A method, system and vehicle for actively reducing wind noise in a vehicle

Abstract

The application relates to a method and system for actively reducing wind vibration noise of a vehicle and the vehicle, which comprises the following steps: acquiring a driving speed of the vehicle when a window of the vehicle is opened; comparing the driving speed of the vehicle with a plurality of vehicle speed intervals, acquiring a corresponding airflow direction and airflow speed of a vehicle speed interval where the driving speed of the vehicle is located; and introducing airflow with a flow direction towards an outside of the window to the window according to the airflow direction and the airflow speed. The application can reduce wind noise while meeting air permeability, and improve a driving experience.

Description

Technical Field

[0001] This application relates to the field of vehicle noise reduction technology, and in particular to a method, system and vehicle for actively reducing vehicle wind vibration noise. Background Technology

[0002] Sunroofs or panoramic sunroofs are becoming increasingly popular with consumers due to their increased lighting and ventilation, and are gradually becoming one of the standard features of automobiles. However, when the sunroof is opened while driving, due to the Helmholtz resonant cavity effect, a violent wind vibration phenomenon is generated at the front of the sunroof opening, which causes the wind noise pressure value inside the car to rise sharply, reducing the driving and riding experience.

[0003] In addition, the aforementioned Helmholtz resonant cavity effect also occurs when the car window is opened while driving, resulting in severe wind vibration at the front of the window.

[0004] Therefore, how to reduce wind noise while ensuring breathability is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] This application provides a method, system, and vehicle for actively reducing vehicle wind noise, which can reduce wind noise while satisfying air permeability and improving the driving experience.

[0006] Firstly, a method for actively reducing vehicle wind noise is provided, which includes the following steps:

[0007] Get the vehicle's speed when the vehicle's window is open;

[0008] The vehicle's speed is compared with several speed ranges to obtain the airflow direction and speed corresponding to the speed range in which the vehicle's speed falls.

[0009] According to the airflow direction and airflow velocity, airflow is introduced into the window with a flow direction toward the outside of the window.

[0010] In some embodiments, when the window is a vehicle window, the method further includes:

[0011] When a vehicle's window is open, obtain the window opening degree.

[0012] Based on the stated window opening, obtain the air outlet opening of the main air duct for airflow discharge;

[0013] Adjust the opening of the main air duct to the air outlet.

[0014] In some embodiments, obtaining the air outlet opening of the main air duct for airflow discharge according to the window opening includes the following steps:

[0015] Compare the window opening degree with the mapping relationship between the window opening degree and the air vent opening degree;

[0016] Find the air vent opening corresponding to the stated window opening.

[0017] In some embodiments, after adjusting the opening of the main air duct to the air outlet, the method further includes the following steps:

[0018] Periodically measure the window opening;

[0019] Determine whether the window opening obtained in the current cycle is the same as the window opening obtained in the previous cycle;

[0020] If they are the same, the opening of the main air duct outlet will not be adjusted.

[0021] If they are different, then based on the window opening obtained in the current cycle, obtain the air outlet opening of the main air duct in the current cycle, and adjust the main air duct to that air outlet opening.

[0022] In some embodiments, the rear of column A and / or column B is provided with the air outlet of the main air duct.

[0023] In some embodiments, the method further includes the step of obtaining the airflow direction and airflow velocity corresponding to the vehicle speed range:

[0024] Within the speed range, select several speed points and drive the vehicle at one speed point.

[0025] The airflow is directed towards the outside of the window;

[0026] Adjust the airflow direction and velocity, and measure the wind vibration noise to find the airflow direction and velocity when the wind vibration noise is lowest;

[0027] By analogy, find the airflow direction and airflow velocity at the point where the wind vibration noise is lowest at each vehicle speed value;

[0028] Based on the airflow direction and velocity at the lowest wind vibration noise at each vehicle speed point, the airflow direction and velocity corresponding to the vehicle speed range are obtained.

[0029] In some embodiments, after introducing an airflow directed toward the outside of the window into the window, the method further includes the following steps:

[0030] The vehicle's speed is periodically acquired;

[0031] The vehicle speed obtained in the current period is compared with several speed ranges to obtain the speed range in which the vehicle speed obtained in the current period belongs.

[0032] Determine whether the speed range of the vehicle obtained in the current cycle is the same as the speed range of the vehicle obtained in the previous cycle.

[0033] If they are the same, then the airflow direction and airflow velocity will not be adjusted;

[0034] If they are not the same, adjust the airflow so that its airflow direction and speed correspond to the airflow direction and speed within the vehicle speed range obtained in the current cycle.

[0035] In some embodiments, the airflow is introduced from the passenger compartment of the vehicle to the window, or the airflow is introduced from outside the vehicle through the passenger compartment to the window.

[0036] Secondly, a system for actively reducing vehicle wind vibration noise is provided, comprising:

[0037] The vehicle parameter acquisition module is used to: acquire the vehicle's speed when the vehicle window is open;

[0038] The airflow parameter acquisition module is used to: compare the vehicle's driving speed with several speed ranges to obtain the airflow direction and airflow speed corresponding to the speed range in which the vehicle's driving speed is located.

