Vehicle wheel cavity area aerodynamic noise evaluation method, device, equipment and storage medium

Abstract

The present invention discloses a method, device, equipment and storage medium for evaluating aerodynamic noise in the wheel cavity area of ​​a vehicle, and belongs to the field of vehicle design technology. The present invention establishes a vehicle simulation model of a target vehicle under a tire rolling state; performs steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters; calculates the energy gradient function of the wheel cavity area according to the flow field physical parameters, and evaluates the wheel cavity aerodynamic noise performance according to the energy gradient function. In this way, the whole vehicle simulation modeling, steady flow field simulation, and energy gradient function calculation and analysis process under the wheel rolling state are used to evaluate the wind noise performance of the wheel cavity area. The energy gradient function obtained by the steady flow field calculation is used to evaluate the wind noise performance of the wheel cavity area. There is no need to perform unsteady flow field calculation, which can effectively reduce the time cost of simulation optimization, and more accurately evaluate the aerodynamic noise in the wheel cavity by evaluating the wheel under rolling conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle design, and in particular to a method, device, equipment and storage medium for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle. Background Art

[0002] Traditional methods for evaluating the wind noise performance of automobile styling mainly focus on the upper body styling, such as rearview mirrors, A-pillars and other structures. The aerodynamic noise generated by these structures is generally caused by the separation and reattachment of the airflow generated by the airflow flowing through the structure. At present, there is still a blank in the evaluation of the wind noise performance of the wheel cavity area structure. Different from the traditional causes of the upper body aerodynamic noise, the aerodynamic noise in this area is mostly caused by the rotation of the wheel stirring the cavity airflow, causing vortex shedding and fragmentation. The wind noise evaluation method of the upper body such as the rearview mirror area is not very applicable in the wheel cavity area. At the same time, in the design of the wheel cavity wind noise performance, designers often judge the pros and cons of the styling details based on experience and modify them before performing numerical calculations. This will require engineers to have rich design experience. This method will have no effect or negative effect solutions to a certain extent, which prolongs the optimization design cycle. On the other hand, it is difficult for wind tunnel tests to separate the mechanical noise caused by the transmission mechanism under the rotation of the wheel and the aerodynamic noise in the wheel cavity area, so it is impossible to objectively evaluate the aerodynamic noise performance of the wheel cavity area.

[0003] The above contents are only used to assist in understanding the technical solution of the present invention and do not constitute an admission that the above contents are prior art. Summary of the invention

[0004] The main purpose of the present invention is to provide a method, device, equipment and storage medium for evaluating aerodynamic noise in the wheel cavity area of ​​a vehicle, aiming to solve the technical problem of inefficient and inaccurate evaluation of wind noise performance in the wheel cavity area in the prior art.

[0005] To achieve the above object, the present invention provides a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle, the method comprising the following steps:

[0006] Establishing a vehicle simulation model of the target vehicle under the tire rolling state;

[0007] Perform steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters;

[0008] The energy gradient function of the wheel cavity region is calculated according to the flow field physical parameters, and the aerodynamic noise performance of the wheel cavity is evaluated according to the energy gradient function.

[0009] Optionally, the establishing of a vehicle simulation model of the target vehicle under a tire rolling state includes:

[0010] Obtain wheel data, cabin component data, and exterior body data of the target vehicle;

[0011] Establishing a geometric model of the target vehicle according to the wheel data, the cabin component data and the outer body data;

[0012] Determine a boundary geometric model according to the geometric model;

[0013] Meshing is performed according to the boundary geometric model to obtain a vehicle simulation model under a tire rolling state.

[0014] Optionally, performing steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters includes:

[0015] Obtaining preset test parameters, and determining wheel setting working conditions and constant calculation parameters according to the preset test parameters;

[0016] According to the wheel setting working condition and the steady calculation parameters, a steady flow field simulation calculation is performed on the vehicle simulation model to obtain flow field physical parameters.

[0017] Optionally, determining the wheel setting working condition and the constant calculation parameter according to the preset test parameters includes:

[0018] Determine tire speed parameter and rim speed parameter according to the preset test parameters;

[0019] Determining a wheel setting condition according to the tire speed parameter and the rim speed parameter;

[0020] Determining boundary conditions and turbulence models according to the preset test parameters;

[0021] The steady-state calculation parameters are determined according to the boundary conditions and the turbulence model.

