Automobile seat acoustic data analysis method, computer device and storage medium

Abstract

The present application relates to the field of automobile acoustic performance, and discloses a kind of automobile seat acoustic data analysis method, computer equipment and storage medium, the method comprises: obtaining the equivalent porous parameter of predetermined sound-absorbing material;Call the standard acoustic cavity of automobile and the seat model of automobile seat, the seat model is coupled and embedded in standard acoustic cavity, and the seat acoustic performance model is obtained;The predetermined simulation part of seat model in seat acoustic performance model is set to the porous acoustic material corresponding to equivalent material porous parameter;According to preset excitation condition, the seat acoustic model is simulated acoustically, and the seat acoustic simulation result of predetermined sound-absorbing material corresponding to the porous acoustic material set is obtained.The equivalent porous parameter of different predetermined sound-absorbing material can be quickly and accurately identified, the intuitive seat acoustic simulation result is obtained, and the acoustic performance of automobile seat is accurately evaluated.

Description

Technical Field

[0001] This invention relates to the field of automotive acoustic performance, and more specifically to a method for analyzing acoustic data of automotive seats, a computer device, and a storage medium. Background Technology

[0002] Car interior noise generally consists of two parts: structural noise and airborne noise. Structural noise and airborne noise correspond to noise caused by vibration and pure sound sources, respectively. Noise control within the vehicle is typically achieved through acoustic packages installed in the gap between the interior trim and the vehicle body panels. This means the noise control effectiveness of the acoustic packages is greatly influenced by the acoustic performance of the interior trim components and their connection methods to the body panels and trim. However, car seats, occupying a significant portion of the cabin space and directly exposed to the acoustic cavity, have a direct and substantial impact on cabin noise levels. Current car seat designs primarily consider structural performance, such as resilience and safety, with less emphasis on acoustic performance. Consequently, the material design of car seats also prioritizes mechanical properties such as elasticity and tear resistance, rather than acoustic performance.

[0003] When evaluating the acoustic performance of automobiles, existing technologies typically employ experiments or a combination of experiments and simulations, using the acoustic properties of the acoustic package itself, such as sound absorption and insulation, as evaluation indicators. The shortcomings of this approach are twofold: firstly, the evaluation indicators are not intuitive and fail to reflect the impact on the surrounding acoustic space; secondly, the identification and correction of material parameters are difficult to implement in practice, especially for atypical acoustic materials, making it virtually impossible. For car seats, since they are large sound absorbers (i.e., acoustic packages) directly exposed in the vehicle's interior space and occupying a significant volume, their impact on the acoustic performance of the interior space is very direct. Furthermore, because car seats, as sound absorbers, have multi-faceted sound absorption effects, their sound absorption performance differs significantly between laboratory tests and actual vehicle interior environments. Therefore, evaluation methods that solely rely on the sound absorption and insulation performance of the acoustic package itself are not suitable for car seats. Moreover, when acoustic performance evaluation and design are based solely on the acoustic performance of the car seat itself, without considering the changes in in-vehicle acoustic performance caused by changes in its own performance, problems of over-design or under-design are likely to occur. In addition, the acoustic performance of car seats made of different materials is not consistent, and the material structure and thickness of parts such as seat covers are complex and diverse. Therefore, the overall material of a car seat cannot be used as a typical acoustic material for acoustic performance evaluation. Summary of the Invention

[0004] This invention provides a method for analyzing acoustic data of automotive seats, a computer device, and a storage medium. It can quickly and accurately identify the equivalent porous parameters of each preset sound-absorbing material, obtain intuitive acoustic simulation results of the seats to accurately evaluate the acoustic performance of automotive seats, and thus guide the analysis and design of the acoustic performance of automotive seats, improving the overall vehicle design efficiency and NVH performance.

[0005] A method for analyzing acoustic data of automotive seats, comprising:

[0006] Obtain the equivalent porous parameters of the preset sound-absorbing material; the equivalent porous parameters refer to the porous structure parameters of the porous acoustic material that has equivalent acoustic properties to the preset sound-absorbing material.

[0007] By calling up the standard acoustic cavity of a car and the seat model of a car seat, and coupling the seat model into the standard acoustic cavity, a seat acoustic performance model is obtained;

[0008] The preset simulation part of the seat model in the seat acoustic performance model is set as a porous acoustic material corresponding to the porosity parameters of the equivalent material;

[0009] The acoustic model of the seat is subjected to acoustic simulation according to the preset excitation conditions to obtain the acoustic simulation results of the seat of the preset sound-absorbing material corresponding to the porous acoustic material that has been set.

[0010] A computer device includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor, when executing the computer-readable instructions, implements the aforementioned automotive seat acoustic data analysis method.

[0011] A computer-readable storage medium storing computer-readable instructions that, when executed by a processor, implement the aforementioned automotive seat acoustic data analysis method.

