Vehicle aerodynamic coefficient correction method, device and equipment and storage medium
Through the combination of wind tunnel tests and simulation models, the vehicle's pneumatic coefficient is corrected, the problem of low vitality coefficient in existing technology is solved, the accuracy of the gas coefficient in the existing technology is improved, the accuracy of calculation is improved, and the development of new models is suitable for the development of new models.
Patent Information
- Application Number
- CN202411273287.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-11
- Publication Date
- 2025-01-21
AI Technical Summary
In the prior art, wind tunnel tests and digital wind tunnel simulation have low accuracy when obtaining vehicle aerodynamic coefficients, mainly due to the wind tunnel wall interference effect and the existence of errors in simulation.
By conducting a wind tunnel test on the vehicle, the initial aerodynamic coefficient is determined, and the first aerodynamic coefficient and the second aerodynamic coefficient are calculated using the first wind tunnel test simulation model and the second wind tunnel test simulation model without interference. Then, corrections are made based on the two to obtain the corrected aerodynamic coefficient.
It improves the accuracy of pneumatic calculation and makes the results of the wind tunnel closer to the force of the vehicle on the road, which is conducive to the development of new models.
Smart Images
Figure CN119334585A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of wind tunnel testing, and in particular to a correction method, device, equipment and storage medium for a vehicle aerodynamic coefficient. Background Art
[0002] When a car is driving, it will be affected by the force of air. The size of the aerodynamic force is proportional to the square of the speed. The aerodynamic force has a significant impact on the vehicle's power, economy, comfort, etc. Therefore, it is particularly important to accurately obtain the size of the aerodynamic force for the design of the car.
[0003] There are two main methods for obtaining aerodynamic forces: wind tunnel tests and digital wind tunnel simulations. Wind tunnel tests have the advantages of high precision and high efficiency, and are an important means of developing aerodynamic performance. At present, automobile wind tunnel tests are mainly carried out in 3 / 4 opening recirculation wind tunnels. This type of wind tunnel has lower construction and use costs while meeting the blockage ratio, but due to the limited space, there will be a variety of wall interference effects such as nozzle blockage, collecting port blockage, jet deflection, jet diffusion, and horizontal buoyancy. Secondly, for the automobile balance used to measure aerodynamic forces in the wind tunnel, the wheel rotation unit and positioning struts on it will also be affected by the force of the air, and it is difficult to analyze it through experimental means, especially for scaled model car tests, where the additional support structure has a greater impact on the test results.
[0004] Digital wind tunnel simulation is a simulation technology based on computational fluid dynamics. It has sufficient accuracy when comparing the changes between different schemes, and the forces of different units can be easily analyzed through digital wind tunnels. The disadvantage of digital wind tunnel simulation is that there are inevitably error sources such as geometric model error, residual error, truncation error, discrete error, turbulence model error, etc. in the simulation, and the error size is not fixed, which makes the accuracy of the obtained aerodynamic force low.
[0005] Therefore, how to improve the accuracy of aerodynamic force becomes an urgent problem to be solved. Summary of the invention
[0006] Based on this, it is necessary to provide a method, device, equipment and storage medium for correcting the aerodynamic coefficient of a vehicle in order to solve the problem of low accuracy of aerodynamic force in response to the above technical problems.
[0007] A first aspect of an embodiment of the present application provides a method for correcting a vehicle aerodynamic coefficient, comprising: Conducting wind tunnel tests on the vehicle to determine initial aerodynamic coefficients of the vehicle; Acquire a first wind tunnel test simulation model corresponding to the wind tunnel test, and calculate a first aerodynamic force coefficient according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test; Acquire a second wind tunnel test simulation model without interference corresponding to the wind tunnel test, and calculate a second aerodynamic force coefficient according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model; The initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
[0008] A second aspect of an embodiment of the present application provides a device for correcting a vehicle aerodynamic coefficient, comprising: A determination module, used for performing a wind tunnel test on a vehicle to determine an initial aerodynamic coefficient of the vehicle; a first calculation module, configured to obtain a first wind tunnel test simulation model corresponding to the wind tunnel test, and calculate a first aerodynamic force coefficient according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test; A second calculation module is used to obtain a second wind tunnel test simulation model with no interference corresponding to the wind tunnel test, and calculate a second aerodynamic force coefficient according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model; The first correction module is used to correct the initial aerodynamic coefficient according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
[0009] A third aspect of an embodiment of the present application provides a computer device, comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor implements the correction method described in the first aspect when executing the computer program.