[0022] Optionally, calculating the energy gradient function of the wheel cavity region according to the flow field physical parameters, and evaluating the wheel cavity aerodynamic noise performance according to the energy gradient function, comprises:

[0023] Constructing an energy gradient function according to the physical parameters of the flow field;

[0024] Determining the energy gradient function value of the wheel cavity region according to the energy gradient function;

[0025] The wheel cavity aerodynamic noise performance of the target vehicle is evaluated according to the energy gradient function value of the wheel cavity area.

[0026] Optionally, constructing an energy gradient function according to the flow field physical parameters includes:

[0027] Determining air pressure parameters, air velocity parameters and flow direction parameters according to the flow field physical parameters;

[0028] An energy gradient function is constructed according to the air pressure parameter, the air velocity parameter and the flow direction parameter.

[0029] Optionally, the evaluating the wheel cavity aerodynamic noise performance of the target vehicle according to the energy gradient function value of the wheel cavity area includes:

[0030] Determining cross-sectional energy gradient function values ​​of a plurality of target cross-sections according to the energy gradient function value of the wheel cavity region;

[0031] Determine the average value of the energy gradient function of each monitoring point according to the cross-sectional energy gradient function value;

[0032] Determine a pneumatic noise variation relationship diagram of the wheel cavity area according to the average value of the energy gradient function;

[0033] The wheel cavity aerodynamic noise performance of the target vehicle is evaluated according to the wheel cavity area aerodynamic noise change relationship diagram.

[0034] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle wheel cavity area aerodynamic noise assessment device, the vehicle wheel cavity area aerodynamic noise assessment device comprising:

[0035] A model building module, used to build a vehicle simulation model of a target vehicle under a tire rolling state;

[0036] A simulation calculation module, used for performing steady flow field simulation according to the vehicle simulation model to obtain physical parameters of the flow field;

[0037] The performance evaluation module is used to calculate the energy gradient function of the wheel cavity area according to the physical parameters of the flow field, and evaluate the aerodynamic noise performance of the wheel cavity according to the energy gradient function.

[0038] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle wheel cavity area aerodynamic noise assessment device, the vehicle wheel cavity area aerodynamic noise assessment device comprising: a memory, a processor and a vehicle wheel cavity area aerodynamic noise assessment program stored on the memory and running on the processor, the vehicle wheel cavity area aerodynamic noise assessment program is configured to implement the vehicle wheel cavity area aerodynamic noise assessment method as described above.

[0039] In addition, to achieve the above-mentioned purpose, the present invention also proposes a storage medium, on which a vehicle wheel cavity area aerodynamic noise assessment program is stored. When the vehicle wheel cavity area aerodynamic noise assessment program is executed by a processor, the vehicle wheel cavity area aerodynamic noise assessment method as described above is implemented.

[0040] The present invention establishes a vehicle simulation model of the target vehicle under the tire rolling state; performs steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters; calculates the energy gradient function of the wheel cavity area according to the flow field physical parameters, and evaluates the wheel cavity aerodynamic noise performance according to the energy gradient function. In this way, the whole vehicle simulation modeling, steady flow field simulation, and energy gradient function calculation and analysis process under the wheel rolling state are used to evaluate the wind noise performance of the wheel cavity area. The energy gradient function obtained by the steady flow field calculation is used to evaluate the wind noise performance of the wheel cavity area. There is no need to perform unsteady flow field calculation, which can effectively reduce the simulation optimization time cost, and more accurately evaluate the aerodynamic noise in the wheel cavity by evaluating the wheel rolling condition. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a schematic diagram of the structure of a vehicle wheel cavity area aerodynamic noise assessment device in the hardware operating environment involved in the embodiment of the present invention;

[0042] Figure 2 It is a schematic flow chart of a first embodiment of a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle according to the present invention;

[0043] Figure 3 It is a flow chart of a second embodiment of a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle according to the present invention;

[0044] Figure 4 A schematic diagram of cross-section selection in an embodiment of a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle according to the present invention;

[0045] Figure 5 A schematic diagram of the distribution of monitoring points in an embodiment of a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle according to the present invention;

[0046] Figure 6 A relationship change diagram of the wheel cavity area in an embodiment of the vehicle wheel cavity area aerodynamic noise evaluation method of the present invention;

[0047] Figure 7 A relationship change diagram of the optimized wheel cavity area in the first embodiment of the vehicle wheel cavity area aerodynamic noise evaluation method of the present invention;

[0048] Figure 8 This is a structural block diagram of the first embodiment of the vehicle wheel cavity area aerodynamic noise assessment device of the present invention.