[0039] An airflow introduction structure is used to: introduce airflow toward the outside of the window according to the airflow direction and airflow velocity.

[0040] Thirdly, a vehicle is provided having a system for actively reducing vehicle wind noise as described above.

[0041] The beneficial effects of the technical solution provided in this application include:

[0042] This application provides a method, system, and vehicle for actively reducing vehicle wind noise. Since the airflow direction and velocity for each vehicle speed range are pre-calibrated, when the vehicle opens its window while driving, the vehicle speed is acquired and compared with each speed range to obtain the corresponding airflow direction and velocity. Then, an airflow flowing from inside the vehicle to outside is actively introduced. This airflow, with the obtained airflow direction and velocity, is blown outwards from the window, creating a Karman vortex street phenomenon with the natural airflow outside the vehicle window. This alters the direction of the natural airflow outside the vehicle window, reducing the wind noise caused by the Helmholtz resonant cavity effect when the natural airflow passes through the vehicle window. Ultimately, while maintaining breathability, this solves the technical problem of high driving noise when the car window is open, improving the driving experience. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 A flowchart illustrating a method for actively reducing vehicle wind vibration noise provided in an embodiment of this application;

[0045] Figure 2 This is a flowchart of obtaining the airflow direction and airflow velocity corresponding to the vehicle speed range provided in the embodiments of this application;

[0046] Figure 3 A schematic diagram illustrating the introduction of airflow at the front of the sunroof, provided as an embodiment of this application.

[0047] Figure 4 A schematic diagram illustrating the introduction of airflow at the front of a vehicle window, provided as an embodiment of this application.

[0048] Figure 5 This is a flowchart of a method for actively reducing wind noise from vehicle windows, provided in an embodiment of this application.

[0049] Figure 6 A flowchart of adaptive control airflow direction and airflow velocity provided in the embodiments of this application;

[0050] Figure 7 A flowchart illustrating the adaptive control of the air outlet opening of the main air duct provided in this application embodiment;

[0051] Figure 8 This application provides a system block diagram for actively reducing vehicle wind vibration noise in its embodiments.

[0052] Figure 9 This is a schematic diagram of the opening adjustment mechanism provided in an embodiment of this application.

[0053] In the diagram: 1. Duct; 2. Airflow generator; 3. Airflow direction adjuster; 30. Main air duct; 300. First air duct; 301. Second air duct; 31. Moving part; 32. Drive mechanism; 33. Lead screw; 4. Opening adjustment mechanism; 40. Cover plate; 41. Drive assembly. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0055] See Figure 1 As shown in the figure, this application provides a method for actively reducing vehicle wind vibration noise, which includes the following steps:

[0056] 101: Obtain the vehicle's speed when the vehicle's window is open.

[0057] In step 101, the vehicle's speed can be measured by wheel speed sensors or by directly reading data from the vehicle controller.

[0058] Clearly, the aforementioned vehicles can be traditional gasoline-powered vehicles or new energy vehicles, such as electric vehicles or hydrogen fuel cell vehicles. They can be passenger cars, SUVs, vans, trucks, etc. The type of vehicle is not specifically limited in this application.

[0059] It should be noted that whether the windows of the aforementioned vehicles are open can be determined through the vehicle's BCM, as the open or closed status of the glass is automatically sent to the vehicle's BCM via a message.

[0060] It should be noted that both opening the sunroof and opening the car window will result in the aforementioned Helmholtz resonant cavity effect.

[0061] Therefore, the aforementioned window can be either the sunroof of a vehicle or a window on a vehicle door, i.e., a car window.

[0062] The aforementioned skylight can be a regular skylight or a panoramic skylight.

[0063] The windows on the doors of the aforementioned vehicles can be either the front doors or the rear doors.

[0064] 102: Compare the vehicle's speed with several speed ranges to obtain the airflow direction and speed corresponding to the speed range in which the vehicle's speed is located.

[0065] In step 102, the vehicle speed range is predetermined, and each vehicle speed range has a corresponding airflow direction and airflow speed that are predetermined.

[0066] When a vehicle is in the corresponding speed range, the airflow with the corresponding airflow speed and direction can reduce wind vibration noise to a required level.

[0067] Clearly, the more speed ranges there are, the narrower the range of speed values, the more precise the wind vibration and noise control, and the better the effect, but the higher the difficulty of control; while the fewer the ranges there are, the wider the range of speed values, the coarser the wind vibration and noise control, and the worse the control effect, but the lower the difficulty of control.

[0068] Therefore, the number of the above-mentioned speed ranges can be determined according to actual needs.

[0069] For example, as an example, the speed range includes: [30km / h, V1), [V1, V2), [V2, V3), [V3, V4), [V4, V5), [V5, 200km / h).

[0070] It should be noted that in step 102, when comparing the vehicle's speed with several speed ranges, the vehicle's speed may be lower than the minimum value of each speed range, such as below 30 km / h.

[0071] At this time, there is no need to actively introduce airflow. Therefore, even if there is wind noise, it will not affect the driving experience or can be ignored.

