Vehicle dynamic sealing performance optimization method and related equipment

Abstract

The invention discloses a vehicle dynamic sealing performance optimization method and related equipment, and relates to the technical field of vehicle performance optimizing.The method comprises the steps that modeling simulation is conducted on a target vehicle to determine a first measuring point and a second measuring point on the target vehicle, the first measuring point is located on a vehicle door of the target vehicle, and the second measuring point is located on a vehicle door of the target vehicle; the second measuring point is located on the vehicle body of the target vehicle; vehicle testing operation is carried out under various testing conditions, the vehicle testing operation comprises the steps that the total displacement difference value of the target vehicle door is determined according to the first vibration signal and the second vibration signal, and the testing conditions comprise the hardness of the vehicle door sealing strip; according to the total displacement difference value and the hardness of the vehicle door sealing strip, a first function relation used for representing the total displacement difference value and the hardness of the vehicle door sealing strip is determined; and determining the target vehicle door sealing strip hardness according to the target displacement total difference value based on the first function relationship. According to the invention, through modeling simulation, quantitative evaluation and optimization model establishment, accurate optimization of the dynamic sealing performance of the vehicle is realized.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle performance optimization, and more specifically, to a vehicle dynamic sealing performance optimization method and related equipment. Background Art

[0002] With the rapid development of the automobile industry and the continuous improvement of consumer demand, in-vehicle noise control has become an important research direction. Dynamic sealing performance directly affects the level of wind noise in the car, which is one of the main sources of noise in the car. When driving at high speed, the opening and closing parts of the car body (such as doors and door frames) are easily deformed or displaced by wind loads, resulting in sealing failure, which in turn causes aerodynamic noise to be transmitted into the car.

[0003] In the related art, under high-speed conditions, the sealing performance of the door becomes a dynamic process, with many influencing factors that are intertwined; this makes it difficult to fully simulate and accurately evaluate the actual sealing performance of the door, especially when evaluating the relationship between the noise inside the car and the dynamic sealing of the door at high speeds; this complexity and uncertainty leads to many challenges in the actual dynamic sealing performance optimization process. That is, there is a technical problem in the prior art that the dynamic sealing performance of the vehicle is poor. Summary of the invention

[0004] A series of simplified concepts are introduced in the summary of the invention, which will be further described in detail in the detailed description. The summary of the invention of this application does not mean to attempt to define the key features and essential technical features of the technical solution claimed for protection, nor does it mean to attempt to determine the scope of protection of the technical solution claimed for protection.

[0005] The vehicle dynamic sealing performance optimization method and related devices provided in this application can achieve accurate optimization of the vehicle dynamic sealing performance through modeling simulation, quantitative evaluation and optimization model establishment.

[0006] In a first aspect, the present application provides a method for optimizing the dynamic sealing performance of a vehicle, the method comprising: modeling and simulating a target vehicle to determine a first measuring point and a second measuring point on the target vehicle, wherein the first measuring point is located on a door of the target vehicle, and the second measuring point is located on a body of the target vehicle; performing a vehicle test operation under a plurality of test conditions, wherein the vehicle test operation comprises: determining a total displacement difference of a target door according to a first vibration signal and a second vibration signal, the test conditions comprising a door sealing strip hardness, the first vibration signal being a vibration signal of the first measuring point, and the second vibration signal being a vibration signal of the second measuring point; determining a first functional relationship according to the total displacement difference and the door sealing strip hardness, wherein the first functional relationship is used to characterize a correlation between the total displacement difference and the door sealing strip hardness; and determining a target door sealing strip hardness according to a target total displacement difference based on the first functional relationship.

[0007] In a feasible implementation manner, the target vehicle is modeled and simulated to determine the first measuring point and the second measuring point on the target vehicle, including: modeling and simulating the target vehicle under target vehicle speed conditions to obtain a vehicle body external flow field pressure distribution diagram; determining the door side position of the target sealing interface area as the first measuring point, and determining the vehicle body side position of the target sealing interface area as the second measuring point, wherein the target sealing interface area is a sealing interface area with a smaller vehicle body pressure value in the vehicle body external flow field pressure distribution diagram.

[0008] In a feasible implementation manner, determining the total displacement difference of the target door based on the first vibration signal and the second vibration signal includes: performing displacement spectrum analysis on the first vibration signal and the second vibration signal to obtain a first vibration displacement value of the first measuring point within a preset frequency range, and a second vibration displacement value of the second measuring point within the preset frequency range; and determining the sum of the differences between the first vibration displacement value and the second vibration displacement value within the preset frequency range as the total displacement difference.

[0009] In a feasible implementation manner, the preset frequency range includes a first frequency value, a second frequency value, and a frequency value between the first frequency value and the second frequency value, wherein the first frequency value is less than the second frequency value, the first frequency value is a frequency value greater than or equal to 0, and the second frequency value is a frequency value less than or equal to 200.