[0049] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0050] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0051] Reference Figure 1 , Figure 1 The present invention is a schematic diagram of the structure of a vehicle wheel cavity area aerodynamic noise assessment device in the hardware operating environment involved in the embodiment of the present invention.

[0052] like Figure 1 As shown, the vehicle wheel cavity area aerodynamic noise assessment device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) memory, or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0053] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the vehicle wheel cavity area aerodynamic noise assessment device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0054] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a vehicle wheel cavity area aerodynamic noise assessment program.

[0055] exist Figure 1 In the vehicle wheel cavity area aerodynamic noise assessment device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the vehicle wheel cavity area aerodynamic noise assessment device of the present invention can be set in the vehicle wheel cavity area aerodynamic noise assessment device, and the vehicle wheel cavity area aerodynamic noise assessment device calls the vehicle wheel cavity area aerodynamic noise assessment program stored in the memory 1005 through the processor 1001, and executes the vehicle wheel cavity area aerodynamic noise assessment method provided by the embodiment of the present invention.

[0056] The embodiment of the present invention provides a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle, referring to Figure 2 , Figure 2 The figure is a flow chart of a first embodiment of a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle according to the present invention.

[0057] In this embodiment, the vehicle wheel cavity area aerodynamic noise assessment method comprises the following steps:

[0058] Step S10: Establishing a vehicle simulation model of the target vehicle under the tire rolling state.

[0059] In this embodiment, the execution subject of this embodiment may be the vehicle wheel cavity area aerodynamic noise assessment device, which has functions such as data processing, data communication and program running, and the vehicle wheel cavity area aerodynamic noise assessment device may be a computer or other intelligent terminal. Of course, it may also be other devices with similar functions, and this implementation condition does not limit this. For the sake of convenience, this implementation is described by taking the vehicle wheel cavity area aerodynamic noise assessment device as an example.

[0060] It should be noted that the traditional evaluation method of wind noise performance of automobile styling mainly focuses on the upper body styling, such as rearview mirrors, A-pillars and other structures. The aerodynamic noise generated by these structures is generally caused by the separation and reattachment of the airflow generated by the airflow flowing through the structure. At present, there is still a blank in the evaluation of the wind noise performance of the wheel cavity area structure. Different from the traditional causes of the upper body aerodynamic noise, the aerodynamic noise in this area is mostly caused by the rotation of the wheel stirring the cavity airflow, causing vortex shedding and fragmentation. The wind noise evaluation method of the upper body such as the rearview mirror area is not very applicable in the wheel cavity area. At the same time, in the design of wheel cavity wind noise performance, designers often judge the pros and cons of the styling details based on experience and modify them before performing numerical calculations. This will require engineers to have rich design experience. This method will have no effect or negative effect solutions to a certain extent, which prolongs the optimization design cycle. On the other hand, it is difficult for wind tunnel tests to separate the mechanical noise caused by the transmission mechanism under the state of wheel rotation and the aerodynamic noise in the wheel cavity area, so it is impossible to objectively evaluate the aerodynamic noise performance of the wheel cavity area. Therefore, how to efficiently and accurately evaluate the wind noise performance of the wheel cavity area is a technical problem that needs to be solved urgently.

[0061] It should be understood that the scheme of this embodiment provides an effective method for evaluating the aerodynamic noise of the wheel cavity area of ​​the automobile quickly, filling the gap of the wind noise performance evaluation method of the wheel cavity area. In the process of evaluating the wind noise performance by the energy gradient method, the energy gradient function is obtained by steady calculation to evaluate the aerodynamic noise performance of the wheel cavity area. The pros and cons of the wind noise performance of the area can be evaluated without the need for unsteady flow field simulation or accompanying calculation, which can expose the aerodynamic noise risk of the wheel cavity area in advance, and is conducive to shortening the time of aerodynamic noise simulation in the wheel cavity area. On the other hand, the energy gradient function, as an evaluation standard for the wind noise performance of the wheel cavity, is more suitable for evaluating the pressure pulsation caused by vortex shedding and crushing caused by the rotation of the wheel in the wheel cavity area and the stirring of the cavity airflow, thereby capturing the aerodynamic noise source in the area. This scheme evaluates the wind noise performance of the wheel cavity area through the process of CFD modeling of the whole vehicle under the rolling state of the wheel, steady flow field simulation, and energy gradient function calculation and analysis, and judges the wind noise performance of the wheel cavity area according to the K value of the energy gradient function of a specific cross section. The larger the K value, the greater the pressure pulsation in the area and the worse the aerodynamic noise performance. This scheme uses the rotating wall method to simulate the external flow field of the whole vehicle under the rolling state of the wheel. Compared with the scheme of evaluating wind noise performance by wind tunnel test, it can eliminate the mechanical vibration noise caused by wheel rolling and effectively extract the aerodynamic noise of the wheel cavity area. This scheme uses the energy gradient function obtained by steady flow field calculation to evaluate the wind noise performance of the wheel cavity area. There is no need to perform unsteady flow field calculation, which can effectively reduce the time cost of simulation optimization. The energy gradient method used in this scheme has been widely used in fluid flow phenomena caused by rotating mechanisms in cavities such as pipelines and centrifugal compressors, and has a good evaluation effect. The wheel cavity flow under wheel rotation conditions is similar to this type of flow phenomenon. Compared with the previous method of evaluating wind noise performance in the rearview mirror area, it can more accurately evaluate the aerodynamic noise in the wheel cavity.