[0012] The present invention provides a method, computer device, and storage medium for analyzing acoustic data of automotive seats. The method includes: obtaining equivalent porous parameters of a preset sound-absorbing material; the equivalent porous parameters refer to the porous structure parameters of a porous acoustic material having equivalent acoustic properties to the preset sound-absorbing material; calling a standard acoustic cavity of an automotive vehicle and a seat model of the automotive seat, coupling and embedding the seat model into the standard acoustic cavity to obtain a seat acoustic performance model; setting a preset simulation part of the seat model in the seat acoustic performance model as a porous acoustic material corresponding to the equivalent material's porous parameters; performing acoustic simulation on the seat acoustic model according to preset excitation conditions to obtain the seat acoustic simulation result of the preset sound-absorbing material corresponding to the set porous acoustic material.

[0013] This invention can quickly and accurately identify the equivalent porous parameters of different preset sound-absorbing materials, so that all preset sound-absorbing materials (including typical and atypical materials) can be equivalent to porous acoustic materials with equivalent acoustic properties. Then, a car seat equipped with porous acoustic materials with equivalent acoustic properties to the preset sound-absorbing materials is coupled and embedded into a standard acoustic cavity for acoustic simulation, and intuitive seat acoustic simulation results are obtained. Based on the seat acoustic simulation results, the acoustic performance of the car seat can be accurately evaluated, thereby guiding the analysis and design of the acoustic performance of the car seat, improving the overall vehicle design efficiency and NVH performance. Attached Figure Description

[0014] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a flowchart of a method for analyzing acoustic data of automotive seats in one embodiment of the present invention.

[0016] Figure 2 This is a flowchart of a method for analyzing acoustic data of automotive seats in another embodiment of the present invention.

[0017] Figure 3 This is a flowchart of step S101 of the automotive seat acoustic data analysis method in one embodiment of the present invention.

[0018] Figure 4 This is a schematic diagram of a computer device according to an embodiment of the present invention. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below 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.

[0020] In one embodiment, such as Figure 1 As shown, the automotive seat acoustic data analysis method includes the following steps S100-S400:

[0021] S100. Obtain the equivalent porosity parameters of the preset sound-absorbing material; the equivalent porosity parameters refer to the porous structure parameters of a porous acoustic material that has equivalent acoustic performance to the preset sound-absorbing material. Understandably, a car seat mainly consists of three structural parts: a seat cover, a seat core material, and a support frame. Considering the composition and materials of the car seat, its main function is to absorb noise in the cabin, i.e., sound absorption performance. The sound absorption performance of a car seat is mainly determined by the sound transmission area of ​​the seat surface and the sound absorption performance of the seat core material; the sound transmission area is related to the material and structural design of the seat cover. Therefore, in this embodiment of the invention, the materials of the seat core material and the seat cover should first be identified to determine their sound absorption performance. Specifically, the car seat materials to be identified mainly include the seat cover, the seat core material, and the back cover layer of the car seat. Common materials for seat covers include fabric, leather, and perforated leather; the seat core material is generally a foam material; and the back cover layer is usually located on the rear seats and can be made of thin fabric. Because some of the aforementioned materials, such as perforated leather and thin-layered fabric, have different acoustic properties and often require selection based on experience; while other materials, such as the seat cover core material used for support, like thin-layered sponge and seat core foam, although similar in state to porous sound-absorbing foam materials, have significantly different performance characteristics from typical foam sound-absorbing materials, this embodiment of the invention, from the perspective of acoustic performance design goals, treats all pre-set sound-absorbing materials in car seats (including seat covers, seat core materials, etc.) as equivalent porous acoustic materials with equivalent acoustic properties to the pre-set sound-absorbing materials, thereby unifying material types and simplifying the material identification process.

[0022] In one embodiment, such as Figure 2 As shown, in step S100, before obtaining the equivalent porosity parameters of the preset sound-absorbing material, the following steps are included:

[0023] S101. Determine the equivalent porous parameters based on the measured acoustic performance data of the preset sound-absorbing material and the preset porous acoustic model.

[0024] Specifically, the first step is to select the material type of the preset sound-absorbing material, such as perforated material, fabric material, foam material, or other materials. Then, for each material type, either direct recognition mode or fuzzy recognition mode is activated. Direct recognition mode is suitable for preset sound-absorbing materials with a clearly known material type (e.g., those that are already porous acoustic materials), or preset sound-absorbing materials that are known to have been equivalent to porous acoustic materials with equivalent porosity parameters (i.e., the equivalent porosity parameters of the preset sound-absorbing material are known, and can be directly identified). Fuzzy recognition mode is used for materials whose equivalent type is difficult to determine, such as foam materials with poor sound absorption performance or extremely thin thickness.

[0025] In this embodiment, for non-structural support components such as seat covers and seat core materials of automobile seats, with the goal of improving acoustic performance, different preset sound-absorbing materials are equivalent to porous acoustic materials with different equivalent pore parameters, thereby unifying the material model, simplifying the material modeling process, and streamlining and automating the acoustic performance design and analysis process from the material level to the overall seat structure. This also improves the accuracy of the material model when used for acoustic analysis.