[0010] A fourth aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and wherein when the computer program is executed by a processor, the correction method described in the first aspect is implemented.
[0011] Compared with the prior art, the present invention has the following beneficial effects: A wind tunnel test is conducted on the vehicle to determine the initial aerodynamic coefficient of the vehicle, a first wind tunnel test simulation model corresponding to the wind tunnel test is obtained, and a first aerodynamic coefficient is calculated according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test, a second wind tunnel test simulation model without interference corresponding to the wind tunnel test is obtained, and a second aerodynamic coefficient is calculated according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model, and the initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient. In the present application, a simulation model is used to analyze different working conditions, and the influence of the wind tunnel wall on the aerodynamic force is analyzed, and the aerodynamic force is corrected according to the influence of the wind tunnel wall on the aerodynamic force, thereby improving the accuracy of the aerodynamic force calculation, thereby making the wind tunnel test results closer to the force conditions of the vehicle driving on the road, which is conducive to the development of new models. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.
[0013] Figure 1 1 is a flow chart of a method for correcting a vehicle aerodynamic coefficient provided in the first embodiment of the present invention; Figure 2 This is a wind tunnel test scene diagram provided by the second embodiment of the present invention; Figure 3 It is a schematic diagram of the structure of a first wind tunnel test simulation model provided by the third embodiment of the present invention; Figure 4 It is a schematic diagram of the structure of a second wind tunnel test simulation model provided by the fourth embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of a third wind tunnel test simulation model provided by Embodiment 5 of the present invention; Figure 6 It is a structural block diagram of a vehicle aerodynamic coefficient correction device provided by a sixth embodiment of the present invention; Figure 7 It is a structural diagram of a computer device provided in Embodiment 7 of the present invention. DETAILED DESCRIPTION
[0014] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0015] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.
[0016] It should also be understood that the term "and / or" used in the present description and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.
[0017] As used in the present specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]", depending on the context.
[0018] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.
[0019] References to "one embodiment" or "some embodiments" etc. described in the present specification mean that one or more embodiments of the present invention include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.
[0020] It should be understood that the order of execution of the steps in the following embodiments does not imply a precedence of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.
[0021] In order to illustrate the technical solution of the present invention, specific embodiments are provided below for illustration.
[0022] See also Figure 1 , is a flow chart of a method for correcting a vehicle aerodynamic coefficient provided in the first embodiment of the present invention, such as Figure 1 As shown, the method for correcting the vehicle aerodynamic coefficient may include the following steps: S101: Conduct a wind tunnel test on the vehicle to determine the initial aerodynamic coefficient of the vehicle.
[0023] In step S101, the wind tunnel test refers to placing the vehicle in a wind tunnel to study the air flow and its interaction with the vehicle to understand the air resistance of the actual vehicle. The wind tunnel test is performed on the vehicle to measure the aerodynamic force exerted on the vehicle in the wind tunnel environment and determine the initial aerodynamic coefficient of the vehicle, that is, the amount of interference of the gas flow on the vehicle.
[0024] See also Figure 2 , is a wind tunnel test scene diagram provided in the second embodiment of the present invention, including a vehicle 4, a support structure 2, a driving structure 3 for driving the wheels to rotate, and a physical wind tunnel 6.
[0025] In this embodiment, during the wind tunnel test of the vehicle, the wind tunnel test device includes a support structure, so that the vehicle can be fixed on the corresponding support structure, and also includes a driving structure for driving the wheels to rotate, and the body posture and height of the vehicle are adjusted to the test requirements, and the aerodynamic coefficient of the vehicle is tested using a physical wind tunnel to determine the initial aerodynamic coefficient of the vehicle. Among them, the initial aerodynamic coefficient includes the aerodynamic coefficient of the vehicle itself, the interference amount generated by the wind tunnel wall, the interference amount generated by the support structure, and the aerodynamic coefficient of the wheel drive structure that should not be included.
