)腔模態(tai)，涉及到(dao)車身多處改(gai)動(dong)，該(gai)方案實施難度(du)大(da)，故排除(chu)該(gai)方案。方案（2），對壓(ya)縮(suo)機(ji)(ji)振動(dong)的傳遞(di)(di)路徑進行分解(jie)，顯(xian)示主(zhu)要(yao)傳遞(di)(di)路徑為動(dong)力(li)總(zong)成懸(xuan)置(zhi)，通過手(shou)工(gong)降低(di)懸(xuan)置(zhi)剛度(du)進行初步驗證(zheng)，測試對比(bi)原狀態(tai)懸(xuan)置(zhi)與手(shou)工(gong)樣件懸(xuan)置(zhi)的隔振效果。

6結語

通過車內轟鳴聲問題，透過結果反推問題原因，研究分析問題起源及傳遞路徑，再針對實際情況提出方案進行驗證，選擇最合理的方案實施，從而解決問題。通過對問題進行分析，采取最適合的方案去解決問題，既能降低車型開發(fa)成本，省時省力，同時還能(neng)有(you)效的提升車(che)型(xing)的NVH性能(neng)，增強車(che)型(xing)市(shi)場競(jing)爭力。

參考文獻：

[1]謝曉(xiao)龍，汪曉(xiao)虎，王亮，等.汽(qi)車轟鳴聲產生機(ji)理(li)研究(jiu)[DB/OL].（2013-1-7）2014-1-21.

[2]張武(wu)，陳劍，夏海.基于靈敏度(du)分析的發動機懸置系統穩健優化(hua)設計[J].汽(qi)車工(gong)程.2009，6：728-732，755

作者:譚善明 陸日海 梁有廣(guang) 賴(lai)國鋒 李(li)海平 單位:湖南湖大艾盛汽(qi)車技術(shu)開(kai)發有限(xian)公(gong)司 柳州坤(kun)菱科技有限(xian)公(gong)司 上汽(qi)通用(yong)五菱汽(qi)車股(gu)份有限(xian)公(gong)司