【摘要】：近年來，消費者愈加追求安靜的駕駛乘坐環(huán)境。而在汽車輕量化的設計趨勢下，車內(nèi)低頻噪聲很難通過被動控制的方法取得很好的降噪效果。而主動噪聲控制技術，由于不需要添加大質(zhì)量的吸聲材料，可以在汽車經(jīng)濟性和舒適性中找到平衡點。另外，隨著汽車技術不斷更新，小排量的技術路線、斷缸技術的應用以及新型能源車輛的開發(fā)，都給汽車NVH性能帶來新的挑戰(zhàn)，而主動噪聲控制也能適應這些發(fā)展需求，支撐汽車新技術的發(fā)展。因此，研究主動噪聲控制具有極其重要的實際意義。 為了系統(tǒng)研究汽車主動噪聲控制技術，滿足不同配置車輛的主動噪聲控制效果驗證需要，本文進行實驗室環(huán)境下主動噪聲控制試驗平臺研究。以實驗室現(xiàn)有車內(nèi)噪聲重現(xiàn)系統(tǒng)為基礎，建立模擬實車環(huán)境的主動噪聲控制系統(tǒng)硬件在環(huán)仿真模型，在實驗室內(nèi)搭建硬件平臺，并開發(fā)相應的軟件。 考慮到主動噪聲控制的系統(tǒng)延時不利系統(tǒng)的收斂和穩(wěn)定，本文基于FXLMS算法的自適應濾波控制理論，建立了帶延時補償?shù)母倪M自適應控制算法，以提高系統(tǒng)的穩(wěn)定性。并對帶延時次級通道濾波估計的計算、塊采集情況下自適應濾波權值系數(shù)的更新算法進行了探討。此外，通過仿真計算選擇控制算法中的步長因子，并通過計算分析了延時偏差對主動噪聲控制效果的影響。發(fā)現(xiàn)延時偏差在一定范圍內(nèi)不會降低主動噪聲控制的效果。利用這一特點，提出了半在線延時識別補償方案。 利用所搭建的主動噪聲控制平臺，采用單通道系統(tǒng)，對單頻穩(wěn)態(tài)聲場進行控制，在控制點處降低噪聲26dB，驗證了帶延時補償?shù)淖赃m應控制算法的正確性以及半在線延時識別補償方案的可行性。 考慮到卷積計算耗時長，將影響多通道系統(tǒng)控制的實時性。本文討論了有限沖擊響應濾波器的卷積算法優(yōu)化。利用快速傅氏變換優(yōu)化的卷積算法計算時間為原來的1/50。最后，采用以實車揚聲器為次級聲源的多通道系統(tǒng)，對單頻穩(wěn)態(tài)聲場進行控制，在控制點處降噪10～16dB，且對控制點以外的其他測點也有一定的降噪效果，，綜合降噪效果為5dB；以汽車行駛噪聲為對象，在控制點處降噪5～15dB，綜合各測點降噪3～5dB。
[Abstract]:In recent years, consumers increasingly seek quiet driving environment. However, in the trend of vehicle lightweight design, it is difficult to achieve a good noise reduction effect by passive control of the low frequency noise in the vehicle. However, the active noise control technology can find a balance between economy and comfort because it does not need to add high quality sound absorbing material. In addition, with the continuous renewal of automotive technology, the technical route of small displacement, the application of broken cylinder technology and the development of new energy vehicles, all of them bring new challenges to the performance of automobile NVH, and active noise control can also meet these development needs. Support the development of new automobile technology. Therefore, it is of great practical significance to study active noise control. In order to study vehicle active noise control technology systematically and to meet the need of verification of active noise control effect of vehicles with different configurations, the active noise control test platform in laboratory environment is studied in this paper. Based on the existing vehicle noise reproduction system in the laboratory, the active noise control system hardware in loop simulation model is established to simulate the real vehicle environment, the hardware platform is built in the laboratory, and the corresponding software is developed. Considering the convergence and stability of the delay unfavorable system with active noise control, an improved adaptive control algorithm with delay compensation is established based on the adaptive filter control theory of FXLMS algorithm to improve the stability of the system. The calculation of secondary channel filter estimation with delay and the updating algorithm of adaptive filter weight coefficient in the case of block acquisition are discussed. In addition, the step factor in the control algorithm is calculated by simulation, and the effect of delay deviation on the control effect of active noise is analyzed. It is found that the delay deviation does not reduce the effect of active noise control in a certain range. Based on this feature, a half-line delay recognition and compensation scheme is proposed. Using the active noise control platform and single channel system, the steady sound field of single frequency is controlled, and the noise is reduced by 26dB at the control point. The correctness of the adaptive control algorithm with delay compensation and the feasibility of the semi-online delay recognition and compensation scheme are verified. Considering the time consuming of convolution calculation, the real-time control of multi-channel system will be affected. This paper discusses the optimization of convolution algorithm for finite impulse response filters. The computation time of the convolution algorithm optimized by fast Fourier transform is 1 / 50 of the original time. Finally, a multi-channel system with real vehicle loudspeaker as the secondary sound source is used to control the steady sound field of single frequency. The noise reduction at the control point is 10 ~ 16dB, and the noise reduction effect of other measuring points other than the control point is also certain, and the comprehensive noise reduction effect is 5 dB; Taking the vehicle driving noise as the object, the noise reduction at the control point is 5dB, and the noise reduction at each measuring point is 3 ~ 5dB.
【學位授予單位】：清華大學
【學位級別】：碩士
【學位授予年份】：2014
【分類號】：TB535

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