[0026] In this embodiment, when conducting a wind tunnel test, the wind tunnel blows air, and the car balance driving structure is used to drive the wheels to rotate. The car balance is used to collect the corresponding aerodynamic force. When collecting the corresponding aerodynamic force, the aerodynamic force within a period of time can be collected, and the corresponding average value can be taken as the initial aerodynamic force coefficient.
[0027] In this embodiment, the initial aerodynamic coefficients are determined through a wind tunnel test. When the initial aerodynamic coefficients are determined using the wind tunnel test, a physical wind tunnel and a physical vehicle are used to obtain initial aerodynamic coefficients with higher accuracy, and a single wind tunnel test is conducted, thereby reducing the test cost.
[0028] S102: Obtain a first wind tunnel test simulation model corresponding to the wind tunnel test, and calculate a first aerodynamic coefficient according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test.
[0029] In step S102, the first wind tunnel test simulation model is a digital model corresponding to the wind tunnel test, which is used to simulate the wind tunnel test, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test. According to the first wind tunnel test simulation model, a first aerodynamic force coefficient is calculated, wherein the first aerodynamic force coefficient includes the interference amount of the wind tunnel wall surface on the aerodynamic force.
[0030] See also Figure 3 , is a schematic diagram of the structure of a first wind tunnel test simulation model provided in Embodiment 3 of the present invention, including a wind tunnel simulation model 1 and a vehicle simulation model 4.
[0031] In this embodiment, a first wind tunnel test simulation model corresponding to the wind tunnel test is obtained, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test. The vehicle simulation model is used to simulate the vehicle in the wind tunnel test, and the wind tunnel simulation model is a model of the corresponding wind tunnel in the full-scale restoration wind tunnel test, wherein the wind tunnel simulation model includes a first corner, a second corner, a fan section, a fan diffusion section, a third corner, a fourth corner, a settling chamber, a contraction section, a nozzle, a stationary chamber, a collecting port, a balance five-belt system, a suction system, and a respirator. Preferably, the settling chamber, the contraction section, the nozzle, the stationary chamber, the collecting port, the balance five-belt system, the suction system, and the respirator are included to simulate the real test environment in the wind tunnel test.
[0032] It should be noted that when simulating the wind tunnel simulation model, it is also possible to delete non-critical area structures, reduce the number of grids, and improve calculation efficiency.
[0033] It should be noted that when obtaining the first wind tunnel test simulation model, the distance from the inlet to the front of the vehicle and the distance from the rear of the vehicle to the exit are ensured to avoid backflow at the inlet and outlet, and appropriate extensions are made before the sedimentation chamber and after the collection port. The vehicle simulation model is set so that after the extension, the distance from the inlet to the front of the vehicle is not less than 3 times the body length, and the distance from the rear of the vehicle to the exit is not less than 5 times the body length.
[0034] The first aerodynamic coefficient is calculated according to the first wind tunnel test simulation model, wherein the same conditions as those in the wind tunnel test are set when calculating the first aerodynamic coefficient, such as the same wind tunnel environment, the magnitude and direction of the wind force, the rotation speed of the wheel, etc. The first aerodynamic coefficient includes the interference amount of the wind tunnel wall on the aerodynamic force.
[0035] Optionally, before obtaining the first wind tunnel test simulation model corresponding to the wind tunnel test, the method further includes: A wind tunnel simulation model is established based on the test environment corresponding to the full-scale wind tunnel test in the wind tunnel test.
[0036] In this embodiment, the wind tunnel simulation model is a geometric model of a full-size wind tunnel corresponding to the wind tunnel experiment, wherein the key components of the wind tunnel simulation model at least include the contraction section, nozzle, test section, collection port and diffusion section of the wind tunnel.