[0072] 103: According to the airflow direction and airflow velocity, an airflow with a direction toward the outside of the window is introduced into the window. The airflow, according to the airflow direction and airflow velocity, generates a Karman vortex street phenomenon with the natural airflow outside the vehicle window, changes the direction of the natural airflow outside the vehicle window, and weakens the wind vibration noise caused by the Helmholtz resonant cavity effect when the natural airflow outside the vehicle window passes through the vehicle window.

[0073] The method for actively reducing vehicle wind noise provided in this application embodiment is based on the following principle:

[0074] The airflow direction and velocity for each vehicle speed range are pre-calibrated. When the vehicle opens the window while driving, the vehicle speed is acquired and compared with the speed ranges to obtain the corresponding airflow direction and velocity. Then, an airflow from inside the vehicle to outside is actively introduced. This airflow, with the obtained airflow direction and velocity, is blown out of the window, creating a Karman vortex street phenomenon with the natural airflow outside the vehicle window. This changes the direction of the natural airflow outside the vehicle window, reducing the wind noise caused by the Helmholtz resonant cavity effect when the natural airflow passes through the vehicle window. Ultimately, while satisfying ventilation requirements, the technical problem of high driving noise when the car window is open is solved, improving the driving experience.

[0075] In step 102 above, the airflow direction and velocity corresponding to the vehicle speed range need to be obtained in advance. For details, see [link to relevant documentation]. Figure 2 As shown in the embodiment of this application, the steps for obtaining the airflow direction and airflow velocity corresponding to the vehicle speed range are also provided, specifically including:

[0076] 201: Within the speed range, select several speed points and drive the vehicle at one speed point.

[0077] For example, within the speed range [60km / h, 70km / h], select four speed points: 60km / h, 63km / h, 66km / h, and 69km / h. Then, start driving the vehicle at 60km / h.

[0078] 202: Introduce airflow that is directed toward the outside of the window.

[0079] In step 202, when reducing wind vibration noise for the sunroof, the window is the sunroof; when reducing wind vibration noise for the car window, the window is the car window.

[0080] 203: Adjust the airflow direction and velocity, and measure the wind vibration noise to find the airflow direction and velocity when the wind vibration noise is the lowest.

[0081] In step 203, a single-factor experiment can be conducted. For example, first, with the airflow direction constant, the airflow velocity is continuously changed, and the wind vibration noise under different airflow velocities is measured; then, with the airflow velocity constant, the airflow direction is continuously changed, and the wind vibration noise under different airflow directions is measured. This allows the airflow direction and airflow velocity at which the wind vibration noise is lowest to be determined.

[0082] It should be noted that when the airflow velocity or airflow direction changes, several point values ​​of airflow velocity or several point values ​​of airflow direction can be selected.

[0083] It should be noted that the airflow direction mentioned above can be determined by selecting a direction as a reference. For example, if the window is a sunroof, the vehicle height direction (that is, the Z direction in the vehicle coordinate system) can be selected as a reference, such as the angle between the vehicle height direction and the airflow direction.

[0084] For example, if the window is a car window, and the main air duct 30 is set behind the A-pillar and B-pillar to introduce airflow, then the vehicle width direction (that is, the Y direction in the whole vehicle coordinate system) can be selected as a reference, for example, the angle with the vehicle width direction can be used as the airflow direction.

[0085] Compared to traditional spoilers that protrude from the vehicle body surface, this application integrates the main air duct into the A / B pillar trim panels, without affecting the overall exterior styling of the vehicle body, making it more aesthetically pleasing.

[0086] 204: By analogy, find the airflow direction and airflow velocity at the point where the wind vibration noise is lowest at each vehicle speed.

[0087] 205: Based on the airflow direction and airflow velocity at the lowest wind vibration noise at each vehicle speed point, obtain the airflow direction and airflow velocity corresponding to the vehicle speed range.

[0088] In step 205, some commonly used optimization methods can be used to process the airflow direction and airflow velocity at the lowest wind vibration noise at each vehicle speed point value, so as to obtain the airflow direction and airflow velocity corresponding to the vehicle speed range.

[0089] For example, as an example, we can calculate the average value of the airflow direction when the wind vibration noise is the lowest at each vehicle speed point, i.e., the average value of the airflow direction, and at the same time, calculate the average value of the airflow velocity when the wind vibration noise is the lowest at each vehicle speed point, i.e., the average value of the velocity; use the average value of the airflow direction and the average value of the velocity as the airflow direction and airflow velocity corresponding to the vehicle speed range.

[0090] By analogy, the airflow direction and airflow velocity corresponding to other vehicle speed ranges can be obtained.

[0091] Of course, other commonly used optimization methods can also be used, such as curve fitting, simulation, etc.

[0092] Since this application involves actively introducing airflow, this active airflow interferes with the natural airflow outside the vehicle window. The gas that forms the active airflow can be air, which is readily available. Alternatively, an air tank could be designed on the vehicle, but this would inevitably increase costs and make the vehicle more complex.

[0093] Therefore, the advantages of using local materials are more obvious.

