Method for analyzing influence of passenger cabin volume change on door closing ear pressure

Abstract

The present application is a kind of analysis method of the influence of passenger cabin volume change on door closing ear pressure.The present application relates to the technical field of door closing ear pressure influence analysis test, processes whole vehicle and door data, establishes fluid flow area, obtains door closing position during test, separately exports processed grid, establishes three-dimensional grid, and establishes overlapping grid model; obtains test door closing speed curve, obtains initial test point ear pressure simulation result; carries out door closing ear pressure test, verifies simulation accuracy; compares simulation results and test results of each working condition, establishes passenger cabin module door closing ear pressure simulation model deformation control area, selects deformation cross section, and extracts deformation cross section area; control body is deformation parameter, calculates passenger cabin volume door closing ear pressure after deformation; data processing is carried out on different passenger cabin volumes and door closing ear pressure, and the influence of passenger cabin volume on door closing ear pressure is identified.

Description

Technical Field

[0001] This invention relates to the field of analysis and testing technology of door closing ear pressure, and is an analytical method for analyzing the influence of changes in passenger cabin volume on door closing ear pressure. Background Technology

[0002] Door closing ear pressure refers to the pressure near the ear of an occupant in the passenger compartment during the door closing process. Sudden pressure changes act on the eardrum; excessive pressure changes can deform the eardrum, causing discomfort. Door closing ear pressure is an important indicator of overall vehicle quality, and reasonable ear pressure design is crucial for high-quality vehicles. Door closing ear pressure is affected by multiple parameters, including closing speed, door area, pressure relief valve area, airtightness, and overall vehicle volume. These parameters are also related to vehicle air conditioning performance, NVH (noise, vibration, and harshness) performance, requiring multi-parameter, multi-objective design. This technology calculates door closing ear pressure values ​​using simulation methods and combines them with a parameterized passenger compartment volume model to study the impact of passenger compartment volume on ear pressure. This invention uses model deformation to change the passenger compartment volume, combined with door closing ear pressure simulation methods, to study the relationship between door closing ear pressure and passenger compartment volume. It is highly efficient and low-cost, providing technical support for vehicle door closing ear pressure design and improving overall vehicle performance.

[0003] Noise, Vibration, and Harshness (NVH) is an abbreviation for the same term. It's a comprehensive measure of automotive manufacturing quality, directly impacting the user's experience. NVH is a major concern for international automotive manufacturers and parts suppliers. Statistics show that approximately one-third of vehicle malfunctions are related to NVH issues, and companies allocate nearly 20% of their R&D budget to addressing these problems.

[0004] NVH (Noise, Vibration, and Harshness) is the most direct aspect of a car's performance for customers, and major companies are increasingly focusing on vibration and noise levels in vehicle development. To improve the NVH experience, more and more dynamic vibration absorbers are being used in various automotive components, such as the powertrain, subframe, rear axle, drive shaft, and transmission shaft, to reduce vibration and noise. When vibration and noise problems arise during the development of a new vehicle model, changing component designs to solve NVH issues is not only time-consuming and labor-intensive, slowing down the development cycle, but the new designs may also introduce new vibration and noise problems. In such cases, the application of dynamic vibration absorbers can not only quickly solve the problem but also minimize changes to the original design, reducing development time and costs.

[0005] The study of NVH characteristics is not only applicable to the development process of new automotive products, but also to the research on improving the ride comfort of existing models. This involves modeling and analyzing a specific system or assembly of a vehicle to identify the factors that have the greatest impact on ride comfort, and improving ride comfort by improving the vibration conditions of the excitation source (amplitude reduction or frequency shifting) or controlling the transmission of vibration noise from the excitation source to the vehicle interior. Summary of the Invention

[0006] To overcome the shortcomings of the prior art, this invention provides an analytical method for the influence of changes in the passenger cabin volume on the door closing ear pressure.

[0007] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0008] This invention provides an analytical method for the effect of changes in passenger compartment volume on door closing ear pressure, and the invention provides the following technical solution:

[0009] An analytical method for analyzing the effect of changes in crew cabin volume on door closing ear pressure, the method comprising the following steps:

[0010] Step 1: Process the vehicle and door data to create a simulated passenger compartment model and door surface mesh model based on the car's ear pressure.

[0011] Step 2: Construct a hemisphere with a diameter of 8m and the whole vehicle to form a closed fluid flow domain, which serves as the main fluid domain for ear pressure simulation; construct a cuboid 10cm away from the outline of the car door, and wrap the car door inside the cuboid to form a closed cavity, which serves as the door fluid domain for ear pressure simulation.

[0012] Step 3: Obtain the door closing position during the test, and obtain the door pivot data through the hinge. Then, rotate the door fluid domain mesh around the hinge pivot to the door closing position during the test.

[0013] Step 4: Export the processed mesh separately and import it into the fluid dynamics software to define different fluid domains, thus determining the overall vehicle fluid domain and the door fluid domain;

[0014] Step 5: Create a 3D mesh, set the volume mesh generation scale and type, and generate the volume mesh for the entire vehicle and door areas;

[0015] Step 6: Create a rotating model of the car door and an overlapping mesh model;

[0016] Step 7: Obtain the test door closing speed curve and convert it into a table file format that can be read by fluid software. Read the file into the calculation model and associate it with the rotation speed of the door area.