[0062] In a specific implementation, a vehicle simulation model, that is, a vehicle CFD model, is first constructed according to various parameters of the target vehicle. The target vehicle can be a vehicle of any type and size, which is not limited in this embodiment.

[0063] Furthermore, in order to construct a CFD model that is convenient for evaluating the starting noise of the wheel cavity area of ​​the vehicle, step S10 includes: obtaining wheel data, cabin component data and outer body data of the target vehicle; establishing a geometric model of the target vehicle based on the wheel data, the cabin component data and the outer body data; determining a boundary geometric model based on the geometric model; and performing meshing based on the boundary geometric model to obtain a vehicle simulation model under the tire rolling state.

[0064] It should be noted that first, a 1:1 geometric model is established based on the wheel data, the data of the components in the cabin, and the data of the external body; then the geometric model is processed to obtain a boundary geometric model corresponding to the CFD calculation domain of the aerodynamic noise; the geometric model is meshed according to the boundary geometric model to obtain the vehicle CFD model.

[0065] It should be understood that by establishing a vehicle CFD model in this way, the aerodynamic noise of the entire wheel cavity area can be simulated without testing in a wind tunnel, and it is convenient for later structural testing and optimization of the wheel cavity area, shortening the development cycle and reducing development costs.

[0066] In a specific implementation, considering that the grid settings of the boundary area of ​​the geometric model and the CFD calculation domain of the geometric model are usually different when meshing, the geometric model is processed to predetermine the boundary geometric model corresponding to the CFD calculation domain of the aerodynamic noise. After determining the boundary geometric model, the boundary area and the CFD calculation domain in the geometric model are meshed separately according to the boundary geometric model to obtain the CFD model.

[0067] It should be noted that before meshing, the meshing parameters need to be determined. The meshing parameters may include the basic size of the surface mesh, the type of volume mesh, the number of prism layer meshes, the growth rate, the total thickness, and the basic size range of the volume mesh. After the meshing parameters are determined, the boundary area in the geometric model and the CFD calculation domain are meshed according to the meshing parameters and the boundary geometric model.

[0068] It should be understood that in order to capture the fine vortex structure around the wheel cavity of the vehicle to ensure the calculation accuracy, the volume mesh around the wheel cavity needs to be encrypted, and the mesh size of the minimum volume mesh encryption domain is preferably consistent with the wheel cavity surface mesh. And the transition between the area around the wheel cavity and the far-field volume mesh needs to be done well to ensure the accuracy of data transmission.

[0069] Step S20: performing steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters.

[0070] In a specific implementation, after the vehicle simulation model is established, simulation calculations need to be performed based on the vehicle simulation model to obtain various flow field physical parameters of the target vehicle, which is convenient for the subsequent energy gradient function.

[0071] Furthermore, in order to perform steady flow field simulation, step S20 includes: obtaining preset test parameters, and determining wheel setting conditions and steady calculation parameters based on the preset test parameters; performing steady flow field simulation calculation on the vehicle simulation model according to the wheel setting conditions and the steady calculation parameters to obtain flow field physical parameters.

[0072] It should be noted that the preset test parameters are first obtained, and the preset test parameters include a plurality of parameters set before the test is performed, so that the wheel setting conditions and the steady-state calculation parameters can be determined.

[0073] It should be understood that after the wheel setting working condition and the steady-state calculation parameters are obtained, simulation is performed under the wheel setting working condition according to the steady-state calculation parameters, so that the flow field physical parameters can be obtained.