[0026] Understandably, after obtaining the equivalent porosity parameters of the preset sound-absorbing material, the sound absorption performance of different preset sound-absorbing materials can be compared. Specifically, different preset sound-absorbing materials are regarded as having the same acoustic performance as different porous acoustic materials (porous acoustic materials with different equivalent porosity parameters) and their sound absorption performance is compared. That is, under the same conditions, the sound absorption performance of different porous acoustic materials with different equivalent porosity parameters is compared, and the sound absorption coefficients corresponding to different preset sound-absorbing materials are obtained, thereby achieving the goal of optimal sound absorption from the perspective of material type. The sound absorption performance comparison specifically involves using standardized one-third octave band spectrum data for comparison. The specific process is as follows: sequentially calling the equivalent porous parameters corresponding to different preset sound-absorbing materials, setting uniform material thickness, rear cavity conditions (i.e., the cavity between multiple layers of materials), and start and end analysis frequency points (analysis frequencies used in the simulation process), thereby obtaining multiple sound absorption coefficient curves corresponding to different preset sound-absorbing materials. Then, comparing and analyzing the different sound absorption coefficient curves, the sound absorption coefficient corresponding to different preset sound-absorbing materials is obtained. Based on the sound absorption coefficient, the type of preset sound-absorbing material to be used in the subsequent step S300 can be determined to assist in acoustic simulation.

[0027] In one embodiment, the preset porous acoustic model includes a first porous acoustic model; it is understood that, as Figure 3 As shown, step S101, namely determining the equivalent porous parameters based on the measured acoustic performance data of the preset sound-absorbing material and the preset porous acoustic model, includes:

[0028] S1011. Obtain a porous structure parameter set, which includes multiple sets of porous structure parameters preset within a preset parameter constraint range. The multiple sets of porous structure parameters (each set corresponding to a porous acoustic material with that parameter) are determined according to requirements. The preset parameter constraint range refers to a reasonable preset range for each parameter in the porous structure parameter set, serving as a reasonable constraint condition for the porous structure parameters in the set.

[0029] S1012. Construct a first porous acoustic model based on each set of porous structure parameters, and determine the predicted sound absorption coefficient corresponding to each set of porous structure parameters based on the first porous acoustic model; that is, in this step, a first porous acoustic model can be constructed for each set of porous structure parameters, and the predicted sound absorption coefficient corresponding to that set of porous structure parameters can be determined based on the first porous acoustic model. The porous structure parameters may include porosity, flow resistance, tortuosity, characteristic length (including viscous characteristic length and thermal characteristic length), etc.

[0030] In one embodiment, the first porous acoustic model is:

[0031]

[0032] in:

[0033] α is the predicted sound absorption coefficient;

[0034] Porosity is one of the parameters in the porous structure.

[0035] σ3 is the flow resistance in the porous structure parameters;

[0036] α2 ∞ The torsion degree of the single-layer perforated material;

[0037] Λ2 is the viscous characteristic length in the porous structure parameters;

[0038] Λ2' is the thermal characteristic length in the porous structure parameters.

[0039] ρ0 is the air density;

[0040] ω is the angular frequency;

[0041] η is the dynamic viscosity of air;

[0042] γ is the specific heat of air;

[0043] B 2 is the Prandtl constant for air.

[0044] S1013. Obtain the measured acoustic performance data of the preset sound-absorbing material, determine the measured sound absorption coefficient corresponding to the predicted sound absorption coefficient based on the measured acoustic performance data, and obtain the error value between the measured sound absorption coefficient and the predicted sound absorption coefficient. In this embodiment, the measured acoustic performance data can be obtained by actually testing the preset sound-absorbing material. The error value between the measured sound absorption coefficient and the predicted sound absorption coefficient can reflect whether the predicted sound absorption coefficient is very close to the measured sound absorption coefficient. When the error value is extremely small, it indicates that the preset sound-absorbing material can be equivalent to a porous acoustic material with the corresponding porous structure parameter (the porous structure parameter associated with the predicted sound absorption coefficient corresponding to the error value). At this time, the porous structure parameter is the equivalent porous parameter of the preset sound-absorbing material. Conversely, when the error value is large, it indicates that the preset sound-absorbing material cannot currently be equivalent to a porous acoustic material with the corresponding porous structure parameter.

[0045] S1014. Determine the predicted sound absorption coefficient corresponding to the minimum error value, and determine the porous structure parameter corresponding to the determined predicted sound absorption coefficient as the equivalent porous parameter. That is, in this embodiment, the porous structure parameter corresponding to the minimum error value (that is, the porous structure parameter corresponding to the predicted sound absorption coefficient already determined above) is the porous structure parameter corresponding to the porous acoustic material to which the preset sound-absorbing material can be equivalent, and at this time, the porous structure parameter is the equivalent porous parameter of the preset sound-absorbing material.

[0046] In this embodiment, the acoustic performance (measured sound absorption coefficient) of the preset sound-absorbing material is first obtained through actual testing. Then, a first porous acoustic model is constructed based on each set of porous structure parameters. Next, the predicted sound absorption coefficient corresponding to the set of porous structure parameters is determined based on the first porous acoustic model. Then, based on the error value between the measured sound absorption coefficient and the predicted sound absorption coefficient, the degree of matching of their acoustic performance is determined, thereby determining the equivalent porous parameters of the preset sound-absorbing material. That is, the porous acoustic material corresponding to the equivalent porous parameters is determined (i.e., the porous acoustic material corresponding to the equivalent porous parameters has equivalent acoustic performance to the preset sound-absorbing material).