[0017] Step 8: The position of the driver's inner and outer ear and the right rear passenger's inner and outer ear in the inner and outer ear of the driver's inner and outer ear is set as the ear pressure calculation and monitoring point. The large eddy simulation model is used to calculate the ear pressure when the door is closed, and the simulation results of the ear pressure at the initial measurement point are obtained.

[0018] Step 9: Conduct a door-closing ear pressure test to verify the simulation accuracy;

[0019] Step 10: Compare the simulation results with the experimental results for each working condition. The adjustable parameters in the simulation include the through area of ​​the fluid channel and the resistance characteristics of the fluid channel. The simulation accuracy for each working condition meets ±10%.

[0020] Step 11: Use the morph function to establish the deformation control region of the passenger compartment model door closing ear pressure simulation model, import the whole vehicle domain mesh into the software with deformation function, and establish a deformation control body with the whole vehicle as the object. The deformation body should include all the whole vehicle data, and add the whole vehicle to the deformation control body for volume control.

[0021] Step 12: Select the deformed section and extract the area of ​​the deformed section;

[0022] Step 13: Use morph to establish deformable body control parameters, with the control body being the deformable parameters and the normal of the deformable cross section being the deformable direction. Establish the deformable parameter L to enable rapid changes in multiple parameter values. The volume change of the acoustic cavity is: deformable cross section area S * deformable parameter L. Changing the value of the deformable parameter L changes the volume of the crew cabin, and the changed acoustic cavity volume is output.

[0023] Step 14: Control the passenger compartment volume by using the morph deformation control parameters and the deformation cross-sectional area, and calculate the door closing pressure of the passenger compartment volume after deformation; process the data of different passenger compartment volumes and door closing pressures to identify the influence of passenger compartment volume on door closing pressure.

[0024] Preferably, step 1 specifically comprises:

[0025] Obtain the geometric data of the body-in-white sheet metal, interior, exterior trim, glass, cladding, pressure relief valve, and acoustic components in the vehicle coordinate system. Process the vehicle data to create vehicle area meshes and door meshes. The vehicle mesh provides detailed modeling of the door frame area and the area from the cladding to the pressure relief valve, while other areas are modeled more simply. The fluid path is: door - passenger compartment - cladding through hole - sheet metal through hole - pressure relief valve - pressure relief valve and rear bumper space - exterior space. The door mesh provides detailed modeling of the door edges and sealing strips, while other parts are modeled more simply.

[0026] Preferably, step 5 specifically comprises:

[0027] A volumetric mesh is established. The space mesh type for the whole vehicle area is a cut volume mesh. Boundary layer meshes are set on the walls. The mesh densification areas are the door frame, package rack through holes, sheet metal through holes, and pressure relief valve positions. The mesh size is 1-2mm, and the mesh size for other whole vehicle areas is 4-32mm. The hemispherical space area is -32-512mm. The mesh type for the door area is the same as that for the whole vehicle area. The mesh size for the door edge is 1-2mm, and the mesh size for other areas is 4-8mm.

[0028] Preferably, step 6 specifically involves: the mesh model being composed of overlapping background meshes and component meshes; each mesh region overlapping in space; the fluid control equations being solved on both the background mesh and the component mesh; interpolation units constituting internal boundary conditions used to transmit data; and finally obtaining the flow field information within the entire computational domain; the entire vehicle region in the model being set as the background mesh, and the door mesh region being set as the component mesh; the movement mode of the door mesh region being set as rotation, the axis of rotation being the door axis of rotation, and the rotation speed being set as a table input; and the overlapping mesh model using distance-weighted mesh interpolation.

[0029] Preferably, step 9 specifically involves: improving simulation accuracy through experimental verification. The experimental equipment consists of an ear pressure testing system and a gate speed meter. The ear pressure testing system comprises a high-speed data acquisition system with a measurement accuracy of ±0.01% and a single-channel sampling frequency of 500kHz, a micro-pressure sensor with a measurement accuracy of ±0.5% and a measurement range of -500Pa to 500Pa, and a sampling frequency of 1kHz, and a calibrator. Multiple sets of ear pressure tests are conducted by changing the area of ​​the pressure relief valve and the test speed. Simulations of the corresponding working conditions are then performed to obtain comparative simulation test data.

[0030] Preferably, step 12 specifically comprises:

[0031] Select the location between the rear of the front seat and the rear seat. After selecting the location, create a local deformation control body at this location and obtain the cross-sectional area. Import the processed vehicle model data and use the plane creation function to create an X-plane. This plane is larger than the vehicle's outline at this location in the X, Y, and Z directions. Then, perform an intersection operation on the vehicle surface with this plane to obtain the vehicle's inner outline surface. The area of ​​this outline surface is the volumetric deformation cross-sectional area S.

[0032] An analytical system for analyzing the effect of crew cabin volume changes on door closing ear pressure, the system comprising:

[0033] The data processing module processes vehicle and door data to establish a simulated passenger compartment model and door surface mesh model for vehicle ear pressure simulation.

[0034] The fluid domain establishment module establishes a closed fluid domain consisting of an 8m diameter hemisphere and the entire vehicle, which serves as the main fluid domain for ear pressure simulation; and establishes a cuboid 10cm away from the door outline, which encloses the door to form a closed cavity, serving as the door fluid domain for ear pressure simulation.

