It is essential to optimize the position and coverage of damping material to mitigate the vibration and noise in vehicles. Modal strain energy and genetic algorithms are traditionally used for damping material optimization, but these methods do not consider a specific loading position and loading case. Therefore, the optimization results do not include an actual working load case. This paper introduced an optimization method, including two steps for the damping material position and weight optimization. A specific and practical loading case was adopted. First, the damping position and its coverage area were calculated and optimized using the energy post-processing method. Second, the damping thickness and weight were treated as the optimization objective based on damping position and coverage optimization results, after which the structure-damping-cavity vibro-acoustic model was used for the response calculation. Two verification models, a box model, and an actual vehicle model were included in this paper to verify the efficacy of the technique. The optimization method proposed in this paper could visibly reduce the weight of the damping material while the noise level remained as initially planned. This method can easily be applied during the actual design process of the vehicle sound package, while the simulation results can be used as a reference in the optimization of the damping material.

必须优化阻尼材料的位置和覆盖范围，以减轻车辆的振动和噪声。传统上将模态应变能和遗传算法用于阻尼材料的优化，但是这些方法并未考虑特定的加载位置和加载情况。因此，优化结果不包括实际的工作负荷情况。本文介绍了一种优化方法，包括阻尼材料位置和重量的优化两个步骤。通过了一个具体而实用的加载案例。首先，使用能量后处理方法计算并优化了阻尼位置及其覆盖区域。其次，根据阻尼位置和覆盖范围的优化结果，将阻尼厚度和重量作为优化目标，之后，使用结构阻尼腔振动声学模型进行响应计算。为了验证该技术的有效性，本文包括两个验证模型，一个盒子模型和一个实际的车辆模型。本文提出的优化方法可以显着减轻阻尼材料的重量，同时使噪声水平保持最初计划的水平。这种方法可以很容易地在汽车隔音包的实际设计过程中应用，而仿真结果可以作为阻尼材料优化的参考。本文提出的优化方法可以显着减轻阻尼材料的重量，同时使噪声水平保持最初计划的水平。这种方法可以很容易地在汽车隔音包的实际设计过程中应用，而仿真结果可以作为阻尼材料优化的参考。本文提出的优化方法可以显着减轻阻尼材料的重量，同时使噪声水平保持最初计划的水平。这种方法可以很容易地在汽车隔音包的实际设计过程中应用，而仿真结果可以作为阻尼材料优化的参考。