[0047] Further, the preset sound-absorbing material includes one or more of perforated materials, fabric materials, and foam materials; that is, in this embodiment, the preset sound-absorbing material includes various breathable and sound-permeable single-layer or multi-layer composite materials used on chair covers and seat core materials, and the preset sound-absorbing material includes, but is not limited to, one or more of perforated materials, fabric materials, and foam materials. In step S1013, determining the measured sound absorption coefficient corresponding to the predicted sound absorption coefficient based on the measured acoustic performance data includes:

[0048] Obtain the measured acoustic performance data of the preset sound-absorbing material. The measured acoustic performance data includes the linear spectrum of the vertical incident sound absorption coefficient of the preset sound-absorbing material measured by an impedance tube. That is, in this step, the actual acoustic performance data of the sound-absorbing material is measured by an impedance tube test, namely the linear spectrum of the vertical incident sound absorption coefficient. The linear spectrum of the vertical incident sound absorption coefficient includes the sound absorption coefficient of the preset sound-absorbing material corresponding to different frequencies.

[0049] The measured sound absorption coefficient corresponding to the predicted sound absorption coefficient is determined based on the linear spectrum of the sound absorption coefficient. That is, based on the frequency corresponding to the predicted sound absorption coefficient, the sound absorption coefficient corresponding to that frequency can be determined from the linear spectrum of the sound absorption coefficient; this sound absorption coefficient is the measured sound absorption coefficient. Through the above embodiment, the measured sound absorption coefficient corresponding to the predicted sound absorption coefficient can be determined in step S1013, thereby determining the equivalent porosity parameters of the preset sound-absorbing material.

[0050] Further, the preset sound-absorbing material includes a single-layer fabric material; in step S1013, determining the measured sound absorption coefficient corresponding to the predicted sound absorption coefficient based on the measured acoustic performance data includes:

[0051] Obtain the measured acoustic performance data of the single-layer fabric material, and determine the measured sound absorption coefficient based on the measured acoustic performance data and a preset sound absorption coefficient model; the measured acoustic performance data includes the measured flow resistance and material thickness; the preset sound absorption coefficient model is as follows:

[0052]

[0053] in:

[0054] α(σ1,t1) is the measured sound absorption coefficient;

[0055] σ1 is the measured flow resistivity of the single-layer fabric material;

[0056] t1 is the material thickness of the single-layer fabric material;

[0057] ρ0 is the air density;

[0058] c0 is the speed of sound in air.

[0059] The above embodiment can also determine the measured sound absorption coefficient corresponding to the predicted sound absorption coefficient in step S1013, and then determine the equivalent porous parameters of the preset sound absorption material. However, this embodiment is only applicable to single-layer fabric materials.

[0060] In one embodiment, the preset sound-absorbing material includes a single-layer perforated material; the preset porous acoustic model includes a second porous acoustic model; understandably, step S101, namely determining the equivalent porous parameters based on the measured acoustic performance data of the preset sound-absorbing material and the preset porous acoustic model, includes:

[0061] The measured acoustic performance data of the single-layer perforated material are obtained, and the equivalent porosity parameters of the single-layer perforated material are determined based on the measured acoustic performance data and the second porous acoustic model. The measured acoustic performance data includes perforation diameter, pore center distance, and material thickness. The equivalent porosity parameters include porosity, flow resistance, tortuosity, viscous characteristic length, and thermal characteristic length. The second porous acoustic model includes:

[0062]

[0063]

[0064]

[0065] Λ1=Λ1'=r

[0066] in:

[0067] The porosity of the single-layer perforated material;

[0068] r is the perforation diameter of the single-layer perforated material;

[0069] d is the center-to-center distance of the holes in the single-layer perforated material;

[0070] t2 is the material thickness of the single-layer perforated material.

[0071] σ2 is the flow resistance of the single-layer perforated material;

[0072] η is the dynamic viscosity of air;

[0073] α1 ∞ The torsion degree of the single-layer perforated material;

[0074] ε e As a correction factor;

[0075] Λ1 is the viscous characteristic length of the single-layer perforated material;

[0076] Λ1' is the thermal characteristic length of the single-layer perforated material.

[0077] That is, in this embodiment, for a single-layer perforated material, by inputting its structural parameters (i.e., the measured acoustic performance data, specifically including but not limited to perforation diameter, hole center distance and material thickness, etc.) into the second porous acoustic model, the equivalent porous parameters output by the second porous acoustic model can be obtained.

[0078] Understandably, when the preset sound-absorbing material is a multi-layered material structure, such as the material of a seat cover, the preset sound-absorbing material can first be equivalent in terms of the number of layers. That is, the preset sound-absorbing material with a multi-layered structure can be equivalent to a single layer or a multi-layered structure, and then its equivalent porosity parameters can be obtained. Specifically, whether the preset sound-absorbing material is equivalent to a single layer or a multi-layered structure depends on the degree of fit between the acoustic performance corresponding to the equivalent parameters and the measured acoustic performance. It is preferable to equate the preset sound-absorbing material with a multi-layered structure to a single layer, and then determine its equivalent porosity parameters through the above embodiments. If it cannot be equivalent to a single layer, the number of equivalent layers should be minimized as much as possible, and then its equivalent porosity parameters should be determined through the above embodiments to reduce the amount of subsequent calculations.