[0035] The door closing position setting module obtains the door closing position during the test and obtains the door pivot data through the hinge. The door fluid domain mesh is then rotated to the door closing position during the test with the hinge pivot as the rotation center.

[0036] The mesh processing module exports the processed meshes separately and imports them into the fluid software to define different fluid domains, thus determining the overall vehicle fluid domain and the door fluid domain.

[0037] A 3D mesh creation module is used to create a 3D mesh, set the volume mesh generation scale and type, and generate a volume mesh for the whole vehicle and door areas.

[0038] Overlapping mesh model creation module, which creates a rotating door model and an overlapping mesh model;

[0039] The test module obtains the test door closing speed curve and converts it into a table file format that can be read into by fluid software. The file is then read into the calculation model and associated with the rotation speed of the door area.

[0040] The monitoring module defines the position of the driver's inner and outer ear and the right rear passenger's inner and outer ear as the ear pressure calculation monitoring point, and uses a large eddy simulation model to calculate the ear pressure when the door is closed to obtain the initial measurement point ear pressure simulation result;

[0041] The verification module performs a door-closing ear pressure test to verify the simulation accuracy.

[0042] The comparison module compares the simulation results with the experimental results for each working condition. The adjustable parameters in the simulation include the through area of ​​the fluid channel and the resistance characteristics of the fluid channel. The simulation accuracy for each working condition meets ±10%.

[0043] The control module uses the morph function to establish the deformation control area of ​​the passenger compartment model door closing ear pressure simulation model, imports the whole vehicle domain mesh into the software with deformation function, and establishes a deformation control body with the whole vehicle as the object. The deformation body should include all the whole vehicle data, and the whole vehicle is added to the deformation control body for volume control.

[0044] A cross-section extraction module, wherein the cross-section extraction module selects a deformed cross section and extracts the area of ​​the deformed cross section;

[0045] The deformable body control module uses morph to establish deformable body control parameters, with the control body being the deformation parameter, the normal of the deformation section being the deformation direction, and a deformation parameter L being established to enable rapid changes in multiple parameter values; the volume change of the acoustic cavity is: deformation section area S * deformation parameter L, changing the value of deformation parameter L changes the volume of the crew cabin, and the changed acoustic cavity volume is output;

[0046] The identification module controls the passenger compartment volume through morph deformation control parameters and deformation cross-sectional area, calculates the door closing pressure of the passenger compartment volume after deformation, and processes the data of different passenger compartment volumes and door closing pressure to identify the influence of passenger compartment volume on door closing pressure.

[0047] A computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement an analytical method for the effect of changes in crew cabin volume on door-closed ear pressure.

[0048] A computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement an analytical method for the effect of changes in cabin volume on door-closed ear pressure.

[0049] A vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement an analytical method for the effect of changes in passenger compartment volume on door-closed ear pressure.

[0050] The present invention has the following beneficial effects:

[0051] This invention combines model deformation to alter the passenger compartment volume with a door closing ear pressure simulation method to study the relationship between door closing ear pressure and passenger compartment volume. This approach is highly efficient and low-cost, providing technical support for vehicle door closing ear pressure design and improving overall vehicle performance. Attached Figure Description

[0052] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0053] Figure 1 This includes the passenger compartment model and the door mesh model.

[0054] Figure 2 For the whole vehicle fluid domain and the door fluid domain;

[0055] Figure 3 This refers to the location of the car door;

[0056] Figure 4 This is the closing speed curve;

[0057] Figure 5 The measuring point and the ear pressure value at the measuring point;

[0058] Figure 6 Photographs of the door-closing ear pressure test;

[0059] Figure 7 For comparison of simulation test results;

[0060] Figure 8 This is the deformation control zone;

[0061] Figure 9 This is the crew compartment after it has been transformed.

[0062] Figure 10 This is a flowchart. Detailed Implementation

[0063] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0064] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0065] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0066] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0067] The present invention will be described in detail below with reference to specific embodiments. Specific Implementation Example 1:

[0069] according to Figures 1 to 10 As shown, the specific optimized technical solution adopted by the present invention to solve the above-mentioned technical problems is: The present invention relates to an analysis method for the influence of changes in the passenger cabin volume on the door closing ear pressure.

[0070] An analytical method for analyzing the effect of changes in crew cabin volume on door closing ear pressure, the method comprising the following steps:

[0071] Step 1: Process the vehicle and door data to create a simulated passenger compartment model and door surface mesh model based on the car's ear pressure.

[0072] Step 2: Construct a hemisphere with a diameter of 8m and the whole vehicle to form a closed fluid flow domain, which serves as the main fluid domain for ear pressure simulation; construct a cuboid 10cm away from the outline of the car door, and wrap the car door inside the cuboid to form a closed cavity, which serves as the door fluid domain for ear pressure simulation.

[0073] Step 3: Obtain the door closing position during the test, and obtain the door pivot data through the hinge. Then, rotate the door fluid domain mesh around the hinge pivot to the door closing position during the test.