[0010] In a feasible implementation manner, determining the first functional relationship based on the total displacement difference and the hardness of the door sealing strip includes: establishing multiple types of functional relationships based on the total displacement difference and the hardness of the door sealing strip, wherein the functional relationships include logarithmic functional relationships, linear functional relationships and exponential functional relationships; and determining a functional relationship with a greater goodness of fit among the functional relationships as the first functional relationship.

[0011] In a feasible implementation, the vehicle testing operation also includes: collecting the in-car noise sound pressure level of the target vehicle; the vehicle dynamic sealing performance optimization method also includes: determining a second functional relationship based on the total displacement difference and the in-car noise sound pressure level, wherein the second functional relationship is used to characterize the correlation between the total displacement difference and the in-car noise sound pressure level; based on the second functional relationship, determining the target total displacement difference according to the target in-car noise sound pressure level.

[0012] In a feasible implementation, the test conditions also include a test vehicle speed; the vehicle dynamic sealing performance optimization method also includes: determining a third functional relationship based on the test vehicle speed and the in-vehicle noise sound pressure level, wherein the third functional relationship is used to characterize the correlation between the test vehicle speed and the in-vehicle noise sound pressure level; based on the third functional relationship, determining the target in-vehicle noise sound pressure level according to the target test vehicle speed.

[0013] In a second aspect, the present application also provides a vehicle dynamic sealing performance optimization device, comprising: a modeling and simulation unit, used to perform modeling and simulation on a target vehicle to determine a first measuring point and a second measuring point, wherein the first measuring point is located on a door of the target vehicle, and the second measuring point is located on a body of the target vehicle; a vehicle testing unit, used to perform vehicle testing operations under a variety of test conditions, wherein the vehicle testing operations include: determining a total displacement difference of a target door according to a first vibration signal and a second vibration signal, wherein the test conditions include the hardness of a door sealing strip, wherein the first vibration signal is a vibration signal of the first measuring point, and the second vibration signal is a vibration signal of the second measuring point; a function determination unit, used to determine a first functional relationship according to the total displacement difference and the hardness of the door sealing strip, wherein the first functional relationship is used to characterize the correlation between the total displacement difference and the hardness of the door sealing strip; a sealing strip determination unit, used to determine a target door sealing strip hardness according to the target total displacement difference based on the first functional relationship.

[0014] In a third aspect, the present application further provides an electronic device, comprising: a memory and a processor, wherein the processor is used to implement the steps of the vehicle dynamic sealing performance optimization method described in the first aspect when executing a computer program stored in the memory.

[0015] In a fourth aspect, the present application further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the vehicle dynamic sealing performance optimization method described in the first aspect.

[0016] In a fifth aspect, the present application also provides a computer program product, including a computer program or computer executable instructions, which, when executed by a processor, implements the vehicle dynamic sealing performance optimization method provided in an embodiment of the present application.

[0017] In summary, this application determines the key measuring points (the first measuring point and the second measuring point on the door and the body) through modeling and simulation, and can accurately identify the key positions that affect the sealing performance in the early stage of product development, greatly improving the accuracy and efficiency of the vehicle dynamic sealing performance optimization; by testing the vehicle under different test conditions (especially the change in the hardness of the door sealing strip), and calculating the total displacement difference based on the first vibration signal and the second vibration signal, a quantitative evaluation of the door sealing performance is achieved, providing a reliable basis for the subsequent optimization of the vehicle dynamic sealing performance; a first functional relationship is established based on the relationship between the total displacement difference and the hardness of the door sealing strip, revealing the intrinsic connection between the two, and the target door sealing strip hardness can be directly solved based on the target total displacement difference, ensuring that the vehicle can maintain a good dynamic sealing effect under different working conditions, thereby improving the dynamic sealing performance of the vehicle. In summary, the vehicle dynamic sealing performance optimization method provided by this application achieves accurate optimization of the vehicle dynamic sealing performance through modeling and simulation, quantitative evaluation and optimization model establishment. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present specification. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0019] Figure 1 A schematic flow chart of a vehicle dynamic sealing performance optimization method provided in an embodiment of the present application;

[0020] Figure 2 A schematic diagram of the positions of the first measuring point and the second measuring point provided in an embodiment of the present application;

[0021] Figure 3 A schematic diagram of a first vibration displacement value of a first measuring point provided in an embodiment of the present application;

[0022] Figure 4 A schematic diagram of a second vibration displacement value of a second measuring point provided in an embodiment of the present application;

[0023] Figure 5 A schematic diagram of the difference between a first vibration displacement value and a second vibration displacement value provided in an embodiment of the present application;

[0024] Figure 6 A schematic diagram of a structure for collecting the sound pressure level of in-vehicle noise provided in an embodiment of the present application;

[0025] Figure 7 A schematic diagram of the composition structure of a vehicle dynamic sealing performance optimization device provided in an embodiment of the present application;

[0026] Figure 8 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0027] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "is" and "has" and any variations thereof involved in the present application are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] The term "module" or "unit" in this application refers to a computer program or a part of a computer program that has a predetermined function and works together with other related parts to achieve a predetermined goal, and can be implemented in whole or in part by using software, hardware (such as processing circuits or memories) or a combination thereof. Similarly, a processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be part of an overall module or unit that includes the function of the module or unit.