[0037] Optionally, a wind tunnel simulation model based on a test environment corresponding to a full-scale wind tunnel test in a wind tunnel test is established, including: Obtain geometric parameters of the corresponding full-scale wind tunnel in the wind tunnel test, and construct a numerical wind tunnel geometry model of the wind tunnel geometry size characteristics based on the geometric parameters; According to the key components in the full-size wind tunnel, the boundary of the numerical wind tunnel geometric model is divided to obtain the corresponding wind tunnel simulation model.
[0038] In this embodiment, geometric parameters of a corresponding full-scale wind tunnel in a wind tunnel test are obtained, and a numerical wind tunnel geometric model of the wind tunnel geometric dimension characteristics is constructed based on the geometric parameters using computational fluid dynamics software such as STARCCM+. The method of obtaining the geometric parameters includes, but is not limited to, field measurements of the corresponding full-scale wind tunnel in the wind tunnel test, measurements of the corresponding wind tunnel design drawings, etc.
[0039] According to the key components in the full-scale wind tunnel, the boundary of the numerical wind tunnel geometric model is divided to obtain the corresponding wind tunnel simulation model. Among them, the key components in the full-scale wind tunnel at least include the contraction section, nozzle, test section, collection port and diffusion section. According to the key components in the full-scale wind tunnel, when the boundary of the numerical wind tunnel geometric model is divided, the corresponding contraction section, nozzle, test section, collection port and diffusion section are divided.
[0040] In another embodiment, when dividing the boundaries of the numerical wind tunnel geometric model according to the key components in the full-size wind tunnel, the calculation domain inlet boundary, the contraction section boundary, the nozzle boundary, the test section boundary, the breathing valve boundary, the suction plate boundary, the tangential blowing boundary, the central moving belt boundary, the wheel drive unit boundary, the balance turntable boundary, the collecting port boundary, the diffusion section boundary and the calculation domain outlet boundary can also be divided.
[0041] It should be noted that when the corresponding wind tunnel simulation model is obtained, it is also necessary to determine whether the boundary layer thickness of the wind tunnel simulation model meets the requirements. The corresponding requirement is that the boundary layer thickness of the wind tunnel simulation model and the boundary layer thickness of the corresponding physical wind tunnel in the wind tunnel test are within 5 mm. When the boundary layer thickness is less than 10% of the vehicle ground clearance, its impact on aerodynamics can be ignored. The vehicle ground clearance is generally above 15cm, so as long as the boundary layer thickness is less than 15mm, no matter how much it is, the result is not much different. The thickness of the wind tunnel boundary layer in the wind tunnel test generally does not exceed 10mm, so an error of less than 5mm can ensure the calculation accuracy. The static pressure gradient in the wind tunnel test has the same trend as the static pressure gradient in the wind tunnel simulation model. If the above indicators do not meet the requirements, they can be improved by adjusting the grid and the suction flow until the boundary layer thickness of the wind tunnel simulation model meets the requirements.
[0042] It should be noted that before obtaining the first wind tunnel test simulation model corresponding to the wind tunnel test, a vehicle simulation model is also established to facilitate importing the vehicle simulation model into the wind tunnel simulation model to obtain the corresponding first wind tunnel test simulation model.
[0043] It should be noted that after the corresponding wind tunnel simulation model is obtained, the wind tunnel simulation model is matched with the vehicle simulation model in combination with the relative position relationship between the numerical wind tunnel geometry model and the vehicle simulation model to obtain the first wind tunnel test simulation model.
[0044] It should be noted that when the wind tunnel simulation model is matched with the vehicle simulation model, the geometric centers of the four wheels of the vehicle simulation model are calculated by automatic recognition technology, and the vehicle simulation model is moved so that the geometric centers of the four wheels are at preset positions.
[0045] S103: Acquire a second wind tunnel test simulation model without interference corresponding to the wind tunnel test, and calculate a second aerodynamic coefficient according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model.