[0079] S200. A standard acoustic cavity for the car and a seat model for the car seat are called. The seat model is coupled and embedded within the standard acoustic cavity to obtain a seat acoustic performance model. The standard acoustic cavity simulates the interior space where the car seat is located. Its volume is close to the actual interior space, and its shape can be rectangular (rectangles facilitate calculations; using a standard acoustic cavity as the simulation basis avoids the complex modeling operations of fitting the car seat into a real car model, simplifying the modeling method and steps; in this invention, the standard acoustic cavity can also be replaced with a real car model). This setting considers both the size of the actual space and eliminates the influence of the complexity of the actual interior space shape on the modeling difficulty. It also facilitates the construction of spatial units during laboratory verification. Coupling and embedding the seat model within the standard acoustic cavity means placing the car seat into the standard acoustic cavity and then installing and connecting it to the inner surface of the standard acoustic cavity according to the actual installation position of the car seat in a vehicle.

[0080] In one embodiment, step S200, which involves coupling and embedding the seat model into the standard acoustic cavity to obtain a seat acoustic performance model, includes:

[0081] The acoustic environment type for the vehicle's acoustic simulation is determined. This includes standard acoustic environments and actual acoustic environments. In a standard acoustic environment, acoustic simulation is performed using a unit standard force source or sound source (i.e., a physical quantity with an amplitude of 1; for example, a unit standard sound source is 1N for a standard force source, and 1W for a sound source's sound power) as the excitation source. In an actual acoustic environment, acoustic simulation is performed using force sources or sound sources (such as noise sources) from actual vehicle operation tests as the excitation source. Understandably, acoustic simulation in a standard acoustic environment allows for a comparative analysis of the acoustic performance of car seats with different equivalent multi-cavity parameters (and their optimized schemes) under standard sound source conditions (i.e., a comparative evaluation of the impact of different sound-absorbing materials on the acoustic performance of the car seat), enabling rapid comparison and analysis between different schemes. Acoustic simulation in an actual acoustic environment simulates the acoustic performance of the car seat under actual force or sound source excitation conditions and is also suitable for evaluating the control effect of the car seat on specific excitation frequencies or frequency bands.

[0082] The analysis frequencies are determined, including both low-to-mid frequency and mid-to-high frequency bands. The minimum value in the mid-to-high frequency band is greater than the maximum value in the mid-to-low frequency band. Simulated acoustic simulations in the low-to-mid frequency band can be used to evaluate the effect of car seat sound absorption and vibration damping on the suppression of mid-to-low frequency airborne and structural noise within the vehicle. Simulated acoustic simulations in the mid-to-high frequency band can be used to evaluate the impact of car seat sound absorption on mid-to-high frequency airborne noise within the vehicle. The aforementioned mid-to-high frequency and mid-to-low frequency bands encompass all frequency bands that may actually exist on a car seat. In other words, this embodiment can intuitively reflect the quality of seat acoustic performance by simulating the impact and effect of car seats on the acoustic performance of the surrounding acoustically enclosed space across the entire frequency range, thereby achieving the design and optimization of seat acoustic performance.

[0083] The standard acoustic cavity and the seat model are coupled and connected according to the analysis frequency. Since the minimum value in the mid-to-high frequency band is greater than the maximum value in the mid-to-low frequency band, the frequency band of the analysis frequency can be determined first, and then the coupling and connection method to be used can be determined. Specifically, when the analysis frequency is in the mid-to-low frequency band, the coupling and connection processing of the standard acoustic cavity and the seat model must be performed using finite element method simulation. In this case, the standard acoustic cavity and the seat model will be converted to finite element format (or they are already in finite element format). Then, using the finite element format car seat model mesh as a reference (since the standard acoustic cavity has a square structure and is easy to re-mesh, using the car seat model mesh as a reference can reduce the workload of re-meshing; in special cases, the car seat model mesh can also be re-meshed based on the standard acoustic cavity model mesh for coupling and connection processing), the model mesh of the standard acoustic cavity is re-meshed through methods such as neighboring node merging and mesh mapping to ensure model coupling. When the analysis frequency is in the mid-to-high frequency range, the statistical energy method must be used to couple the standard acoustic cavity and the seat model. At this time, the standard acoustic cavity and the seat model can be in either finite element format or CAD format. If the standard acoustic cavity and the seat model are in finite element format, the coupling connection is performed according to the above finite element method. If the standard acoustic cavity and the seat model are in CAD format, the coupling between the car seat and the standard acoustic cavity is achieved through Boolean operations.

[0084] When the called seat model includes a seat cover structure, the standard acoustic cavity and the seat model after coupling connection processing are recorded as the seat acoustic performance model; understandably, if the called car seat model does not include a seat cover structure, the standard acoustic cavity and the seat model after coupling connection processing can be directly recorded as the seat acoustic performance model, and then proceed to step S300.

[0085] When the called seat model does not include a seat cover structure, a preset number of seat cover mesh layers are generated parallel to the outer surface along the local normal vector direction of the outer surface of the seat model. The generated seat cover mesh, along with the standard acoustic cavity and the seat model after coupling and connection processing, are recorded as the seat acoustic performance model. Understandably, if the called car seat model does not include a seat cover structure, then based on the outer surface configuration of the imported car seat model mesh, multiple layers of mesh parallel and spaced to the outer surface are generated along the local normal vector direction of the outer surface of the car seat to simulate the seat cover structure. The preset number of layers can be 2-3. The seat acoustic performance model after the above coupling and connection processing simplifies modeling and improves design efficiency.