[0094] For example, the airflow is introduced from the passenger compartment of the vehicle to the window, that is, the air inside the vehicle is used directly to form an airflow that blows toward the window.

[0095] For example, as another example, the airflow is introduced from the outside of the vehicle through the passenger compartment to the window. That is, air from outside the vehicle is used directly to create an airflow that blows towards the window. Obviously, this method requires air to be introduced from the bottom of the vehicle.

[0096] The advantages and disadvantages of the two methods of air introduction described above complement each other.

[0097] For solutions that utilize the air inside a vehicle to create airflow, the air inside the vehicle is stationary relative to the vehicle. When using airflow generators such as blowers to create airflow, a relatively large amount of power is required to make the air move from stillness to the required airflow speed. However, this solution has a relatively shorter layout path and a simpler structure.

[0098] For solutions that utilize air from outside the vehicle to create airflow, the air outside the vehicle moves at the vehicle's speed relative to the vehicle. When using airflow generators such as blowers to create airflow, the required airflow speed can be achieved with relatively low power. However, this solution requires the air to travel from the outside of the vehicle through the passenger compartment and then to the windows, resulting in a relatively long path and a more complex structure.

[0099] Because the Helmholtz resonant cavity effect can cause severe wind vibration at the front of a car window or sunroof opening, in order to better reduce the wind vibration noise caused by the Helmholtz resonant cavity effect when airflow passes through the vehicle window, the airflow is actively introduced from the front of the window to the outside of the window.

[0100] It should be noted that airflow can also flow from the rear or side of the window to the outside of the window. For example, for a sunroof, airflow can be introduced from both sides in the width direction of the vehicle. For a car window, airflow can be introduced from the top of the window. However, compared with the noise reduction effect obtained by the airflow flowing from the front of the window to the outside of the window, the noise reduction effect obtained by the airflow flowing from the rear or side of the window to the outside of the window is slightly worse.

[0101] The reason for this may be that airflow is introduced from the rear or side of the window to the outside of the window. On the one hand, this makes the path of the airflow to the front of the window longer. On the other hand, because the path is longer, the airflow speed and direction deviate to a certain extent during this process. As a result, the airflow speed and direction after the deviation are not the airflow direction and speed that best match the current vehicle speed, so the noise reduction effect is slightly worse.

[0102] Therefore, it is preferable to introduce airflow at the front of the sunroof or window.

[0103] For example, see Figure 3 As shown, for a skylight, airflow is introduced at the front of the skylight.

[0104] For example, see Figure 4 As shown, for the car windows, main air ducts 30 can be set behind the A-pillar and B-pillar to introduce airflow. Among them, main air ducts 30 can be set in one or more of the left front window, left rear window, right front window and right rear window to introduce airflow and achieve active noise reduction.

[0105] When the window is a window on the vehicle door, that is, a car window, the window glass can stop midway when it is raised or lowered, that is, the window has an opening size that can be switched arbitrarily between 0 and 100%.

[0106] When a car window is partially opened, such as to 60%, the presence of the glass will block some of the airflow if the main air duct (30°) still has airflow. (See [reference needed]). Figure 4 As shown, the airflow coming out from under the main air duct 30 will be blocked by the raised glass. This part of the airflow obviously will not participate in the interference with the natural airflow outside the vehicle to generate the Karman vortex street phenomenon, that is, it will not participate in active noise reduction, and there is an airflow loss problem.

[0107] Therefore, to solve this problem, depending on the window opening, the opening of the main air duct 30's vents can be adjusted according to the window opening. For details, please refer to... Figure 5 As shown in the figure, this application provides a method for actively reducing wind noise from vehicle windows, which includes the following steps:

[0108] 301: When a vehicle's window is open, obtain the vehicle's speed and the window opening.

[0109] 302: Compare the vehicle's speed with several speed ranges to obtain the airflow direction and speed corresponding to the speed range in which the vehicle's speed is located.

[0110] 303: According to the window opening, obtain the air outlet opening of the main air duct 30 for airflow discharge.

[0111] Specifically, step 303 includes the following steps: comparing the window opening degree with the mapping relationship between the window opening degree and the air vent opening degree; and finding the air vent opening degree corresponding to the window opening degree.

[0112] For example, as a case study, the mapping relationship between the window opening and the air vent opening is as follows: the window opening and the air vent opening are equal. In this case, the window opening is equal to the air vent opening of the main air duct 30. For instance, if the window opening is 50%, the main air duct 30 opening is also 50%; if the window opening is 70%, the main air duct 30 opening is also 70%, and so on.

[0113] For example, the mapping relationship between the window opening and the air vent opening is: air vent opening = window opening + a. a can be a value according to actual needs, such as a = 3%. That is to say, the opening of the main air duct 30 is slightly larger than the window opening by 3%. When the window opening is 97% to 100%, the opening of the main air duct 30 remains unchanged and is always opened to the maximum of 100%.

[0114] 304: Adjust the main air duct 30 to the opening of the air outlet, and according to the airflow direction and airflow speed, introduce airflow with a flow direction toward the outside of the window through the main air duct 30.