[0029] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. In the following description, it is related to "some embodiments", which describes a subset of all possible embodiments, but it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0030] See also Figure 1 , Figure 1 1 is a flow chart of a vehicle dynamic sealing performance optimization method provided by an embodiment of the present application. The method may specifically include the following steps 101 to 104:

[0031] Step 101, modeling and simulating a target vehicle to determine a first measuring point and a second measuring point on the target vehicle, wherein the first measuring point is located on a door of the target vehicle, and the second measuring point is located on a body of the target vehicle;

[0032] Specifically, the target vehicle refers to a specific vehicle for implementing the sealing performance optimization method; the first measuring point refers to a specific position selected on the door of the target vehicle; and the second measuring point refers to a specific position selected on the body of the target vehicle. In the implementation process of step 101, first, a high-precision three-dimensional model can be constructed according to the detailed specifications and parameters of the target vehicle using professional computer-aided design (CAD) or computational fluid dynamics (CFD) and other computer-aided engineering (CAE) software. This model should include the geometric shape, material properties, and expected working environment conditions of the target vehicle; the simulation environment can also be configured in the software, including aerodynamic parameters (such as wind speed, wind direction), road conditions (such as flat or bumpy roads), and vehicle driving conditions (such as uniform speed, acceleration or deceleration) for simulation analysis; based on the simulation results, the area between the door and the body where the pressure changes significantly or the vibration is large is identified. The pressure or vibration sensitive point on the door side is determined as the first measuring point, and the corresponding area on the body side is determined as the second measuring point; the first measuring point and the second measuring point can accurately reflect the changes in the sealing performance of the door.

[0033] For example, Figure 2 As shown, the first measuring point A and the second measuring point A' can be respectively set on both sides of the A-pillar of the vehicle.

[0034] Through the implementation of step 101, key measuring points (the first measuring point and the second measuring point on the door and the body) can be determined through modeling and simulation, and key positions affecting sealing performance can be accurately identified in the early stages of product development, greatly improving the accuracy and efficiency of optimizing vehicle dynamic sealing performance.

[0035] Step 102, performing a vehicle test operation under a plurality of test conditions, wherein the vehicle test operation includes: determining a total displacement difference of a target door according to a first vibration signal and a second vibration signal, the test conditions including a door sealing strip hardness, the first vibration signal being a vibration signal of a first measuring point, and the second vibration signal being a vibration signal of a second measuring point;

[0036] Specifically, the first vibration signal refers to the vibration data collected from the first measuring point of the target vehicle, which can be collected by a vibration acceleration sensor; the first vibration signal can be obtained by a vibration sensor, which can reflect the dynamic response of the door under specific conditions, such as the vibration of the door caused by factors such as airflow, uneven road surface or engine vibration during vehicle driving. The second vibration signal refers to the vibration data collected from the second measuring point of the target vehicle; similar to the first vibration signal, this signal is also obtained by a vibration sensor, which reflects the vibration of the vehicle body under the same conditions. The total displacement difference refers to the sum of the differences in vibration displacement between the two measuring points obtained by analyzing the first vibration signal and the second vibration signal; the total displacement difference can be used as an important indicator to measure the sealing performance of the door, because it is directly related to the change in the gap between the door and the body, thereby affecting the sealing effect. The hardness of the door sealing strip refers to one of the physical properties of the door sealing strip, which describes the ability of the sealing strip to resist deformation; in step 102, the hardness of the door sealing strip is used as one of the test conditions, because it has a direct impact on the determination of the total displacement difference. By adjusting the hardness of the sealing strip, the sealing performance of the door can be optimized and the intrusion of noise and wind and rain can be reduced.

[0037] Through the implementation of step 102, vehicle tests are performed under different test conditions (especially changes in the hardness of the door sealing strip), and the total displacement difference is calculated based on the first vibration signal and the second vibration signal, thereby achieving a quantitative evaluation of the door sealing performance, providing a reliable basis for subsequent optimization of the vehicle dynamic sealing performance.

[0038] Step 103, determining a first functional relationship according to the total displacement difference and the hardness of the door sealing strip, wherein the first functional relationship is used to characterize the correlation between the total displacement difference and the hardness of the door sealing strip;

[0039] Specifically, first, all the test data obtained in step 102 (including the total displacement difference under different door sealing strip hardness) are sorted; then the sorted data are processed by statistical analysis software or a self-compiled program to analyze the potential relationship between the total displacement difference and the door sealing strip hardness, and identify the possible first functional relationship. The first functional relationship is established through mathematical modeling and is used to describe the mathematical expression or model of the relationship between the total displacement difference and the door sealing strip hardness.