[0086] S300: Set the preset simulation part of the seat model in the seat acoustic performance model to a porous acoustic material corresponding to the equivalent material porosity parameters; wherein, the preset simulation part refers to the part of the car seat that will be replaced with the preset sound-absorbing material, such as the seat cover and seat core material. Different preset simulation parts can be replaced with different types of preset sound-absorbing materials (that is, porous acoustic materials corresponding to the equivalent material porosity parameters of the preset sound-absorbing materials). After determining the equivalent porosity parameters of the preset sound-absorbing materials in step S100, the acoustic performance of the preset sound-absorbing materials has been compared and determined. Therefore, the determined acoustic performance of the preset sound-absorbing materials can provide a reference for the material setting of the preset simulation parts. That is, based on the acoustic performance of the preset sound-absorbing materials, multiple sets of material parameter combinations of different preset sound-absorbing materials are set for the car seat, and then acoustic simulation is performed based on the above material parameter combinations.

[0087] Among the different combinations of material parameters, the changes can include the preset sound-absorbing material, material thickness, perforation configuration design, perforation position, perforation distribution, etc. For setting multiple sets of different preset sound-absorbing material parameter combinations for car seats, different combinations and quantities can be determined based on experimental methods such as orthogonal design.

[0088] S400. Perform acoustic simulation on the seat acoustic model according to preset excitation conditions to obtain the seat acoustic simulation results of the preset sound-absorbing material corresponding to the porous acoustic material that has been set. Understandably, the preset excitation conditions can be a unit standard force source or sound source in a standard acoustic environment, or a force source or sound source (such as a noise source) in an actual car operation test in an actual acoustic environment. The above-mentioned preset excitation conditions are stored in the database in advance for retrieval when needed. Further, by setting a porous acoustic material (a set of material parameter combinations of preset sound-absorbing materials) once in step S300, an acoustic simulation can be performed on the seat acoustic model containing the porous acoustic material set this time in step S400 to obtain the seat acoustic simulation results corresponding to the porous acoustic material set this time (that is, the preset sound-absorbing material corresponding to the equivalent material pore parameters of the porous acoustic material). Based on the above seat acoustic simulation results, it can be determined which preset sound-absorbing material can be set on the car seat to have better acoustic performance. That is, the seat acoustic simulation results can characterize the overall acoustic performance of the car seat in a standard acoustic cavity. Understandably, after obtaining the acoustic simulation results of the seat, they can be associated with and stored in conjunction with the parameters obtained in the above embodiments.

[0089] In one embodiment, step S400, which involves performing acoustic simulation on the seat acoustic model according to preset excitation conditions to obtain the seat acoustic simulation result of the preset sound-absorbing material corresponding to the already set porous acoustic material, includes:

[0090] Obtain the preset excitation conditions under the acoustic environment type for acoustic simulation of the vehicle; wherein, the preset excitation conditions can be a unit standard force source or sound source in a standard acoustic environment, or a force source or sound source (such as a noise source) in the actual operation test of the vehicle in a real acoustic environment. The above preset excitation conditions are stored in the database in advance for retrieval when needed.

[0091] The load is invoked to perform overall noise simulation according to the preset excitation conditions; that is, the load can be directly invoked and applied at the corresponding position according to the preset excitation conditions to obtain the acoustic simulation results of the seat; for example, if the preset excitation condition is a unit standard force source on a certain node of the seat base, then a force of 1N will be applied to the node of the seat base in this step to perform overall noise simulation. The specific simulation process will not be described in detail here.

[0092] Obtain the acoustic simulation results of the test acoustic cavity corresponding to the seat. The test acoustic cavity refers to the cavity formed between the inner surface of the standard acoustic cavity and the outer surface of the car model, where the preset simulation part is set as the porous acoustic material, in the seat acoustic model. Understandably, the seat acoustic simulation results may include evaluation indicators such as transfer function, sound pressure level, or sound absorption coefficient. The sound pressure level or sound absorption coefficient are parameters corresponding to the test acoustic cavity around the car seat and can be directly calculated. The transfer function is obtained by calculating the ratio of the sound pressure level of the test acoustic cavity around the car seat to the excitation source. When using sound pressure level as a reference indicator, a lower sound pressure level indicates a better solution. When using sound absorption coefficient as an evaluation indicator, a higher sound absorption coefficient indicates a better solution. When using transfer function as an evaluation indicator, solutions with reduced prominent peaks, fewer fluctuating peaks, and smoother partial function curves are better. For example, after applying a 1N force to the seat base node to simulate overall noise, the sound pressure level of the test cavity around the car seat is calculated. Then, returning to step S300, the preset simulation part of the seat model in the seat acoustic performance model is set to a porous acoustic material corresponding to another set of equivalent material pore parameters. That is, the preset simulation part of the car seat is replaced with different preset sound-absorbing materials, and the above calculation in step S400 is repeated. This process continues until all the material parameter combinations of the multiple sets of different preset sound-absorbing materials set for the car seat in step S300 have been completed for acoustic simulation. At this point, all the obtained sound pressure levels are compared to obtain the seat acoustic simulation result (at this point, by comparing the sound pressure levels, the preset sound-absorbing material with the lower sound pressure level is the better preset sound-absorbing material). Subsequently, the design of the car seat can be guided based on the above seat acoustic simulation results, and its sound absorption performance and structure can be combined to better improve the overall vehicle design efficiency and NVH performance.