[0046] In step S103, a second wind tunnel test simulation model without interference corresponding to the wind tunnel test is obtained, wherein the second wind tunnel test simulation model is a wind tunnel model under an ideal environment, that is, the wind tunnel model under the ideal environment does not produce corresponding interference to the aerodynamic force. According to the second wind tunnel test simulation model, a second aerodynamic force coefficient is calculated, wherein the second wind tunnel test simulation model includes a vehicle simulation model, and the second aerodynamic force coefficient is an aerodynamic force obtained under an ideal environment, that is, an aerodynamic force without other environmental interferences.
[0047] See also Figure 4 , is a schematic diagram of the structure of a second wind tunnel test simulation model provided in the fourth embodiment of the present invention, including a rectangular calculation domain 5 and a vehicle simulation model 4.
[0048] In this embodiment, a second wind tunnel test simulation model without interference corresponding to the wind tunnel test is obtained, wherein the second wind tunnel test simulation model includes a vehicle simulation model, that is, the vehicle simulation model is imported into the rectangular parallelepiped calculation domain to place the vehicle in an ideal environment. According to the second wind tunnel test simulation model, the corresponding fluid mechanics analysis software is used to calculate the aerodynamic force of the vehicle in the ideal environment, that is, the second aerodynamic force coefficient.
[0049] It should be noted that the second aerodynamic force coefficient is the aerodynamic force under an ideal state, that is, the aerodynamic force coefficient obtained when the vehicle is not affected by the external environment.
[0050] Optionally, obtaining a second wind tunnel test simulation model without interference corresponding to the wind tunnel test includes: A rectangular parallelepiped calculation domain is established outside the vehicle simulation model to obtain a second wind tunnel test simulation model. The rectangular parallelepiped calculation domain is used to simulate the wind tunnel test area.
[0051] In this embodiment, when obtaining the second wind tunnel test simulation model with no interference corresponding to the wind tunnel test, a rectangular calculation domain is established outside the vehicle simulation model, that is, a corresponding boundary is established outside the vehicle simulation model, and the boundary does not include the contraction section boundary, nozzle boundary, test section boundary, breathing valve boundary, suction plate boundary, tangential blowing boundary, central moving belt boundary, wheel drive unit boundary, balance turntable boundary, collecting port boundary, diffusion section boundary, etc.
[0052] S104: Correcting the initial aerodynamic coefficient according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
[0053] In step S104, the initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient and the second aerodynamic coefficient, that is, the interference amount in the initial aerodynamic coefficient is determined according to the first aerodynamic coefficient and the second aerodynamic coefficient, so that the corrected aerodynamic coefficient is more accurate.
[0054] In this embodiment, when the initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient and the second aerodynamic coefficient, since the first aerodynamic coefficient includes the aerodynamic value under the interference of the wind tunnel wall, and the second aerodynamic coefficient is the aerodynamic value under the ideal state, that is, the aerodynamic value without any interference, the first aerodynamic coefficient is subtracted from the second aerodynamic coefficient to determine the interference amount of the wind tunnel wall on the aerodynamic force. The initial aerodynamic coefficient is subtracted from the difference between the first aerodynamic coefficient and the second aerodynamic coefficient, that is, the initial aerodynamic coefficient is subtracted from the interference amount of the wind tunnel wall on the aerodynamic force, and the corresponding corrected aerodynamic coefficient can be obtained. The corrected aerodynamic coefficient removes the interference amount of the wind tunnel wall on the aerodynamic force, thereby improving the accuracy of the aerodynamic coefficient.
[0055] Optionally, before correcting the initial aerodynamic coefficient according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain the corrected aerodynamic coefficient, the method further includes: Obtain a third wind tunnel test simulation model corresponding to the wind tunnel test, and calculate a third aerodynamic force coefficient and a driving structure aerodynamic force coefficient of a driving structure that drives the wheels to rotate in the wind tunnel test according to the third wind tunnel test simulation model, wherein the third wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test, a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test, a support structure simulation model corresponding to a support structure that supports the vehicle in the wind tunnel test, and a driving structure simulation model corresponding to the driving structure that drives the wheels to rotate in the wind tunnel test; The initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient, the second aerodynamic coefficient, the aerodynamic coefficient of the driving structure and the third aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
[0056] See also Figure 5 , is a schematic diagram of the structure of a third wind tunnel test simulation model provided in Embodiment 5 of the present invention, comprising a wind tunnel simulation model 1, a vehicle simulation model 4, a support structure simulation model 2 and a drive structure simulation model.