[0040] Through the implementation of step 103, a first functional relationship is established based on the relationship between the total displacement difference and the hardness of the door sealing strip, revealing the intrinsic connection between the two.

[0041] Step 104 : determining a target door sealing strip hardness based on the first functional relationship and the target displacement total difference.

[0042] Specifically, the target total displacement difference refers to the expected target of the total displacement difference set in order to achieve ideal sealing performance. The target total displacement difference can be substituted into the first functional relationship, and the corresponding door seal hardness value can be found through inverse solution or optimization algorithm; this door seal hardness value is the target door seal hardness, which is expected to reach or approach the target total displacement difference in actual use.

[0043] By implementing step 104 , the target door sealing strip hardness can be directly solved according to the target displacement total difference.

[0044] In summary, the embodiment of the present application determines the key measuring points (the first measuring point and the second measuring point on the door and the body) through modeling and simulation, which can accurately identify the key positions that affect the sealing performance in the early stage of product development, greatly improving the accuracy and efficiency of the vehicle dynamic sealing performance optimization; by testing the vehicle under different test conditions (especially the change in the hardness of the door sealing strip), and calculating the total displacement difference based on the first vibration signal and the second vibration signal, a quantitative evaluation of the door sealing performance is achieved, providing a reliable basis for the subsequent optimization of the vehicle dynamic sealing performance; a first functional relationship is established based on the relationship between the total displacement difference and the hardness of the door sealing strip, revealing the intrinsic connection between the two, and the target door sealing strip hardness can be directly solved based on the target total displacement difference, ensuring that the vehicle can maintain a good dynamic sealing effect under different working conditions, thereby improving the dynamic sealing performance of the vehicle. In summary, the vehicle dynamic sealing performance optimization method provided by the embodiment of the present application achieves accurate optimization of the vehicle dynamic sealing performance through modeling and simulation, quantitative evaluation and optimization model establishment.

[0045] In some embodiments, the aforementioned step 101 may include: modeling and simulating the target vehicle under target vehicle speed conditions to obtain a vehicle body external flow field pressure distribution diagram; determining the door side position of the target sealing interface area as the first measuring point, and determining the vehicle body side position of the target sealing interface area as the second measuring point, wherein the target sealing interface area is a sealing interface area with a smaller vehicle body pressure value in the vehicle body external flow field pressure distribution diagram.

[0046] Specifically, the target speed refers to the preset driving speed of the vehicle in a specific test or simulation. This target speed can be selected according to the actual use or design requirements of the vehicle, and is used to simulate the dynamic behavior and performance of the vehicle in actual driving, preferably 160km / h. The pressure distribution diagram of the flow field outside the vehicle body is a graphical representation obtained by simulation with computer-aided engineering software. It shows the air flow and pressure distribution outside the vehicle body under the target speed condition. The pressure distribution diagram of the flow field outside the vehicle body shows the body pressure value on the surface of the vehicle body. These body pressure values ​​can be positive or negative, and will be different in different parts. A positive value indicates that the pressure outside the vehicle is greater than the pressure inside the vehicle. The larger the body pressure value, the greater the external pressure, and the tighter the door is pressed, which is beneficial to sealing; a negative value indicates that the pressure inside the vehicle is greater than the pressure outside the vehicle. The smaller the body pressure value, the greater the internal pressure. The pressure inside the vehicle causes the door to open outward, which may cause the sealing performance between the door and the body to decrease. The sealing interface area refers to the contact area between the door and the body. This area contains a sealing strip, which is used to prevent external air, moisture and noise from entering the vehicle when the door is closed. The target sealing interface area refers to the sealing interface area between the door and the body, which is determined in the pressure distribution diagram of the flow field outside the body and has a smaller body pressure value than other sealing interface areas. The target sealing interface area is a key area for the vehicle's sealing performance, because it is where the sealing strip contacts the body when the door is closed and where the body pressure value is the smallest, which can directly affect the noise, airtightness and waterproof performance inside the vehicle.

[0047] Through the implementation of the above-mentioned embodiment, the positions of the first measuring point and the second measuring point are determined in combination with the pressure distribution diagram of the flow field outside the vehicle body, so that the first measuring point and the second measuring point are more accurately located in the area where a large pressure difference may occur, thereby being able to more effectively capture the changes in the sealing performance between the door and the vehicle body, thereby improving the pertinence and effectiveness of subsequent optimization of the dynamic sealing performance of the vehicle.

[0048] In some embodiments, the aforementioned determination of the total displacement difference of the target door based on the first vibration signal and the second vibration signal may include: performing displacement spectrum analysis on the first vibration signal and the second vibration signal to obtain a first vibration displacement value of the first measuring point within a preset frequency range, and a second vibration displacement value of the second measuring point within a preset frequency range; and determining the sum of the differences between the first vibration displacement value and the second vibration displacement value within the preset frequency range as the total displacement difference.