[0093] The optimal material parameter combination can be determined by the sensitivity between the sound absorption coefficient and changes in the structural parameters of the preset sound-absorbing material. Specifically, if the second material parameter combination differs from the first only in the change of one of the preset sound-absorbing materials, and the sound absorption coefficient of that material increases by 50% (percentage change in material performance), but the sound absorption coefficient of the car seat only increases by 1% after the material is replaced (percentage change in evaluation index), then the sound absorption efficiency (i.e., sensitivity) of the two material parameter combinations can be evaluated by the ratio of the percentage change in material performance to the percentage change in evaluation index. Conversely, if the third material parameter combination differs from the first only in the change of another preset sound-absorbing material, and the performance of that other material increases by 5%, while the sound absorption coefficient of the car seat also increases by 1%, then the third material parameter combination is undoubtedly superior to the second.

[0094] In this embodiment, since the car seat is a three-dimensional sound-absorbing structure, it requires multi-faceted sound absorption. Therefore, performance evaluation methods for sound envelope structures with relatively flat geometric configurations are not suitable. Thus, this embodiment uses the impact of the car seat on the acoustic performance of the surrounding environment (test acoustic cavity) as the evaluation index, which is more intuitive and practical. Furthermore, the use of the aforementioned more intuitive and referential method to evaluate the actual acoustic effect of the seat improves practical operability. The above embodiments of this invention can provide sensitivity design guidance for car seats, avoiding over-design.

[0095] This invention can accurately identify the equivalent porous parameters corresponding to the acoustic performance of the preset sound-absorbing material of a car seat, and intuitively reflect the quality of the seat's acoustic performance by simulating the influence and effect of the car seat on the acoustic performance of the surrounding acoustically enclosed space (i.e., the test acoustic cavity) across the entire frequency range, thereby realizing the design and optimization of the seat's acoustic performance.

[0096] The system first automatically identifies the equivalent porous parameters of non-structural support components such as seat covers and seat core materials. Using the acoustic performance of preset sound-absorbing materials as the judgment index, it accurately establishes a seat acoustic performance model containing porous acoustic materials corresponding to the equivalent material porous parameters. Then, it fully considers the impact of the sound absorption of the car seat on both the low-mid frequency range and the mid-high frequency range. Using finite element method and statistical energy method, acoustic simulations are performed in the test cavity containing the seat model under different preset excitation conditions to obtain the corresponding seat acoustic simulation results, thereby predicting the acoustic performance of the car seat. At the same time, it considers the impact of changes in car seat materials or material structure on the overall acoustic performance parameters of the seat—that is, the design sensitivity—and reasonably optimizes the acoustic performance design of the seat.

[0097] This invention can quickly and accurately identify the equivalent porous parameters of different preset sound-absorbing materials, so that all preset sound-absorbing materials (including typical and atypical materials) can be equivalent to porous acoustic materials with equivalent acoustic properties. Then, a car seat equipped with porous acoustic materials with equivalent acoustic properties to the preset sound-absorbing materials is coupled and embedded into a standard acoustic cavity for acoustic simulation, and intuitive seat acoustic simulation results are obtained. Based on the seat acoustic simulation results, the acoustic performance of the car seat can be accurately evaluated, thereby guiding the analysis and design of the acoustic performance of the car seat, improving the overall vehicle design efficiency and NVH performance.

[0098] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0099] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 4 As shown, the computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer-readable instructions, and a database. The internal memory provides an environment for the operation of the operating system and computer-readable instructions stored in the non-volatile storage medium. When the computer-readable instructions are executed by the processor, they implement a method for analyzing acoustic data of automotive seats.

[0100] A computer device includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor, when executing the computer-readable instructions, implements the aforementioned automotive seat acoustic data analysis method.

[0101] In one embodiment, a computer-readable storage medium is provided that stores computer-readable instructions, which, when executed by a processor, implement the automotive seat acoustic data analysis method.

[0102] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware with computer-readable instructions. These computer-readable instructions can be stored in a non-volatile computer-readable storage medium. When executed, these computer-readable instructions can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided by this invention can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), direct memory bus RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0103] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units or modules is used as an example. In practical applications, the above functions can be assigned to different functional units or modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above.