[0074] In a specific implementation, in one example, the settings of the preset constant calculation parameters are shown in Table 1.

[0075] Table 1

[0076]

[0077] It can be understood that, in the steady-state calculation process, the number of iterations of the preset constant calculation parameters is a variable value, the number of iterations is related to the turbulence model, and the maximum number of iterations can be set to 5000 steps.

[0078] Furthermore, in order to accurately determine the wheel setting working conditions and steady-state calculation parameters, the steps of determining the wheel setting working conditions and steady-state calculation parameters according to the preset test parameters include: determining the tire speed parameters and the rim speed parameters according to the preset test parameters; determining the wheel setting working conditions according to the tire speed parameters and the rim speed parameters; determining the boundary conditions and the turbulence model according to the preset test parameters; determining the steady-state calculation parameters according to the boundary conditions and the turbulence model.

[0079] It should be noted that the S1.3 vehicle CFD model is subjected to steady-state calculations according to the preset working conditions of the wheels and the preset constant calculation parameters to obtain the physical parameters of the flow field, including the distribution of velocity, pressure, streamline direction, etc.

[0080] In a specific implementation, the preset working conditions of the wheel may include the rotational speed of the tire and the rim. The preset constant calculation parameters may include a turbulence model, number of iterations, boundary conditions and Y+ value. Boundary conditions include velocity inlet boundary, pressure outlet boundary, wall boundary and rotating wall boundary. The velocity inlet boundary can be understood as the gas velocity and turbulence properties corresponding to the wind tunnel inlet. The pressure outlet boundary can be understood as the pressure and turbulence properties corresponding to the wind tunnel outlet. The rotating wall boundary can be understood as the rotational speed corresponding to the rotation of the wheel around a fixed axis. The wall boundary may include a no-slip wall. In one embodiment, other areas in the CFD model except the velocity inlet and pressure outlet are set as no-slip wall boundaries.

[0081] Step S30: calculating the energy gradient function of the wheel cavity region according to the flow field physical parameters, and evaluating the aerodynamic noise performance of the wheel cavity according to the energy gradient function.

[0082] It should be understood that after determining the physical parameters of the flow field, the energy gradient function is constructed, and then the aerodynamic noise performance of different areas is determined according to the energy function values ​​of multiple monitoring points, and finally evaluated.

[0083] In a specific implementation, when it is determined that the K value (energy gradient function value) of the wheel cavity aerodynamic noise performance is too high, an adjustment is made to reduce the K value, thereby optimizing the design of the wheel cavity area and achieving optimization of the aerodynamic noise performance.

[0084] This embodiment establishes a vehicle simulation model of the target vehicle under the tire rolling state; performs steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters; calculates the energy gradient function of the wheel cavity area according to the flow field physical parameters, and evaluates the wheel cavity aerodynamic noise performance according to the energy gradient function. In this way, the whole vehicle simulation modeling, steady flow field simulation, and energy gradient function calculation and analysis process under the wheel rolling state are used to evaluate the wind noise performance of the wheel cavity area. The energy gradient function obtained by the steady flow field calculation is used to evaluate the wind noise performance of the wheel cavity area. There is no need to perform unsteady flow field calculation, which can effectively reduce the time cost of simulation optimization, and more accurately evaluate the aerodynamic noise in the wheel cavity by evaluating the wheel rolling condition.

[0085] refer to Figure 3 , Figure 3 The figure is a flow chart of a second embodiment of a method for evaluating aerodynamic noise in a wheel cavity area of ​​a vehicle according to the present invention.

[0086] Based on the first embodiment described above, the vehicle wheel cavity area aerodynamic noise assessment method of this embodiment includes in step S30:

[0087] Step S301: constructing an energy gradient function according to the physical parameters of the flow field.

[0088] It should be noted that the parameters required for constructing the energy gradient function are first extracted according to the physical parameters of the flow field, specifically the air pressure parameters, air velocity parameters and flow direction parameters, so that the energy gradient function can be constructed.

[0089] Furthermore, in order to accurately construct the energy gradient function, step S301 includes: determining the air pressure parameter, the air velocity parameter and the flow direction parameter according to the physical parameters of the flow field; and constructing the energy gradient function according to the air pressure parameter, the air velocity parameter and the flow direction parameter.