[0049] Specifically, displacement spectrum analysis is a signal processing technology used to analyze the frequency components of a vibration signal; in this process, the vibration signal is converted into a frequency domain representation, showing the amplitude of different frequency components. Through this analysis, the main frequency components in the signal and their corresponding vibration displacements can be identified. The first vibration displacement value refers to the magnitude of the vibration displacement within a preset frequency range extracted from the vibration signal of the first measuring point (located at a specific position on the vehicle door) in the displacement spectrum analysis; the first vibration displacement value represents the magnitude of the motion displacement of the vehicle door within the frequency range. The second vibration displacement value refers to the magnitude of the vibration displacement within a preset frequency range extracted from the vibration signal of the second measuring point (located at a specific position on the vehicle body); the second vibration displacement value represents the magnitude of the motion displacement of the vehicle body within the frequency range. The total displacement difference is the sum of the differences between the first vibration displacement value and the second vibration displacement value; in the displacement spectrum analysis, the difference between the first vibration displacement value and the second vibration displacement value can be calculated for each frequency point within the preset frequency range, and then these differences can be added to obtain the total displacement difference; the total displacement difference reflects the overall difference in the relative motion displacement between the vehicle door and the vehicle body within the specific frequency range.

[0050] Exemplarily, the vibration signal of the first measuring point A is subjected to displacement spectrum analysis to obtain a first vibration displacement value of the first measuring point A as follows: Figure 3 The vibration signal of the second measuring point A' is subjected to displacement spectrum analysis to obtain the second vibration displacement value of the second measuring point A' as shown in FIG. Figure 4 As shown; calculate the difference between the first vibration displacement value and the second vibration displacement value, and the obtained vibration displacement difference is as follows Figure 5 shown.

[0051] By implementing the above-mentioned embodiment, the vibration signal is subjected to displacement spectrum analysis to obtain accurate vibration displacement values ​​within a frequency range, and the total displacement difference is calculated based on this to consider the influence of the vibration frequency on the sealing performance. This can more accurately quantify the dynamic sealing performance of the vehicle door and provide reliable data support for the subsequent adjustment of the hardness of the sealing strip.

[0052] In some embodiments, the aforementioned preset frequency range includes a first frequency value, a second frequency value, and a frequency value between the first frequency value and the second frequency value, wherein the first frequency value is less than the second frequency value, the first frequency value is a frequency value greater than or equal to 0, and the second frequency value is a frequency value less than or equal to 200.

[0053] Specifically, the first frequency value is the lowest frequency limit of the frequency range set when performing displacement spectrum analysis. The first frequency value is used to define the lowest frequency considered in the analysis, and is usually a value greater than or equal to 0; setting the first frequency value to 0 or greater than 0 means that the analysis will start from the DC component (i.e., 0Hz, representing the static or average component of the signal), or from a non-zero lowest frequency. The second frequency value is the highest frequency limit of the frequency range set when performing displacement spectrum analysis. The second frequency value is used to define the highest frequency considered in the analysis, and is usually a value less than or equal to 200; setting the second frequency value helps focus on the frequency range of interest and ignores possible high-frequency noise or irrelevant vibration components. The frequency range below 200Hz is selected because vehicle structural vibration and noise problems are usually most significant within this frequency range.

[0054] Through the implementation of the above-mentioned embodiment, setting a specific frequency range for analysis is helpful to eliminate interference frequencies and more accurately reflect the actual condition of the door sealing performance, thereby improving the accuracy and practicality of the vehicle dynamic sealing performance optimization method.

[0055] In some embodiments, the aforementioned step 103 may include: establishing multiple types of functional relationships based on the total displacement difference and the hardness of the door sealing strip, wherein the functional relationships include logarithmic functional relationships, linear functional relationships, and exponential functional relationships; and determining a functional relationship with a greater goodness of fit among the functional relationships as the first functional relationship.

[0056] Specifically, various types of functional relationship models can be constructed based on the obtained total displacement difference and the corresponding door seal hardness data; these models include but are not limited to logarithmic functional relationship, linear functional relationship and exponential functional relationship. Subsequently, the goodness of fit of each functional relationship can be evaluated using statistical methods. For example, the coefficient of determination (R 2 ) is used as a quantitative indicator of goodness of fit to measure the degree of fit of the functional relationship model to the data. Finally, the functional relationship with the greater goodness of fit is determined as the first functional relationship.

[0057] By implementing the above embodiments, establishing multiple types of functional relationships and selecting functional relationships with greater goodness of fit, the relationship between the total displacement difference and the hardness of the sealing strip can be more accurately described, thereby improving the reliability of the sealing performance optimization results.