[0074] Step 4: Export the processed mesh separately and import it into the fluid dynamics software to define different fluid domains, thus determining the overall vehicle fluid domain and the door fluid domain;

[0075] Step 5: Create a 3D mesh, set the volume mesh generation scale and type, and generate the volume mesh for the entire vehicle and door areas;

[0076] Step 6: Create a rotating model of the car door and an overlapping mesh model;

[0077] Step 7: Obtain the test door closing speed curve and convert it into a table file format that can be read by fluid software. Read the file into the calculation model and associate it with the rotation speed of the door area.

[0078] Step 8: The position of the driver's inner and outer ear and the right rear passenger's inner and outer ear in the inner and outer ear of the driver's inner and outer ear is set as the ear pressure calculation and monitoring point. The large eddy simulation model is used to calculate the ear pressure when the door is closed, and the simulation results of the ear pressure at the initial measurement point are obtained.

[0079] Step 9: Conduct a door-closing ear pressure test to verify the simulation accuracy;

[0080] Step 10: Compare the simulation results with the experimental results for each working condition. The adjustable parameters in the simulation include the through area of ​​the fluid channel and the resistance characteristics of the fluid channel. The simulation accuracy for each working condition meets ±10%.

[0081] Step 11: Use the morph function to establish the deformation control region of the passenger compartment model door closing ear pressure simulation model, import the whole vehicle domain mesh into the software with deformation function, and establish a deformation control body with the whole vehicle as the object. The deformation body should include all the whole vehicle data, and add the whole vehicle to the deformation control body for volume control.

[0082] Step 12: Select the deformed section and extract the area of ​​the deformed section;

[0083] Step 13: Use morph to establish deformable body control parameters, with the control body being the deformable parameters and the normal of the deformable cross section being the deformable direction. Establish the deformable parameter L to enable rapid changes in multiple parameter values. The volume change of the acoustic cavity is: deformable cross section area S * deformable parameter L. Changing the value of the deformable parameter L changes the volume of the crew cabin, and the changed acoustic cavity volume is output.

[0084] Step 14: Control the passenger compartment volume by using the morph deformation control parameters and the deformation cross-sectional area, and calculate the door closing pressure of the passenger compartment volume after deformation; process the data of different passenger compartment volumes and door closing pressures to identify the influence of passenger compartment volume on door closing pressure.

[0085] Door closing ear pressure: refers to the pressure next to the ear of a passenger in the passenger compartment during the closing process of the vehicle door.

[0086] This invention combines model deformation to alter the passenger compartment volume with a door closing ear pressure simulation method to study the relationship between door closing ear pressure and passenger compartment volume. This approach is highly efficient and low-cost, providing technical support for vehicle door closing ear pressure design and improving overall vehicle performance. Specific Implementation Example 2:

[0088] The only difference between Embodiment 2 and Embodiment 1 of this application is that:

[0089] Step 1 specifically involves:

[0090] Obtain the geometric data of the body-in-white sheet metal, interior, exterior trim, glass, cladding, pressure relief valve, and acoustic components in the vehicle coordinate system. Process the vehicle data to create vehicle area meshes and door meshes. The vehicle mesh provides detailed modeling of the door frame area and the area from the cladding to the pressure relief valve, while other areas are modeled more simply. The fluid path is: door - passenger compartment - cladding through hole - sheet metal through hole - pressure relief valve - pressure relief valve and rear bumper space - exterior space. The door mesh provides detailed modeling of the door edges and sealing strips, while other parts are modeled more simply. Specific Implementation Example 3:

[0092] The only difference between Embodiment 3 and Embodiment 2 of this application is that:

[0093] Step 5 specifically involves:

[0094] A volumetric mesh is established. The space mesh type for the whole vehicle area is a cut volume mesh. Boundary layer meshes are set on the walls. The mesh densification areas are the door frame, package rack through holes, sheet metal through holes, and pressure relief valve positions. The mesh size is 1-2mm, and the mesh size for other whole vehicle areas is 4-32mm. The hemispherical space area is -32-512mm. The mesh type for the door area is the same as that for the whole vehicle area. The mesh size for the door edge is 1-2mm, and the mesh size for other areas is 4-8mm. Specific Implementation Example 4:

[0096] The only difference between Embodiment 4 and Embodiment 3 of this application is that:

[0097] Step 6 specifically involves: the mesh model is composed of overlapping background meshes and component meshes; each mesh region overlaps in space; the fluid control equations are solved on the background mesh and component meshes respectively; interpolation units constitute internal boundary conditions to transmit data, ultimately obtaining the flow field information within the entire computational domain; the whole vehicle region in the model is set as the background mesh, and the door mesh region is set as the component mesh; the movement mode of the door mesh region is set as rotation, the axis of rotation is the door axis of rotation, the rotation speed is set as a table input, and the overlapping mesh model uses distance weighting for mesh interpolation. Specific Implementation Example 5:

[0099] The only difference between Embodiment 5 and Embodiment 4 of this application is that:

[0100] Step 9 specifically involves: improving simulation accuracy through experimental verification. The experimental equipment consists of an ear pressure testing system and a gate speed meter. The ear pressure testing system comprises a high-speed data acquisition system (measurement accuracy: ±0.01%, single-channel sampling frequency: 500KHz), a micro-pressure sensor (measurement accuracy: ±0.5%, measurement range: -500Pa~500Pa, sampling frequency: 1KHz), and a calibrator. Multiple sets of ear pressure tests are conducted by changing the pressure relief valve area and the test speed. Simulations of the corresponding working conditions are then performed to obtain comparative simulation test data. Specific Implementation Example Six:

[0102] The only difference between Embodiment Six and Embodiment Five of this application is that:

[0103] Step 12 specifically involves:

[0104] Select the location between the rear of the front seat and the rear seat. After selecting the location, create a local deformation control body at this location and obtain the cross-sectional area. Import the processed vehicle model data and use the plane creation function to create an X-plane. This plane is larger than the vehicle's outline at this location in the X, Y, and Z directions. Then, perform an intersection operation on the vehicle surface with this plane to obtain the vehicle's inner outline surface. The area of ​​this outline surface is the volumetric deformation cross-sectional area S. Specific Implementation Example 7:

[0106] The only difference between Embodiment 7 and Embodiment 6 of this application is that:

[0107] This invention provides an analysis system for the effect of changes in passenger compartment volume on door closing ear pressure, the system comprising:

[0108] The data processing module processes vehicle and door data to establish a simulated passenger compartment model and door surface mesh model for vehicle ear pressure simulation.

[0109] The fluid domain establishment module establishes a closed fluid domain consisting of an 8m diameter hemisphere and the entire vehicle, which serves as the main fluid domain for ear pressure simulation; and establishes a cuboid 10cm away from the door outline, which encloses the door to form a closed cavity, serving as the door fluid domain for ear pressure simulation.

[0110] The door closing position setting module obtains the door closing position during the test and obtains the door pivot data through the hinge. The door fluid domain mesh is then rotated to the door closing position during the test with the hinge pivot as the rotation center.

[0111] The mesh processing module exports the processed meshes separately and imports them into the fluid software to define different fluid domains, thus determining the overall vehicle fluid domain and the door fluid domain.

[0112] A 3D mesh creation module is used to create a 3D mesh, set the volume mesh generation scale and type, and generate a volume mesh for the entire vehicle and door areas.

[0113] Overlapping mesh model creation module, which creates a rotating door model and an overlapping mesh model;

[0114] The test module obtains the test door closing speed curve and converts it into a table file format that can be read into by fluid software. The file is then read into the calculation model and associated with the rotation speed of the door area.

[0115] The monitoring module defines the position of the driver's inner and outer ear and the right rear passenger's inner and outer ear as the ear pressure calculation monitoring point, and uses a large eddy simulation model to calculate the ear pressure when the door is closed to obtain the initial measurement point ear pressure simulation result;

[0116] The verification module performs a door-closing ear pressure test to verify the simulation accuracy.

[0117] The comparison module compares the simulation results with the experimental results for each working condition. The adjustable parameters in the simulation include the through area of ​​the fluid channel and the resistance characteristics of the fluid channel. The simulation accuracy for each working condition meets ±10%.

[0118] The control module uses the morph function to establish the deformation control area of ​​the passenger compartment model door closing ear pressure simulation model, imports the whole vehicle domain mesh into the software with deformation function, and establishes a deformation control body with the whole vehicle as the object. The deformation body should include all the whole vehicle data, and the whole vehicle is added to the deformation control body for volume control.

[0119] A cross-section extraction module, wherein the cross-section extraction module selects a deformed cross section and extracts the area of ​​the deformed cross section;

[0120] The deformable body control module uses morph to establish deformable body control parameters, with the control body being the deformation parameter, the normal of the deformation section being the deformation direction, and a deformation parameter L being established to enable rapid changes in multiple parameter values; the volume change of the acoustic cavity is: deformation section area S * deformation parameter L, changing the value of deformation parameter L changes the volume of the crew cabin, and the changed acoustic cavity volume is output;

[0121] The identification module controls the passenger compartment volume through morph deformation control parameters and deformation cross-sectional area, calculates the door closing pressure of the passenger compartment volume after deformation, and processes the data of different passenger compartment volumes and door closing pressure to identify the influence of passenger compartment volume on door closing pressure. Specific Implementation Example 8:

[0123] The difference between Embodiment 8 and Embodiment 7 of this application lies only in:

[0124] The present invention provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement a method for analyzing the effect of changes in cabin volume on door-closed ear pressure, such as a method for analyzing such changes in cabin volume. Specific Implementation Example Nine:

[0126] The difference between Embodiment Nine and Embodiment Eight in this application lies only in:

[0127] The present invention provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement an analysis method for the influence of changes in the volume of the passenger compartment on the ear pressure when the door is closed. Specific Implementation Example 10:

[0129] The only difference between Embodiment 10 and Embodiment 9 of this application is that:

[0130] The present invention provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement an analytical method for the effect of changes in passenger compartment volume on door-closed ear pressure, as claimed in the present invention.

[0131] The methods include:

[0132] Step 1: Obtain the geometric data of the entire vehicle in the vehicle coordinate system, including the body-in-white sheet metal, interior, exterior trim, glass, cladding, pressure relief valve, and acoustic components. Process the vehicle data to create separate meshes for the entire vehicle area and the doors. The entire vehicle mesh will feature detailed modeling of the door frame area and the area from the cladding to the pressure relief valve, while other areas will be modeled more simply. The fluid path is: door - passenger compartment - cladding through-hole - sheet metal through-hole - pressure relief valve - pressure relief valve and rear bumper space - exterior space. The door mesh will feature detailed modeling of the door edges and sealing strips, while other parts will be modeled more simply. The completed mesh model must meet the requirements for fluid calculation.