[0090] It should be understood that the energy gradient function finally constructed is as follows:

[0091]

[0092] in,

[0093]

[0094] is the total air pressure, H is the energy loss of the air, U is the velocity, p is the static air pressure, μ t is the turbulent viscosity, ρ is the air density, s is the tangential direction of the air flow, and the K value is a dimensionless flow field function, which represents the ratio of the normal energy gradient to the tangential energy loss. When the disturbance in the flow field does not change much, in the laminar state, the larger the K value, the easier it is for the flow to become unstable and the easier it is for it to transition to turbulence. In the turbulent state, the larger the K value, the higher the turbulence intensity, the more violent the pressure pulsation, the larger the amplitude of the sound wave generated by the sound source, and the worse the aerodynamic noise performance.

[0095] Step S302: determining the energy gradient function value of the wheel cavity region according to the energy gradient function.

[0096] It should be noted that after the energy gradient function is constructed, different monitoring points in the wheel cavity area are substituted into the energy gradient function for calculation, so as to obtain the energy gradient function value of the wheel cavity area.

[0097] Step S303: evaluating the wheel cavity aerodynamic noise performance of the target vehicle according to the energy gradient function value of the wheel cavity area.

[0098] It should be understood that after obtaining the energy gradient value of the wheel cavity area, the cross-sectional energy gradient function values ​​of multiple target interfaces are determined, thereby constructing a relationship diagram of the K value change of the aerodynamic noise, and then performing a performance analysis of the wheel cavity aerodynamic noise.

[0099] Furthermore, in order to accurately perform wheel cavity aerodynamic noise performance of the target vehicle, step S303 includes: determining section energy gradient function values ​​of multiple target sections according to the energy gradient function value of the wheel cavity area; determining the energy gradient function average value of each monitoring point according to the section energy gradient function value; determining the wheel cavity area aerodynamic noise change relationship diagram according to the energy gradient function average value; and evaluating the wheel cavity aerodynamic noise performance of the target vehicle according to the wheel cavity area aerodynamic noise change relationship diagram.

[0100] In a specific implementation, the energy gradient function K value on at least three sections of the wheel cavity position of the automobile is obtained. The energy gradient function K value of the section is used as the result of evaluating the wind noise performance of the wheel cavity area structure, and the area with a large K value is evaluated as an area with poor wheel cavity wind noise performance.

[0101] It should be noted that, in one example, three longitudinal sections are arranged along the wheel (refer to Figure 4 ), 13 monitoring points are evenly spaced along the circumference of the wheel in the cross-sectional plane, and the distribution of the monitoring points is as follows Figure 5As shown, there are 39 monitoring points in total. Take the K value of the monitoring points with the same label in different sections, calculate the average value of the energy gradient function K value of the label point, and obtain the change relationship diagram of the energy gradient function K value in the wheel cavity area based on the average value of the K value of the obtained monitoring point (refer to Figure 6 ). According to the above-mentioned relationship of cross-section K value change Figure 4 The energy gradient function K value peaks at points 1 and 8, respectively. The peak value at point 8 reaches the maximum, indicating that the airflow in the upper part of the wheel cavity close to the passenger compartment is the most unstable and the pressure pulsation is the most intense, which is evaluated as an area with poor aerodynamic noise performance.

[0102] It should be understood that, for the reasons stated above, the modification Figure 5 The wheel cavity structure is changed, the wheel cover curvature near the monitoring point 8 is changed, the airflow in this part is increased, and the adverse pressure gradient in the wheel cavity is reduced. Then, through simulation, the energy gradient function K value change relationship diagram of the wheel cavity area is generated, and it can be seen that the energy gradient function K value at this location is significantly reduced (reference Figure 7 ), ultimately achieving a low wind noise design for the wheel cavity area.

[0103] This embodiment constructs an energy gradient function according to the physical parameters of the flow field; determines the energy gradient function value of the wheel cavity region according to the energy gradient function; and evaluates the wheel cavity aerodynamic noise performance of the target vehicle according to the energy gradient function value of the wheel cavity region. In this way, the wind noise performance of the wheel cavity region is evaluated using the energy gradient function obtained by steady flow field calculation, without the need for unsteady flow field calculation, which can effectively reduce the time cost of simulation optimization.

[0104] In addition, an embodiment of the present invention further proposes a storage medium, on which a vehicle wheel cavity area aerodynamic noise assessment program is stored. When the vehicle wheel cavity area aerodynamic noise assessment program is executed by a processor, the steps of the vehicle wheel cavity area aerodynamic noise assessment method as described above are implemented.

[0105] Since the storage medium adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0106] Reference Figure 8 , Figure 8 This is a structural block diagram of the first embodiment of the vehicle wheel cavity area aerodynamic noise assessment device of the present invention.