[0058] In some embodiments, the aforementioned vehicle testing operation may further include: collecting the in-car noise sound pressure level of the target vehicle; the aforementioned vehicle dynamic sealing performance optimization method may further include: determining a second functional relationship based on the total displacement difference and the in-car noise sound pressure level, wherein the second functional relationship is used to characterize the correlation between the total displacement difference and the in-car noise sound pressure level; based on the second functional relationship, determining the target total displacement difference according to the target in-car noise sound pressure level.

[0059] Specifically, the interior noise sound pressure level is the noise intensity measured inside the vehicle, usually in decibels (dB); the interior noise sound pressure level is an important indicator for evaluating the interior noise level of the vehicle, reflecting the impact of the vehicle on the comfort and health of passengers under different driving conditions; by collecting the interior noise sound pressure level, we can understand the impact of the vehicle's sealing performance on noise control and provide a reference for optimizing the sealing performance. The second functional relationship is a mathematical model used to describe the relationship between the total displacement difference and the interior noise sound pressure level; the second functional relationship is obtained based on experimental data fitting, which can characterize the correlation between the total displacement difference and the interior noise sound pressure level; the establishment of the second functional relationship helps to understand the impact of sealing performance on noise control and provide guidance for optimizing sealing performance. Finally, the established second functional relationship and the first functional relationship can be used to solve the problem in reverse, that is, according to the expected interior noise sound pressure level (target interior noise sound pressure level), determine the total displacement difference (target total displacement difference) that needs to be set, and then determine the target door seal hardness.

[0060] For example, Figure 6 As shown, the sound pressure level of the noise inside the car can be collected by microphone sensors installed on the main driver's seat and the rear seat headrests.

[0061] Through the implementation of the above-mentioned embodiments, the in-vehicle noise sound pressure level is collected and a functional relationship with the total displacement difference is established to associate the in-vehicle noise sound pressure level to optimize the vehicle's dynamic sealing performance. This helps to more accurately optimize the vehicle's dynamic sealing performance according to the requirements of the in-vehicle noise sound pressure level, thereby improving the targetedness and accuracy of the optimization of the vehicle's dynamic sealing performance.

[0062] In some embodiments, the aforementioned test conditions may also include a test vehicle speed; the aforementioned vehicle dynamic sealing performance optimization method may also include: determining a third functional relationship based on the test vehicle speed and the in-vehicle noise sound pressure level, wherein the third functional relationship is used to characterize the correlation between the test vehicle speed and the in-vehicle noise sound pressure level; based on the third functional relationship, determining the target in-vehicle noise sound pressure level according to the target test vehicle speed.

[0063] Specifically, the test vehicle speed is the actual speed at which the vehicle travels during the vehicle sealing performance test; by conducting sealing performance tests at different test vehicle speeds, we can have a more comprehensive understanding of the vehicle's sealing performance and noise control capabilities under different driving conditions. The third functional relationship is a mathematical model used to describe the relationship between the test vehicle speed and the in-vehicle noise sound pressure level. The third functional relationship is obtained based on experimental data fitting and can characterize the correlation between the test vehicle speed and the in-vehicle noise sound pressure level. The establishment of the third functional relationship helps to understand the impact of vehicle speed changes on in-vehicle noise control and provide guidance for optimizing sealing performance. Finally, the second functional relationship and the third functional relationship are used to reversely solve the problem, that is, according to the target test vehicle speed (target test vehicle speed) expected to be achieved, the target in-vehicle noise sound pressure level (target in-vehicle noise sound pressure level) that needs to be set is determined, and then the target total displacement difference and the target door seal hardness are determined.

[0064] By implementing the above-mentioned embodiments, taking into account the influence of the test vehicle speed on the interior noise and establishing a corresponding functional relationship, it is possible to more comprehensively understand the relationship between the vehicle speed, noise and the hardness of the door sealing strips, and then accurately determine the target door sealing strip hardness according to the requirements of the target interior noise sound pressure level at the rated vehicle speed, thereby accurately optimizing the dynamic sealing performance of the vehicle.

[0065] Furthermore, as an implementation of the aforementioned method embodiment, the present application also provides a vehicle dynamic sealing performance optimization device, which is used to implement the aforementioned method embodiment. The device embodiment corresponds to the aforementioned method embodiment. For ease of reading, the present vehicle dynamic sealing performance optimization device embodiment will no longer repeat the details of the aforementioned method embodiment one by one, but it should be clear that the device in the embodiment of the present application can correspond to and implement all the contents of the aforementioned method embodiment. Figure 7As shown, the vehicle dynamic sealing performance optimization device 20 includes: a modeling and simulation unit 201, a vehicle testing unit 202, a function determination unit 203 and a sealing strip determination unit 204, wherein the modeling and simulation unit 201 is used to perform modeling and simulation on the target vehicle to determine a first measuring point and a second measuring point, wherein the first measuring point is located on the door of the target vehicle, and the second measuring point is located on the body of the target vehicle; the vehicle testing unit 202 is used to perform vehicle testing operations under multiple testing conditions, wherein the vehicle testing operations include: determining the total displacement difference of the target door according to the first vibration signal and the second vibration signal, the testing conditions include the hardness of the door sealing strip, the first vibration signal is the vibration signal of the first measuring point, and the second vibration signal is the vibration signal of the second measuring point; the function determination unit 203 is used to determine a first functional relationship according to the total displacement difference and the hardness of the door sealing strip, wherein the first functional relationship is used to characterize the correlation between the total displacement difference and the hardness of the door sealing strip; the sealing strip determination unit 204 is used to determine the hardness of the target door sealing strip according to the target total displacement difference based on the first functional relationship.