[0115] This application can adjust the opening of the air outlet of the main air duct that supplies airflow according to the opening of the car window, make full use of the actively introduced airflow for active noise reduction, and prevent airflow loss caused by the glass blocking the airflow.

[0116] It should be noted that steps 302 and 303 can be performed simultaneously or one after the other; there is no strict order between them.

[0117] It should be noted that, since the glass moves from top to bottom to gradually open the car window, the main air duct 30 also opens gradually from top to bottom to gradually increase the opening of the air outlet.

[0118] Because vehicles constantly accelerate or decelerate during operation, their speed continuously changes. For example, actively introducing airflow can reduce noise and provide the desired comfort. However, once the speed changes again, maintaining the original airflow velocity and direction, while offering some noise reduction, is not optimal. Therefore, to address this issue, see [link to relevant documentation]. Figure 6 As shown, this application also provides a strategy for adaptively controlling airflow direction and velocity. Specifically, regardless of whether the window is a car window or a sunroof, after introducing airflow with a direction towards the outside of the window into the window, the method further includes the following steps:

[0119] 401: Periodically obtain the vehicle's speed.

[0120] 402: Compare the vehicle speed obtained in the current period with several speed ranges to obtain the speed range in which the vehicle speed obtained in the current period falls.

[0121] 403: Determine whether the speed range of the vehicle obtained in the current cycle is the same as the speed range of the vehicle obtained in the previous cycle.

[0122] 404: If they are the same, then the airflow direction and airflow velocity will not be adjusted.

[0123] 405: If they are not the same, adjust the airflow so that its airflow direction and airflow speed are the same as the airflow direction and airflow speed corresponding to the vehicle speed range obtained in the current cycle.

[0124] The aforementioned adaptive control strategy for airflow direction and speed can effectively adjust the airflow direction and speed according to the vehicle's current speed, thereby obtaining a more suitable airflow and thus achieving better noise reduction and driving experience.

[0125] The above-mentioned cycle size can be set according to actual needs, such as measuring the vehicle speed once every 2 minutes or once every 5 minutes.

[0126] Similarly, for vehicles with windows, the driver or passengers frequently adjust the window position while the vehicle is in motion, causing the window opening to constantly change. For example, at the current opening of the main air duct 30 vent, the airflow may not be blocked. However, after a period of time, if the window opening changes, maintaining the original opening of the main air duct 30 vent may result in the airflow being blocked by the glass. Therefore, to solve this problem, see [link to relevant documentation]. Figure 7 As shown, this application also provides a strategy for adaptively controlling the air outlet opening of the main air duct 30. Specifically, after adjusting the main air duct 30 to the air outlet opening, the method further includes the following steps:

[0127] 501: Periodically obtain the window opening degree.

[0128] 502: Determine whether the window opening obtained in the current cycle is the same as the window opening obtained in the previous cycle.

[0129] 503: If the same, do not adjust the opening of the air outlet of the main air duct 30.

[0130] 504: If they are not the same, adjust the opening of the air outlet of the main air duct 30. Specifically, according to the window opening obtained in the current cycle, obtain the opening of the air outlet of the main air duct 30 in the current cycle, and adjust the main air duct 30 to that opening.

[0131] The above cycle size can be set according to actual needs, such as measuring the window opening once every 30 seconds or once every 1 minute.

[0132] Of course, the opening of the air outlet of the main air duct 30 can be adjusted synchronously with the opening of the car window.

[0133] Based on the above methods for actively reducing vehicle wind noise, see [link to relevant documentation]. Figure 8As shown in the illustration, this application also provides a system for actively reducing vehicle wind noise, comprising a vehicle parameter acquisition module, an airflow parameter acquisition module, and an airflow introduction structure. The vehicle parameter acquisition module is used to acquire the vehicle's speed when the window is open. The airflow parameter acquisition module is used to compare the vehicle's speed with several speed ranges to acquire the airflow direction and velocity corresponding to the speed range in which the vehicle's speed falls. The airflow introduction structure is used to introduce airflow directed towards the outside of the window according to the airflow direction and velocity. This airflow, with the obtained airflow direction and velocity, blows outward from the window, thereby generating a Karman vortex street phenomenon with the natural airflow outside the vehicle window. This changes the direction of the natural airflow outside the vehicle window, weakening the wind noise caused by the Helmholtz resonant cavity effect when the natural airflow passes through the vehicle window. Ultimately, while satisfying ventilation requirements, it solves the technical problem of high driving noise when the car window is open, improving the driving experience.

[0134] It should be noted that the aforementioned airflow parameter acquisition module needs to compare the vehicle's speed with the pre-obtained speed range and the corresponding airflow direction and velocity. Therefore, the aforementioned airflow parameter acquisition module has a storage function to store the speed range and the corresponding airflow direction and velocity data. In other words, the aforementioned airflow parameter acquisition module is equipped with a storage module that stores the speed range and the corresponding airflow direction and velocity data. The aforementioned airflow parameter acquisition module can retrieve the speed range and the corresponding airflow direction and velocity data from the storage module for data comparison.