[0107] like Figure 8 As shown, the vehicle wheel cavity area aerodynamic noise assessment device proposed in the embodiment of the present invention includes:

[0108] The model building module 10 is used to build a vehicle simulation model of the target vehicle under the tire rolling state.

[0109] The simulation calculation module 20 is used to perform steady flow field simulation according to the vehicle simulation model to obtain physical parameters of the flow field.

[0110] The performance evaluation module 30 is used to calculate the energy gradient function of the wheel cavity area according to the flow field physical parameters, and evaluate the aerodynamic noise performance of the wheel cavity according to the energy gradient function.

[0111] In this embodiment, a vehicle simulation model of the target vehicle under the tire rolling state is established; a steady flow field simulation is performed according to the vehicle simulation model to obtain the flow field physical parameters; the energy gradient function of the wheel cavity area is calculated according to the flow field physical parameters, and the wheel cavity aerodynamic noise performance is evaluated according to the energy gradient function. In this way, the whole vehicle simulation modeling, steady flow field simulation, and energy gradient function calculation and analysis process under the wheel rolling state are used to evaluate the wind noise performance of the wheel cavity area. The energy gradient function obtained by the steady flow field calculation is used to evaluate the wind noise performance of the wheel cavity area. There is no need to perform unsteady flow field calculation, which can effectively reduce the simulation optimization time cost, and by evaluating the wheel rolling condition, the aerodynamic noise in the wheel cavity can be more accurately evaluated.

[0112] In one embodiment, the model building module 10 is also used to obtain wheel data, cabin component data and outer body data of the target vehicle; establish a geometric model of the target vehicle based on the wheel data, the cabin component data and the outer body data; determine a boundary geometric model based on the geometric model; and perform grid division based on the boundary geometric model to obtain a vehicle simulation model under the tire rolling state.

[0113] In one embodiment, the simulation calculation module 20 is also used to obtain preset test parameters, and determine the wheel setting conditions and steady calculation parameters based on the preset test parameters; perform steady flow field simulation calculation on the vehicle simulation model according to the wheel setting conditions and the steady calculation parameters to obtain flow field physical parameters.

[0114] In one embodiment, the simulation calculation module 20 is also used to determine the tire speed parameter and the rim speed parameter according to the preset test parameters; determine the wheel setting conditions according to the tire speed parameter and the rim speed parameter; determine the boundary conditions and the turbulence model according to the preset test parameters; and determine the steady-state calculation parameters according to the boundary conditions and the turbulence model.

[0115] In one embodiment, the performance evaluation module 30 is further used to construct an energy gradient function according to the physical parameters of the flow field; determine the energy gradient function value of the wheel cavity area according to the energy gradient function; and evaluate the wheel cavity aerodynamic noise performance of the target vehicle according to the energy gradient function value of the wheel cavity area.

[0116] In one embodiment, the performance evaluation module 30 is further used to determine air pressure parameters, air velocity parameters and flow direction parameters according to the flow field physical parameters; and to construct an energy gradient function according to the air pressure parameters, the air velocity parameters and the flow direction parameters.

[0117] In one embodiment, the performance evaluation module 30 is further used to determine the cross-sectional energy gradient function values ​​of multiple target cross-sections according to the energy gradient function value of the wheel cavity area; determine the energy gradient function average value of each monitoring point according to the cross-sectional energy gradient function value; determine the aerodynamic noise change relationship diagram of the wheel cavity area according to the energy gradient function average value; and evaluate the wheel cavity aerodynamic noise performance of the target vehicle according to the aerodynamic noise change relationship diagram of the wheel cavity area.

[0118] It should be understood that the above is only an example and does not constitute any limitation on the technical solution of the present invention. In specific applications, technicians in this field can make settings as needed, and the present invention does not limit this.

[0119] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of the present invention. In practical applications, technicians in this field can select part or all of them according to actual needs to achieve the purpose of the present embodiment, and no limitation is made here.

[0120] In addition, for technical details not fully described in this embodiment, reference may be made to the vehicle wheel cavity area aerodynamic noise assessment method provided in any embodiment of the present invention, and will not be repeated here.

[0121] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0122] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0123] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0124] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for evaluating aerodynamic noise in a vehicle wheel cavity area, characterized in that: The vehicle wheel cavity area aerodynamic noise assessment method comprises: Establishing a vehicle simulation model of the target vehicle under the tire rolling state; Perform steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters; An energy gradient function of a wheel cavity region is calculated according to the flow field physical parameters, and aerodynamic noise performance of the wheel cavity region is evaluated according to the energy gradient function.