[0057] In this embodiment, the third wind tunnel test simulation model is a digital model corresponding to the wind tunnel test, which is used to simulate the wind tunnel test, wherein the third wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test, a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test, a support structure simulation model corresponding to the support structure supporting the vehicle in the wind tunnel test, and a driving structure simulation model corresponding to the driving structure driving the wheels to rotate in the wind tunnel test, that is, the vehicle simulation model is imported into the wind tunnel simulation model including the support structure simulation model and the drive structure simulation model, so that the vehicle simulation model can drive the wheels to rotate on the drive structure simulation model under the support of the support structure simulation model.
[0058] It should be noted that before obtaining the third wind tunnel test simulation model corresponding to the wind tunnel test, it also includes establishing a wind tunnel simulation model based on the full-scale wind tunnel test test environment corresponding to the wind tunnel test, wherein the wind tunnel simulation model is the same as the wind tunnel simulation model in the first wind tunnel test simulation model.
[0059] In this embodiment, the wind tunnel simulation model is a geometric model of a full-size wind tunnel corresponding to the wind tunnel experiment, wherein the key components of the wind tunnel simulation model at least include the contraction section, nozzle, test section, collection port and diffusion section of the wind tunnel.
[0060] It should be noted that before obtaining the third wind tunnel test simulation model corresponding to the wind tunnel test, it also includes establishing a vehicle simulation model, a support structure simulation model and a drive structure simulation model, so as to import the vehicle simulation model, the support structure simulation model and the drive structure simulation model into the wind tunnel simulation model to obtain the corresponding third wind tunnel test simulation model.
[0061] It should be noted that after obtaining the corresponding wind tunnel simulation model, the wind tunnel simulation model is matched with the vehicle simulation model, the support structure simulation model, and the drive structure simulation model in combination with the relative position relationship between the numerical wind tunnel geometry model and the vehicle simulation model, the support structure simulation model, and the drive structure simulation model to obtain the third wind tunnel test simulation model.
[0062] According to the third wind tunnel test simulation model, the third aerodynamic coefficient and the aerodynamic coefficient of the driving structure are calculated, wherein when calculating the third aerodynamic coefficient, the same conditions as those in the wind tunnel test are set, such as the same wind tunnel environment, the magnitude and direction of the wind force, the rotation speed of the wheel, etc. The third aerodynamic coefficient includes the interference amount of the wind tunnel wall on the aerodynamic force, the interference amount of the supporting structure on the aerodynamic force, and the aerodynamic coefficient of the driving structure is the interference amount of the driving structure on the aerodynamic force.
[0063] The initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient, the second aerodynamic coefficient, the driving structure aerodynamic coefficient and the third aerodynamic coefficient to obtain the corrected aerodynamic coefficient. During the correction, the interference of the wind tunnel wall on the aerodynamic force and the interference of the supporting structure on the aerodynamic force are removed to obtain the corrected aerodynamic coefficient.
[0064] Optionally, the initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient, the second aerodynamic coefficient, the aerodynamic coefficient of the driving structure and the third aerodynamic coefficient to obtain a corrected aerodynamic coefficient, including: Calculating a first correction coefficient of the interference amount of the wind tunnel wall on the aerodynamic force according to the second aerodynamic force coefficient and the first aerodynamic force coefficient; Calculating a second correction coefficient of the interference amount of the support structure on the aerodynamic force according to the third aerodynamic force coefficient and the second aerodynamic force coefficient; The initial aerodynamic coefficient is corrected according to the first correction coefficient, the second correction coefficient and the aerodynamic coefficient of the driving structure to obtain a corrected aerodynamic coefficient.