[0133] Step 2: Construct a hemisphere with a diameter of 8m and the whole vehicle to form a closed fluid flow domain, which serves as the main fluid domain for ear pressure simulation; construct a cuboid 10cm away from the outline of the car door, and wrap the car door inside the cuboid to form a closed cavity, which serves as the door fluid domain for ear pressure simulation.

[0134] Step 3: Obtain the door closing position during the test, and obtain the door pivot data through the hinge. Then, rotate the door fluid domain mesh around the hinge pivot to the door closing position during the test.

[0135] Step 4: Export the processed mesh separately, import them into the fluid dynamics software, define them as different fluid domains, and name them as the whole vehicle fluid domain and the door fluid domain.

[0136] Step 5: Establish a volumetric mesh. The space mesh type for the entire vehicle area is a cut volumetric mesh. Boundary layer meshes are set on the walls. The mesh densification areas are the door frames, wrap rack through holes, sheet metal through holes, and pressure relief valve locations. The mesh size is 1-2mm, 4-32mm for other areas of the entire vehicle, and -32 to 512mm for the hemispherical space area. The mesh type for the door area is the same as that for the entire vehicle area. The mesh size for the door edge is 1-2mm, and 4-8mm for other areas.

[0137] Step Six: Setting up and establishing the overlapping mesh model. The overlapping mesh, also known as a nested mesh, is composed of background and component meshes overlapping each other. Each mesh region overlaps spatially but is not connected; they exist independently. The fluid control equations are solved on both the background and component meshes. Interpolation elements constitute internal boundary conditions to transmit data, ultimately obtaining the flow field information within the entire computational domain. In this model, the entire vehicle region is set as the background mesh, and the door mesh region is set as the component mesh. The movement of the door mesh region is set to rotation, with the rotation axis being the door's rotation axis, and the rotation speed being input from a table. The overlapping mesh model uses distance-weighted mesh interpolation.

[0138] Step 7: Obtain the test door closing speed curve and convert it into a table file format that can be read by fluid software. Read this file into the calculation model and associate it with the rotation speed of the door area.

[0139] Step 8: The position of the driver's inner and outer ear and the right rear passenger's inner and outer ear in the inner and outer ear of the driver's inner and outer ear is set as the ear pressure calculation and monitoring point. The large eddy simulation (LES) model is used to calculate the ear pressure when the door is closed to obtain the simulation results of the ear pressure at the initial measurement point.

[0140] Step Nine: Improve simulation accuracy through experimental verification. The experimental equipment includes an ear pressure testing system and a gate speed meter. The ear pressure testing system consists of a high-speed data...

[0141] Acquisition system (measurement accuracy: ±0.01%, single-channel sampling frequency: 500KHz), micro-pressure sensor (measurement accuracy: ±0.5%, measurement range: -500Pa~500Pa)

[0142] The system consists of a sampling frequency of 1 kHz and a calibrator. Multiple sets of through-ear pressure tests are conducted by changing the area of ​​the pressure relief valve and the test speed. Simulations of the corresponding operating conditions are then performed to obtain comparative simulation test data.

[0143] Step 10: Adjust simulation parameters and perform simulation calculations. Compare the simulation results with the experimental results for each working condition. Adjustable parameters in the simulation include the through-hole area of ​​the fluid channel and the resistance characteristics of the fluid channel. If the simulation accuracy for each working condition meets ±10%, proceed to the next step.

[0144] Step 11: Import the whole vehicle domain mesh into software with deformation capabilities, and create a deformation control body with the whole vehicle as the object. The deformation body should include all the whole vehicle data, and add the whole vehicle to the deformation control body for volume control.

[0145] Step 12: Select the deformation section and extract its area. Choose a section with a large cross-sectional area and a flat front-to-back surface. Generally, this is located between the rear of the front seat and the rear seat. After selecting the location: ① Create a local deformation control volume at this location. ② Obtain the cross-sectional area at this location. First, import the processed vehicle model data. Use the plane creation function to create an X-plane. This plane is larger than the vehicle's outline at this location in all three X, Y, and Z directions. Then, intersect this plane with the vehicle's surface to obtain the vehicle's inner contour surface. The area of ​​this contour surface is the volumetric deformation cross-sectional area S.

[0146] Step 13: Establish deformable body control parameters. First, define the local control volume as the deformable parameter, the normal of the deformable section as the deformable direction, and establish the deformable parameter L. This allows for rapid changes in multiple parameter values. The volume change of the acoustic cavity is: deformable section area S * deformable parameter L. Changing the value of the deformable parameter L changes the volume of the crew cabin, and the changed acoustic cavity volume is output.