[0135] The aforementioned active vehicle wind vibration noise reduction system can be directly integrated into the vehicle for concealed installation. Compared to traditional mechanical windshield solutions, its use does not affect the overall vehicle design, resulting in a more aesthetically pleasing appearance. Because it can be built-in, it can be installed as long as the vehicle model has a pre-designed mounting location, making it highly versatile and allowing for modular reuse across different models. Furthermore, this active vehicle wind vibration noise reduction system can be extended to applications in scenarios where wind vibration noise is generated due to the Helmholtz resonant cavity effect.

[0136] Furthermore, regarding the case where the aforementioned window is a vehicle window, in the aforementioned system, the vehicle parameter acquisition module is also used to acquire the window opening degree. The airflow parameter acquisition module is also used to acquire the air outlet opening degree of the main air duct 30 for airflow discharge according to the window opening degree. The aforementioned airflow introduction structure is also used to adjust the opening degree of the main air duct 30 to the air outlet opening degree.

[0137] In order to generate an airflow that corresponds to the vehicle's speed and has a corresponding airflow direction and velocity, this application also provides a specific construction of the airflow introduction structure for actively reducing vehicle wind vibration noise.

[0138] See Figure 3 As shown, the airflow introduction structure includes a duct 1, an airflow generator 2, an airflow direction adjuster 3, and a controller. One end of the duct 1 is a gas inlet, and the other end is a gas outlet. The duct 1 can be installed inside the vehicle body, and the wiring can be concealed internally to ensure that it does not affect the exterior of the vehicle body. The airflow generator 2 is connected to the duct 1 and is used to drive the gas from the gas inlet into the duct 1 and out from the gas outlet to form an airflow. The airflow generator 2 can be in the form of a blower, etc. In addition, in order to reduce costs and reduce the complexity of the overall vehicle structure, there is no need to add a separate blower; the air conditioner blower can be used.

[0139] The airflow direction adjuster 3 is located at the gas outlet and is used to adjust the airflow direction of the airflow discharged from the gas outlet. The controller is connected to the airflow parameter acquisition module, the airflow generator 2 and the airflow direction adjuster 3, and is used to: control the airflow generator 2 to operate according to the airflow direction and airflow velocity corresponding to the vehicle speed range where the vehicle is traveling, so as to generate airflow with the airflow velocity, and control the airflow direction adjuster 3 to operate so that the airflow is discharged towards the outside of the vehicle window in the airflow direction, thereby generating a Karman vortex street phenomenon with the natural airflow outside the vehicle window, changing the natural airflow direction outside the vehicle window, and reducing the wind vibration noise caused by the Helmholtz resonant cavity effect when the natural airflow outside the vehicle window passes through the vehicle window.

[0140] Furthermore, regarding the case where the aforementioned window is a vehicle window, see [link to relevant documentation]. Figure 9 As shown, the airflow introduction structure also includes an opening adjustment mechanism 4, which is connected to the airflow direction adjuster 3. At the same time, the controller is also connected to the opening adjustment mechanism 4 and is used to control the opening adjustment mechanism 4 to work according to the obtained air outlet opening, so as to adjust the main air duct 30 to the air outlet opening.

[0141] To achieve airflow direction adjustment, this application embodiment also provides a specific structure of the airflow direction adjuster 3, see [link to relevant documentation]. Figure 3As shown, the airflow direction adjuster 3 includes a main air duct 30, a moving part 31, and a drive mechanism 32. One end of the main air duct 30 is connected to the gas outlet. On the other end, the two inner walls facing each other gradually slope away from the window along the airflow direction within the main air duct 30, while the inner wall away from the window gradually slopes towards the window. The main air duct 30 is a section of pipe. One end of the pipe can be detachably connected to the gas outlet of the duct 1, and the cross-sectional area of ​​the other end of the pipe gradually decreases. The movable component 31 is movably disposed within the main air duct 30, dividing the main air duct 30 into a first air duct 300 near the window and a second air duct 301 away from the window. Since the inner wall of the main air duct 30 near the window gradually slopes away from the window along the airflow direction, the airflow direction of the gas discharged from the first air duct 300 is biased towards the inside of the vehicle. Conversely, the inner wall of the main air duct 30 away from the window gradually slopes towards the window, so the airflow direction of the gas discharged from the second air duct 301 is biased towards the outside of the vehicle. The gas discharged from the first air duct 300 and the gas discharged from the second air duct 301 will converge, thereby changing the final airflow direction. The drive mechanism 32 is connected to the movable component 31 and the controller, and is used to drive the movable component 31 to move, thereby adjusting the cross-sectional area of ​​the second air duct 301 of the first air duct 300.

[0142] In this embodiment, the moving component 31 divides the main air duct 30 into a first air duct 300 and a second air duct 301. The air discharged from the first air duct 300 flows towards the inside of the vehicle, while the air discharged from the second air duct 301 flows towards the outside of the vehicle. Since the driving mechanism 32 can drive the moving component 31 to move, the cross-sectional area of ​​the first air duct 300 and the cross-sectional area of ​​the second air duct 301 can be adjusted. This allows for the distribution of the airflow through the first air duct 300 and the second air duct 301, causing the airflows that eventually converge to change direction, thus achieving the purpose of changing the airflow direction.