[0066] In some embodiments, the modeling and simulation unit 201 is also used to model and simulate the target vehicle under the target vehicle speed condition to obtain a vehicle body external flow field pressure distribution diagram; the door side position of the target sealing interface area is determined as the first measuring point, and the vehicle body side position of the target sealing interface area is determined as the second measuring point, wherein the target sealing interface area is a sealing interface area with a smaller vehicle body pressure value in the vehicle body external flow field pressure distribution diagram.

[0067] In some embodiments, the aforementioned determination of the total displacement difference of the target door based on the first vibration signal and the second vibration signal may include: performing displacement spectrum analysis on the first vibration signal and the second vibration signal to obtain a first vibration displacement value of the first measuring point within a preset frequency range, and a second vibration displacement value of the second measuring point within a preset frequency range; and determining the sum of the differences between the first vibration displacement value and the second vibration displacement value within the preset frequency range as the total displacement difference.

[0068] In some embodiments, the aforementioned preset frequency range includes a first frequency value, a second frequency value, and a frequency value between the first frequency value and the second frequency value, wherein the first frequency value is less than the second frequency value, the first frequency value is a frequency value greater than or equal to 0, and the second frequency value is a frequency value less than or equal to 200.

[0069] In some embodiments, the function determination unit 203 is also used to: establish multiple types of functional relationships based on the total displacement difference and the hardness of the door sealing strip, wherein the functional relationships include logarithmic functional relationships, linear functional relationships, and exponential functional relationships; and determine a functional relationship with a greater goodness of fit among the functional relationships as the first functional relationship.

[0070] In some embodiments, the vehicle testing unit 202 is also used to: collect the in-car noise sound pressure level of the target vehicle; the function determination unit 203 is also used to: determine a second functional relationship based on the total displacement difference and the in-car noise sound pressure level, wherein the second functional relationship is used to characterize the correlation between the total displacement difference and the in-car noise sound pressure level; based on the second functional relationship, determine the target total displacement difference according to the target in-car noise sound pressure level.

[0071] In some embodiments, the aforementioned test conditions may also include a test vehicle speed; the function determination unit 203 is also used to: determine a third functional relationship based on the test vehicle speed and the in-vehicle noise sound pressure level, wherein the third functional relationship is used to characterize the correlation between the test vehicle speed and the in-vehicle noise sound pressure level; based on the third functional relationship, determine the target in-vehicle noise sound pressure level according to the target test vehicle speed.

[0072] The present application also provides a computer-readable storage medium, which stores computer-executable instructions or computer programs. When the computer-executable instructions or computer programs are executed by a processor, the processor will be caused to execute any step of the vehicle dynamic sealing performance optimization method provided in the present application.

[0073] In some embodiments, the computer-readable storage medium may be a memory such as RAM, read-only memory (ROM), flash memory, magnetic surface memory, optical disk, or compact disc read-only memory (CD-ROM); or it may be various devices including one or any combination of the above memories.

[0074] In some embodiments, computer executable instructions may be in the form of a program, software, software module, script or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine or other unit suitable for use in a computing environment.

[0075] In some embodiments, computer-executable instructions may, but need not, correspond to a file in a file system, may be stored as part of a file storing other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple coordinated files (e.g., files storing one or more modules, subroutines, or code portions).

[0076] In some embodiments, computer executable instructions may be deployed to be executed on one electronic device, or on multiple electronic devices located at one site, or on multiple electronic devices distributed at multiple sites and interconnected by a communication network.

[0077] like Figure 8 As shown, the present application also provides an electronic device 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor, and when the processor 320 executes the computer program 311, any step of the above-mentioned vehicle dynamic sealing performance optimization method is implemented.

[0078] The present application also provides a computer program product, which includes a computer program or a computer executable instruction, and the computer program or the computer executable instruction is stored in a computer-readable storage medium. The processor of the electronic device reads the computer program or the computer executable instruction from the computer-readable storage medium, and the processor executes the computer program or the computer executable instruction, so that the electronic device performs any step of the vehicle dynamic sealing performance optimization method described above in the present application.