[0147] Step Fourteen: Import the deformed volume into the calculation software and perform deformation ear pressure calculation. Calculate the door closing ear pressure of the deformed passenger compartment volume under different working conditions, output the ear pressure measurement data, classify the door closing ear pressure data according to passenger compartment volume and different working conditions, and perform correlation analysis through data statistical methods to complete the influence analysis of passenger compartment volume on door closing ear pressure;

[0148] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or N embodiments or examples. Furthermore, those skilled in the art can combine and integrate the different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of the present invention, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified. Any process or method described in the flowcharts or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logical functions or processes, and the scope of preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain. The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection having one or N wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic device, and portable optical disc read-only memory (CDROM).Furthermore, the computer-readable medium can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory. It should be understood that various parts of the invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0149] The above description is merely a preferred embodiment of an analytical method for analyzing the impact of changes in passenger cabin volume on door closing ear pressure. The scope of protection for this method is not limited to the above embodiments; all technical solutions falling within this conceptual framework are within the scope of protection of this invention. It should be noted that for those skilled in the art, any improvements and variations made without departing from the principles of this invention should also be considered within the scope of protection of this invention.

Claims

1. An analytical method for analyzing the effect of changes in crew cabin volume on door closing ear pressure, characterized by: The method includes the following steps: Step 1: Process the vehicle and door data to create a simulated passenger compartment model and door surface mesh model based on the car's ear pressure. Step 2: Construct a hemisphere with a diameter of 8 m and the whole vehicle to form a closed fluid flow domain, which serves as the main fluid domain for ear pressure simulation; construct a cuboid 10 cm away from the outline of the car door, and wrap the car door inside the cuboid to form a closed cavity, which serves as the door fluid domain for ear pressure simulation. Step 3: Obtain the door closing position during the test, and obtain the door pivot data through the hinge. Then, rotate the door fluid domain mesh around the hinge pivot to the door closing position during the test. Step 4: Export the processed mesh separately and import it into the fluid dynamics software to define different fluid domains, thus determining the overall vehicle fluid domain and the door fluid domain; Step 5: Create a 3D mesh, set the volume mesh generation scale and type, and generate the volume mesh for the entire vehicle and door areas; Step 6: Create a rotating model of the car door and an overlapping mesh model; Step 7: Obtain the test door closing speed curve and convert it into a table file format that can be read by fluid software. Read the file into the calculation model and associate it with the rotation speed of the door area. Step 8: The position of the driver's inner and outer ear and the right rear passenger's inner and outer ear in the inner and outer ear of the driver's inner and outer ear is set as the ear pressure calculation and monitoring point. The large eddy simulation model is used to calculate the ear pressure when the door is closed, and the simulation results of the ear pressure at the initial measurement point are obtained. Step 9: Conduct a door-closing ear pressure test to verify the simulation accuracy; Step 10: Compare the simulation results with the experimental results for each working condition. The adjustable parameters in the simulation are the through area of ​​the fluid channel and the resistance characteristics of the fluid channel. The simulation accuracy for each working condition meets ±10%. Step 11: Use the morph function to establish the deformation control region of the passenger compartment door closing ear pressure simulation model, import the whole vehicle domain mesh into the software with deformation function, and establish a deformation control body with the whole vehicle as the object. The deformation control body should include all the whole vehicle data, and add the whole vehicle to the deformation control body for volume control. Step 12: Select the deformed section and extract the area of ​​the deformed section; Step 13: Use morph to establish the deformation control volume control parameters. The deformation control volume is the deformation parameter, the deformation cross section normal is the deformation direction, and the deformation parameter L is established to realize the rapid change of multiple parameter values. The volume change of the acoustic cavity is: deformation cross section area S * deformation parameter L. By changing the value of deformation parameter L, the volume of the crew cabin is changed, and the changed acoustic cavity volume is output. Step 14: Control the passenger compartment volume by controlling the parameters of the morph deformation control body and the deformation cross-sectional area, and calculate the door closing pressure of the passenger compartment volume after deformation; process the data of different passenger compartment volumes and door closing pressures to identify the influence of passenger compartment volume on door closing pressure.

2. The method for analyzing the influence of passenger compartment volume changes on door closing ear pressure according to claim 1, characterized in that: Step 1 specifically involves: Obtain the geometric data of the body-in-white sheet metal, interior, exterior trim, glass, cladding, pressure relief valve, and acoustic components in the vehicle coordinate system. Process the vehicle data to create vehicle area meshes and door meshes. The vehicle mesh provides detailed modeling of the door frame area and the area from the cladding to the pressure relief valve, while other areas are modeled more simply. The fluid path is: door - passenger compartment - cladding through hole - sheet metal through hole - pressure relief valve - pressure relief valve and rear bumper space - exterior space. The door mesh provides detailed modeling of the door edges and sealing strips, while other parts are modeled more simply.

3. The analytical method for the influence of passenger compartment volume change on door closing ear pressure according to claim 2, characterized in that: Step 5 specifically involves: A volumetric mesh is established. The space mesh type for the whole vehicle area is a cut volume mesh. Boundary layer meshes are set on the walls. The mesh densification areas are the door frame, package rack through holes, sheet metal through holes, and pressure relief valve positions. The mesh size is 1~2mm, and the mesh size for other whole vehicle areas is 4~32mm. The hemispherical space area is -32~512mm. The mesh type for the door area is the same as that for the whole vehicle area. The mesh size for the door edge is 1~2mm, and the mesh size for other areas is 4~8mm.