[0143] Furthermore, regarding the case where the aforementioned window is a vehicle window, see [link to relevant documentation]. Figure 9 As shown, the opening adjustment mechanism 4 includes a cover plate 40 and a drive assembly 41. The cover plate 40 is movably disposed at the end of the main air duct 30. The drive assembly 41 is connected to the cover plate 40 and is used to drive the cover plate 40 to move in order to adjust the opening of the main air duct 30.

[0144] Specifically, see Figure 9As shown, a guide assembly for guiding the cover plate 40 to move up and down is provided between the cover plate 40 and the vehicle body. A lead screw 33 is screwed onto the cover plate 40, and the lead screw 33 can be mounted on the vehicle body. The drive assembly 41 is connected to the lead screw 33 and is used to drive the lead screw 33 to rotate around its own axis, so as to move the cover plate 40 to adjust the area covering the main air duct 30, thereby achieving the purpose of adjusting the opening of the main air duct 30. The guide assembly includes mutually compatible guide grooves and guide blocks, one of which is provided on the cover plate 40 and the other is provided on the vehicle body.

[0145] See Figure 3 As shown, a guide assembly for guiding the movement of the moving component 31 is provided between the moving component 31 and the inner wall of the main air duct 30; a lead screw 33 is provided inside the main air duct 30, and the lead screw 33 is screwed to the moving component 31; the drive mechanism 32 is connected to the lead screw 33 and is used to drive the lead screw 33 to rotate around its own axis, so as to move the moving component 31. Under the guiding and limiting action of the guide assembly, the moving component 31 moves linearly under the drive of the lead screw 33 and will not rotate with the lead screw 33.

[0146] The guiding assembly includes a guide groove and a guide block that are mutually adapted to each other. One of the guide groove and the guide block is disposed on the moving part 31, and the other is disposed on the inner wall of the main air duct 30. That is, in one embodiment, the guide block is disposed on the moving part 31, and the guide groove is disposed on the inner wall of the main air duct 30; in another embodiment, the guide groove is disposed on the moving part 31, and the guide block is disposed on the inner wall of the main air duct 30.

[0147] See Figure 3 As shown, the moving part 31 has an inner cavity, and the drive mechanism 32 is located in the inner cavity. Installing the drive mechanism 32 in the inner cavity of the moving part 31 can make full use of the space and prevent it from occupying other space in the vehicle. Of course, it is also feasible to install the drive mechanism 32 on the outside of the main air duct 30, but this may occupy other space in the vehicle.

[0148] The aforementioned drive mechanism 32 and drive assembly 41 can use commonly available finished products such as motors.

[0149] To facilitate the adjustment of airflow direction in conjunction with the main air duct 30, the outer surface of the moving component 31 is preferably matched with the inner wall of the main air duct 30. Specifically, see... Figure 3 As shown, the outer wall of the moving part 31 near the window is parallel to the inner wall of the main air duct 30 near the window, and the outer wall of the moving part 31 away from the window is parallel to the inner wall of the main air duct 30 away from the window.

[0150] Because the vehicle's speed is predetermined within several speed ranges, each speed range has a pre-defined corresponding airflow direction and airflow speed.

[0151] Therefore, for ease of control and adjustment, the moving part 31 also has several set positions on its moving path, each set position corresponding to the airflow direction corresponding to the vehicle speed range in which the vehicle is traveling.

[0152] The airflow generator 2 has several speed settings, each of which corresponds to the airflow speed within the vehicle speed range.

[0153] By pre-calibrating the set position and gear, the required airflow speed can be obtained by controlling the gear of the airflow generator 2 through the controller. At the same time, the drive mechanism 32 is controlled by the controller to drive the moving part 31 to the set position, thereby obtaining the required airflow direction.

[0154] This application also provides a vehicle having a system for actively reducing vehicle wind noise as described in any of the above embodiments.

[0155] Vehicles equipped with the aforementioned active system for reducing vehicle wind noise can actively introduce an airflow from inside the vehicle to the outside while driving. This airflow, with the obtained airflow direction and velocity, blows outward from the window, thereby creating a Karman vortex street phenomenon with the natural airflow outside the vehicle window. This alters the direction of the natural airflow outside the vehicle window, reducing the wind noise caused by the Helmholtz resonant cavity effect when the natural airflow passes through the vehicle window. Ultimately, while maintaining ventilation, this solves the technical problem of high driving noise when the car window is open, improving the driving experience.