[0104] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for analyzing acoustic data of automotive seats, characterized in that, include: Determining equivalent porous parameters based on measured acoustic performance data of a preset sound-absorbing material and a preset porous acoustic model includes: acquiring a set of porous structure parameters, wherein the set of porous structure parameters includes multiple sets of porous structure parameters preset within a preset parameter constraint range; constructing a first porous acoustic model based on each set of porous structure parameters, and determining a predicted sound absorption coefficient corresponding to each set of porous structure parameters based on the first porous acoustic model; acquiring measured acoustic performance data of the preset sound-absorbing material, determining a measured sound absorption coefficient corresponding to the predicted sound absorption coefficient based on the measured acoustic performance data, and acquiring an error value between the measured sound absorption coefficient and the predicted sound absorption coefficient; determining a predicted sound absorption coefficient corresponding to the smallest error value, and determining the porous structure parameter corresponding to the determined predicted sound absorption coefficient as the equivalent porous parameter; the equivalent porous parameter refers to the porous structure parameter of a porous acoustic material that has equivalent acoustic performance to the preset sound-absorbing material. A standard acoustic cavity of a car and a seat model of a car seat are called up, and the seat model is coupled and embedded into the standard acoustic cavity to obtain a seat acoustic performance model. When the seat model is coupled and embedded into the standard acoustic cavity, the acoustic environment type for the car acoustic simulation is obtained and the analysis frequency is determined. The standard acoustic cavity and the seat model are coupled and connected according to the analysis frequency. When the called seat model includes a seat cover structure, the standard acoustic cavity and the seat model after coupling and connection are recorded as the seat acoustic performance model. When the called seat model does not include a seat cover structure, a seat cover mesh of a predetermined number of layers parallel to the outer surface is generated along the local normal vector direction of the outer surface of the seat model, and the generated seat cover mesh, along with the standard acoustic cavity and the seat model after coupling and connection, are recorded as the seat acoustic performance model. The preset simulation part of the seat model in the seat acoustic performance model is set as a porous acoustic material corresponding to the porosity parameters of the equivalent material; The acoustic model of the seat is subjected to acoustic simulation according to the preset excitation conditions to obtain the acoustic simulation results of the seat of the preset sound-absorbing material corresponding to the porous acoustic material that has been set.

2. The method for analyzing acoustic data of automotive seats as described in claim 1, characterized in that, The preset sound-absorbing material includes one or more of perforated materials, fabric materials, and foam materials; the measured acoustic performance data includes the linear spectrum of the vertical incident sound absorption coefficient of the preset sound-absorbing material measured by an impedance tube. The step of determining the measured sound absorption coefficient corresponding to the predicted sound absorption coefficient based on the measured acoustic performance data includes: The measured sound absorption coefficient corresponding to the predicted sound absorption coefficient is determined based on the linear spectrum of the sound absorption coefficient.

3. The method for analyzing acoustic data of automotive seats as described in claim 1, characterized in that, The preset sound-absorbing material includes a single-layer fabric material; The step of determining the measured sound absorption coefficient corresponding to the predicted sound absorption coefficient based on the measured acoustic performance data includes: The measured sound absorption coefficient is determined based on the measured acoustic performance data of the single-layer fabric material and a preset sound absorption coefficient model; the measured acoustic performance data includes the measured flow resistivity and material thickness; the preset sound absorption coefficient model is as follows: in: This is the measured sound absorption coefficient; σ1 is the measured flow resistivity of the single-layer fabric material; The thickness of the single-layer fabric material; air density; The speed of sound in air.

4. The method for analyzing acoustic data of automotive seats as described in claim 1, characterized in that, The preset sound-absorbing material includes a single-layer perforated material; the preset porous acoustic model includes a second porous acoustic model; The step of determining the equivalent porous parameters based on the measured acoustic performance data of the preset sound-absorbing material and the preset porous acoustic model includes: The measured acoustic performance data of the single-layer perforated material are obtained, and the equivalent porosity parameters of the single-layer perforated material are determined based on the measured acoustic performance data and the second porous acoustic model. The measured acoustic performance data includes perforation diameter, pore center distance, and material thickness. The equivalent porosity parameters include porosity, flow resistance, tortuosity, viscous characteristic length, and thermal characteristic length. The second porous acoustic model includes: Λ1=Λ1'=r in: 1 represents the porosity of the single-layer perforated material; The diameter of the perforation in the single-layer perforated material; The center-to-center distance of the holes in the single-layer perforated material; The material thickness of the single-layer perforated material The flow resistance of the single-layer perforated material; η is the dynamic viscosity of air; The torsion degree of the single-layer perforated material; As a correction factor; Λ1 is the viscous characteristic length of the single-layer perforated material; Λ1' is the thermal characteristic length of the single-layer perforated material.

5. The method for analyzing acoustic data of automotive seats as described in claim 1, characterized in that, The step of performing acoustic simulation on the seat acoustic model according to preset excitation conditions to obtain the seat acoustic simulation result of the preset sound-absorbing material corresponding to the already set porous acoustic material includes: Obtain the preset excitation conditions under the acoustic environment type for acoustic simulation of the vehicle; The load is invoked to perform overall noise simulation according to the preset excitation conditions; Obtain the seat acoustic simulation results corresponding to the test acoustic cavity. The test acoustic cavity refers to the cavity formed between the inner surface of the standard acoustic cavity and the outer surface of the car model, which has been set as the porous acoustic material in the preset simulation part, in the seat acoustic model.

6. A computer device comprising a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, characterized in that, When the processor executes computer-readable instructions, it implements the automotive seat acoustic data analysis method as described in any one of claims 1 to 5.

7. A computer-readable storage medium storing computer-readable instructions, characterized in that, When computer-readable instructions are executed by a processor, they implement the automotive seat acoustic data analysis method as described in any one of claims 1 to 5.

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