[0079] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for optimizing vehicle dynamic sealing performance, characterized in that: include: Modeling and simulating a target vehicle to determine a first measuring point and a second measuring point on the target vehicle, wherein the first measuring point is located on a door of the target vehicle, and the second measuring point is located on a body of the target vehicle; Performing a vehicle test operation under a plurality of test conditions, wherein the vehicle test operation includes: determining a total displacement difference of a target door according to a first vibration signal and a second vibration signal, the test condition includes a door sealing strip hardness, the first vibration signal is a vibration signal of the first measuring point, and the second vibration signal is a vibration signal of the second measuring point; Determine a first functional relationship according to the total displacement difference and the hardness of the door sealing strip, wherein the first functional relationship is used to characterize the correlation relationship between the total displacement difference and the hardness of the door sealing strip; Based on the first functional relationship, a target door sealing strip hardness is determined according to the target total displacement difference.

2. The vehicle dynamic sealing performance optimization method according to claim 1, characterized in that: The modeling and simulation of the target vehicle to determine the first measuring point and the second measuring point on the target vehicle includes: Modeling and simulating the target vehicle under the target vehicle speed condition to obtain a pressure distribution diagram of the flow field outside the vehicle body; The door side position of the target sealing interface area is determined as the first measuring point, and the body side position of the target sealing interface area is determined as the second measuring point, wherein the target sealing interface area is a sealing interface area with a smaller body pressure value in the body external flow field pressure distribution diagram.

3. The vehicle dynamic sealing performance optimization method according to claim 1, characterized in that: The method of determining the total displacement difference of the target door according to the first vibration signal and the second vibration signal includes: Performing displacement spectrum analysis on the first vibration signal and the second vibration signal to obtain a first vibration displacement value of the first measuring point within a preset frequency range, and a second vibration displacement value of the second measuring point within the preset frequency range; The sum of the differences between the first vibration displacement value and the second vibration displacement value within the preset frequency range is determined as the total displacement difference.

4. The vehicle dynamic sealing performance optimization method according to claim 3, characterized in that: The preset frequency range includes a first frequency value, a second frequency value, and a frequency value between the first frequency value and the second frequency value, wherein the first frequency value is less than the second frequency value, the first frequency value is a frequency value greater than or equal to 0, and the second frequency value is a frequency value less than or equal to 200.

5. The vehicle dynamic sealing performance optimization method according to claim 1, characterized in that: The determining of the first functional relationship according to the total displacement difference and the hardness of the door sealing strip comprises: Establishing multiple types of functional relationships according to the total displacement difference and the hardness of the door sealing strip, wherein the functional relationships include logarithmic functional relationships, linear functional relationships and exponential functional relationships; A functional relationship with a greater goodness of fit among the functional relationships is determined as the first functional relationship.

6. The vehicle dynamic sealing performance optimization method according to any one of claims 1 to 5, characterized in that: The vehicle testing operation further includes: collecting the interior noise sound pressure level of the target vehicle; The vehicle dynamic sealing performance optimization method further includes: Determine a second functional relationship according to the total displacement difference and the in-vehicle noise sound pressure level, wherein the second functional relationship is used to characterize the correlation relationship between the total displacement difference and the in-vehicle noise sound pressure level; Based on the second functional relationship, the target total displacement difference is determined according to the target vehicle interior noise sound pressure level.

7. The vehicle dynamic sealing performance optimization method according to claim 6, characterized in that: The test conditions also include a test vehicle speed; The vehicle dynamic sealing performance optimization method further includes: Determining a third functional relationship according to the test vehicle speed and the in-vehicle noise sound pressure level, wherein the third functional relationship is used to characterize the correlation between the test vehicle speed and the in-vehicle noise sound pressure level; Based on the third functional relationship, the target vehicle interior noise sound pressure level is determined according to the target test vehicle speed.

8. A vehicle dynamic sealing performance optimization device, characterized in that: include: A modeling and simulation unit, used for modeling and simulating a target vehicle to determine a first measuring point and a second measuring point, wherein the first measuring point is located on a door of the target vehicle, and the second measuring point is located on a body of the target vehicle; A vehicle testing unit, configured to perform a vehicle testing operation under a plurality of test conditions, wherein the vehicle testing operation comprises: determining a total displacement difference of a target door according to a first vibration signal and a second vibration signal, wherein the test condition comprises a hardness of a door sealing strip, wherein the first vibration signal is a vibration signal of the first measuring point, and the second vibration signal is a vibration signal of the second measuring point; a function determination unit, configured to determine a first functional relationship according to the total displacement difference and the hardness of the door sealing strip, wherein the first functional relationship is used to characterize the correlation between the total displacement difference and the hardness of the door sealing strip; The sealing strip determination unit is used to determine a target door sealing strip hardness according to a target total displacement difference based on the first functional relationship.

9. An electronic device, comprising: A memory and a processor, wherein the processor is used to implement the steps of the vehicle dynamic sealing performance optimization method as described in any one of claims 1 to 7 when executing the computer program stored in the memory.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle dynamic sealing performance optimization method according to any one of claims 1 to 7 are implemented.

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