4. The analytical method for analyzing the influence of crew cabin volume changes on door closing ear pressure according to claim 3, characterized in that: Step 6 specifically involves: the mesh model is composed of overlapping background meshes and component meshes; each mesh region overlaps in space, the fluid control equations are solved on the background mesh and component mesh respectively, the interpolation units constitute the internal boundary conditions to transmit data, and finally obtain the flow field information in the entire computational domain; in the model, the whole vehicle region is set as the background mesh, and the door mesh region is set as the component mesh; the movement form of the door mesh region is set as rotation, the axis of rotation is the door axis of rotation, the rotation speed is set as a table input, and the overlapping mesh model uses distance weighting for mesh interpolation.

5. The analytical method for analyzing the effect of crew cabin volume change on door closing ear pressure according to claim 4, characterized in that: Step 9 specifically involves: improving simulation accuracy through experimental verification. The experimental equipment consists of an ear pressure testing system and a gate speed meter. The ear pressure testing system comprises a high-speed data acquisition system (measurement accuracy: ±0.01%, single-channel sampling frequency: 500KHz), a micro-pressure sensor (measurement accuracy: ±0.5%, measurement range: -500Pa~500Pa, sampling frequency: 1KHz), and a calibrator. Multiple sets of ear pressure tests are conducted by changing the pressure relief valve area and the test speed. Simulations of the corresponding working conditions are then performed to obtain comparative simulation test data.

6. The method for analyzing the influence of passenger compartment volume changes on door closing ear pressure according to claim 5, characterized in that: Step 12 specifically involves: Select the location between the rear of the front seat and the rear seat. After selecting the location, create a local deformation control body at this location and obtain the cross-sectional area. Import the processed vehicle model data and use the plane creation function to create an X-plane. This plane is larger than the vehicle's outline at this location in the X, Y, and Z directions. Then, perform an intersection operation on the vehicle surface with this plane to obtain the vehicle's inner outline surface. The area of ​​this outline surface is the volumetric deformation cross-sectional area S.

7. An analytical system for analyzing the effect of changes in crew cabin volume on door closing ear pressure, characterized in that: The system includes: The data processing module processes vehicle and door data to establish a simulated passenger compartment model and door surface mesh model for vehicle ear pressure simulation. The fluid domain establishment module establishes a closed fluid domain consisting of an 8 m diameter hemisphere and the entire vehicle, which serves as the main fluid domain for ear pressure simulation; and establishes a cuboid 10 cm away from the door outline, which encloses the door to form a closed cavity, serving as the door fluid domain for ear pressure simulation. The door closing position setting module obtains the door closing position during the test and obtains the door pivot data through the hinge. The door fluid domain mesh is then rotated to the door closing position during the test with the hinge pivot as the rotation center. The mesh processing module exports the processed meshes separately and imports them into the fluid software to define different fluid domains, thus determining the overall vehicle fluid domain and the door fluid domain. A 3D mesh creation module is used to create a 3D mesh, set the volume mesh generation scale and type, and generate a volume mesh for the entire vehicle and door areas. Overlapping mesh model creation module, which creates a rotating door model and an overlapping mesh model; The test module obtains the test door closing speed curve and converts it into a table file format that can be read into by fluid software. The file is then read into the calculation model and associated with the rotation speed of the door area. The monitoring module defines the position of the driver's inner and outer ear and the right rear passenger's inner and outer ear as the ear pressure calculation monitoring point, and uses a large eddy simulation model to calculate the ear pressure when the door is closed to obtain the initial measurement point ear pressure simulation result; The verification module performs a door-closing ear pressure test to verify the simulation accuracy. The comparison module compares the simulation results with the experimental results for each working condition. The adjustable parameters in the simulation include the through-hole area of ​​the fluid channel and the resistance characteristics of the fluid channel. The simulation accuracy for each working condition meets ±10%. The control module uses the morph function to establish the deformation control area of ​​the simulation model of the passenger compartment door closing ear pressure. The whole vehicle domain mesh is imported into the software with deformation function, and a deformation control body is established with the whole vehicle as the object. The deformation control body should include all the whole vehicle data and add the whole vehicle to the deformation control body for volume control. A cross-section extraction module, wherein the cross-section extraction module selects a deformed cross section and extracts the area of ​​the deformed cross section; The deformable body control module uses morph to establish deformable control body control parameters. The deformable control body is the deformable parameter, the normal of the deformable cross section is the deformable direction, and a deformable parameter L is established to realize rapid changes in multiple parameter values. The volume change of the acoustic cavity is: deformable cross section area S * deformable parameter L. By changing the value of the deformable parameter L, the volume of the crew cabin is changed, and the changed acoustic cavity volume is output. The identification module controls the passenger compartment volume through the morph deformation control body control parameters and the deformation cross-sectional area, calculates the door closing ear pressure of the passenger compartment volume after deformation, and processes the data of different passenger compartment volumes and door closing ear pressures to identify the influence of passenger compartment volume on door closing ear pressure.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement an analytical method for the effect of cabin volume change on door closing ear pressure as described in any one of claims 1-6.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, it implements the method for analyzing the effect of changes in passenger cabin volume on door-closing ear pressure as described in any one of claims 1-6.

10. A vehicle, characterized in that, include: The memory, the processor, and the computer program stored in the memory and executable on the processor, the processor executing the program to implement the method for analyzing the effect of cabin volume change on door-closed ear pressure as described in any one of claims 1-6.

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