[0156] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and 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, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" 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; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0157] It should be noted that in this application, relational terms such as "first" and "second" are used merely 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 a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0158] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method of actively reducing wind noise of a vehicle, characterized by, It comprises the following steps: When the window of the vehicle is opened, the driving speed of the vehicle is obtained; The driving speed of the vehicle is compared with a plurality of vehicle speed intervals, and the airflow direction and airflow speed corresponding to the vehicle speed interval where the driving speed of the vehicle is located are obtained; According to the airflow direction and airflow speed, the airflow with the flow direction towards the outside of the window is introduced to the window; The method further comprises the following steps of obtaining the airflow direction and airflow speed corresponding to the vehicle speed interval: In the vehicle speed interval, a plurality of vehicle speed point values are selected, and the vehicle is driven at a vehicle speed point value; The airflow with the flow direction towards the outside of the window is introduced; The airflow direction and airflow speed are adjusted, and the wind-induced noise is measured to find the airflow direction and airflow speed at which the wind-induced noise is the lowest; By analogy, the airflow direction and airflow speed at which the wind-induced noise is the lowest at each vehicle speed point value are found out; Based on the airflow direction and airflow speed at which the wind-induced noise is the lowest at each vehicle speed point value, the airflow direction and airflow speed corresponding to the vehicle speed interval are obtained.

2. The method of claim 1, wherein the wind noise is reduced by actively controlling the air flow through the vehicle. When the window is a vehicle window, the method further comprises: When the vehicle window is opened, the opening degree of the vehicle window is obtained; According to the opening degree of the vehicle window, the opening degree of the air outlet of the main air duct (30) for discharging airflow is obtained; The main air duct (30) is adjusted to the opening degree of the air outlet.

3. The method of claim 2, wherein the step of actively reducing wind noise of the vehicle is performed by the vehicle. According to the opening degree of the vehicle window, the opening degree of the air outlet of the main air duct (30) for discharging airflow is obtained, comprising the following steps: The opening degree of the vehicle window is compared with the mapping relationship between the opening degree of the vehicle window and the opening degree of the air outlet; The opening degree of the air outlet corresponding to the opening degree of the vehicle window is found out.

4. The method of claim 2, wherein the step of actively reducing wind noise of the vehicle is performed by the vehicle. After adjusting the main air duct (30) to the opening degree of the air outlet, the method further comprises the following steps: Periodically obtain the opening degree of the vehicle window; Determine whether the opening degree of the vehicle window obtained in the current period is the same as the opening degree of the vehicle window obtained in the last period; If they are the same, the opening degree of the air outlet of the main air duct (30) is not adjusted; If they are not the same, the opening degree of the air outlet of the main air duct (30) in the current period is obtained according to the opening degree of the vehicle window obtained in the current period, and the main air duct (30) is adjusted to the opening degree of the air outlet.

5. The method of claim 2, wherein: The outflow opening of the main air duct (30) is arranged at the rear of the A-pillar and / or the B-pillar.

6. The method of claim 1, wherein the step of actively reducing wind noise of the vehicle is performed by a system comprising: a microphone; a processor; and a speaker. After introducing the airflow with the flow direction towards the outside of the window to the window, the method further comprises the following steps: Periodically obtain the driving speed of the vehicle; The driving speed of the vehicle obtained in the current period is compared with a plurality of vehicle speed intervals, and the vehicle speed interval where the driving speed of the vehicle obtained in the current period is located is obtained; Determine whether the vehicle speed interval where the driving speed of the vehicle obtained in the current period is located is the same as the vehicle speed interval where the driving speed of the vehicle obtained in the last period is located; If they are the same, the airflow direction and airflow speed are not adjusted; If they are not the same, the airflow is adjusted so that the airflow direction and airflow speed are the airflow direction and airflow speed corresponding to the vehicle speed interval where the driving speed of the vehicle obtained in the current period is located.

7. The method of claim 1, wherein the step of actively reducing wind noise of the vehicle is performed by a system comprising: a microphone; a processor; and a speaker. The airflow is introduced to the window from the passenger compartment of the vehicle, or the airflow is introduced to the window from the outside of the vehicle through the passenger compartment of the vehicle.

8. A system for actively reducing wind noise of a vehicle, the system comprising: It comprises: A vehicle parameter obtaining module for obtaining the driving speed of the vehicle when the window of the vehicle is opened; The air flow parameter acquisition module is configured to: compare the driving speed of the vehicle with a plurality of vehicle speed intervals, and acquire the air flow direction and the air flow speed corresponding to the vehicle speed interval in which the driving speed of the vehicle is located; The air flow introduction structure is configured to: introduce air flow with the air flow direction and the air flow speed to the window, so that the air flow direction is toward the outside of the window. The steps of acquiring the air flow direction and the air flow speed corresponding to the vehicle speed interval are as follows: In the vehicle speed interval, a plurality of vehicle speed point values are selected, and the vehicle is driven at a vehicle speed point value; Air flow with the air flow direction toward the outside of the window is introduced; The air flow direction and the air flow speed are adjusted, and the wind-induced noise is measured to find the air flow direction and the air flow speed at which the wind-induced noise is the lowest; By analogy, the air flow direction and the air flow speed at which the wind-induced noise is the lowest at each vehicle speed point value are found; Based on the air flow direction and the air flow speed at which the wind-induced noise is the lowest at each vehicle speed point value, the air flow direction and the air flow speed corresponding to the vehicle speed interval are obtained.

9. A vehicle characterized by: The system for actively reducing the wind-induced noise of a vehicle has the system as claimed in claim 8.

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