2. The vehicle wheel cavity area aerodynamic noise evaluation method according to claim 1, characterized in that: The step of establishing a vehicle simulation model of a target vehicle under a tire rolling state includes: Obtain wheel data, cabin component data, and exterior body data of the target vehicle; Establishing a geometric model of the target vehicle according to the wheel data, the cabin component data and the outer body data; Determine a boundary geometric model according to the geometric model; Meshing is performed according to the boundary geometric model to obtain a vehicle simulation model under a tire rolling state.

3. The vehicle wheel cavity area aerodynamic noise assessment method according to claim 1, characterized in that: The step of performing steady flow field simulation according to the vehicle simulation model to obtain flow field physical parameters includes: Obtaining preset test parameters, and determining wheel setting working conditions and constant calculation parameters according to the preset test parameters; According to the wheel setting working condition and the steady calculation parameters, a steady flow field simulation calculation is performed on the vehicle simulation model to obtain flow field physical parameters.

4. The vehicle wheel cavity area aerodynamic noise assessment method according to claim 3, characterized in that: The step of determining the wheel setting working condition and the constant calculation parameters according to the preset test parameters includes: Determine tire speed parameter and rim speed parameter according to the preset test parameters; Determining a wheel setting condition according to the tire speed parameter and the rim speed parameter; Determining boundary conditions and turbulence models according to the preset test parameters; The steady-state calculation parameters are determined according to the boundary conditions and the turbulence model.

5. The vehicle wheel cavity area aerodynamic noise assessment method according to claim 1, characterized in that: The step of calculating the energy gradient function of the wheel cavity region according to the flow field physical parameters, and evaluating the aerodynamic noise performance of the wheel cavity region according to the energy gradient function, comprises: Constructing an energy gradient function according to the physical parameters of the flow field; Determining the energy gradient function value of the wheel cavity region according to the energy gradient function; The aerodynamic noise performance of the wheel cavity area of ​​the target vehicle is evaluated according to the energy gradient function value of the wheel cavity area.

6. The vehicle wheel cavity area aerodynamic noise assessment method according to claim 5, characterized in that: The step of constructing an energy gradient function according to the flow field physical parameters comprises: Determining air pressure parameters, air velocity parameters and flow direction parameters according to the flow field physical parameters; An energy gradient function is constructed according to the air pressure parameter, the air velocity parameter and the flow direction parameter.

7. The vehicle wheel cavity area aerodynamic noise assessment method according to claim 5, characterized in that: The step of evaluating the aerodynamic noise performance of the wheel cavity area of ​​the target vehicle according to the energy gradient function value of the wheel cavity area includes: Determining cross-sectional energy gradient function values ​​of a plurality of target cross-sections according to the energy gradient function value of the wheel cavity region; Determine the average value of the energy gradient function of each monitoring point according to the cross-sectional energy gradient function value; Determine a pneumatic noise variation relationship diagram of the wheel cavity area according to the average value of the energy gradient function; The aerodynamic noise performance of the wheel cavity area of ​​the target vehicle is evaluated according to the aerodynamic noise change relationship diagram of the wheel cavity area.

8. A vehicle wheel cavity area aerodynamic noise assessment device, characterized in that: The vehicle wheel cavity area aerodynamic noise assessment device comprises: A model building module, used to build a vehicle simulation model of a target vehicle under a tire rolling state; A simulation calculation module, used for performing steady flow field simulation according to the vehicle simulation model to obtain physical parameters of the flow field; The performance evaluation module is used to calculate the energy gradient function of the wheel cavity area according to the physical parameters of the flow field, and evaluate the aerodynamic noise performance of the wheel cavity area according to the energy gradient function.

9. A vehicle wheel cavity area aerodynamic noise assessment device, characterized in that: The vehicle wheel cavity area aerodynamic noise assessment device comprises: a memory, a processor, and a vehicle wheel cavity area aerodynamic noise assessment program stored in the memory and running on the processor, wherein the vehicle wheel cavity area aerodynamic noise assessment program is configured to implement the vehicle wheel cavity area aerodynamic noise assessment method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores a vehicle wheel cavity area aerodynamic noise assessment program, and when the vehicle wheel cavity area aerodynamic noise assessment program is executed by the processor, the vehicle wheel cavity area aerodynamic noise assessment method according to any one of claims 1 to 7 is implemented.

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