[0065] In this embodiment, since the first aerodynamic coefficient includes the aerodynamic value under the interference of the wind tunnel wall, the second aerodynamic coefficient is the aerodynamic value under ideal conditions, that is, the aerodynamic value without any interference, and the third aerodynamic coefficient includes the interference amount of the wind tunnel wall on the aerodynamic force and the interference amount of the supporting structure on the aerodynamic force, the first aerodynamic coefficient is subtracted from the second aerodynamic coefficient to determine the interference amount of the wind tunnel wall on the aerodynamic force, that is, the first correction coefficient, and the third aerodynamic coefficient is subtracted from the first aerodynamic coefficient to determine the interference amount of the support structure on the aerodynamic force, that is, the second correction coefficient.
[0066] The initial aerodynamic coefficient is corrected according to the first correction coefficient, the second correction coefficient and the aerodynamic coefficient of the driving structure to obtain the corrected aerodynamic coefficient. When calculating the corrected aerodynamic coefficient, the initial aerodynamic coefficient is subtracted from the first correction coefficient, the second correction coefficient and the aerodynamic coefficient of the driving structure to obtain the corresponding corrected aerodynamic coefficient. The corrected aerodynamic coefficient removes the interference of the wind tunnel wall on the aerodynamic force, the interference of the supporting structure on the aerodynamic force and the interference of the driving structure on the aerodynamic force, thereby improving the accuracy of the aerodynamic coefficient.
[0067] A wind tunnel test is conducted on the vehicle to determine the initial aerodynamic coefficient of the vehicle, a first wind tunnel test simulation model corresponding to the wind tunnel test is obtained, and a first aerodynamic coefficient is calculated according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test, a second wind tunnel test simulation model without interference corresponding to the wind tunnel test is obtained, and a second aerodynamic coefficient is calculated according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model, and the initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient. In the present application, a simulation model is used to analyze different working conditions, and the influence of the wind tunnel wall on the aerodynamic force is analyzed, and the aerodynamic force is corrected according to the influence of the wind tunnel wall on the aerodynamic force, thereby improving the accuracy of the aerodynamic force calculation, thereby making the wind tunnel test results closer to the force conditions of the vehicle driving on the road, which is conducive to the development of new models.
[0068] See also Figure 6 , is a structural block diagram of a vehicle aerodynamic coefficient correction device provided by the sixth embodiment of the present invention. For the sake of convenience, only the part related to the embodiment of the present invention is shown. Figure 6 The vehicle aerodynamic coefficient correction device 60 comprises: The determination module 61 is used to perform a wind tunnel test on the vehicle to determine the initial aerodynamic coefficient of the vehicle.
[0069] The first calculation module 62 is used to obtain a first wind tunnel test simulation model corresponding to the wind tunnel test, and calculate the first aerodynamic coefficient according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test.
[0070] The second calculation module 63 is used to obtain a second wind tunnel test simulation model without interference corresponding to the wind tunnel test, and calculate the second aerodynamic coefficient according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model.
[0071] The first correction module 64 is used to correct the initial aerodynamic coefficient according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
[0072] Optionally, the correction device 60 further includes: The third calculation module is used to obtain a third wind tunnel test simulation model corresponding to the wind tunnel test, and calculate the third aerodynamic coefficient and the driving structure aerodynamic coefficient of the driving structure that drives the wheels to rotate in the wind tunnel test according to the third wind tunnel test simulation model. The third wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test, a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test, a support structure simulation model corresponding to the support structure supporting the vehicle in the wind tunnel test, and a drive structure simulation model corresponding to the driving structure that drives the wheels to rotate in the test.
[0073] The second correction module is used to correct the initial aerodynamic coefficient according to the first aerodynamic coefficient, the second aerodynamic coefficient, the aerodynamic coefficient of the driving structure and the third aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
[0074] Optionally, the second correction module includes: The first calculation unit is used to calculate a first correction coefficient of the interference amount of the wind tunnel wall on the aerodynamic force according to the second aerodynamic force coefficient and the first aerodynamic force coefficient.
[0075] The second calculation unit is used to calculate a second correction coefficient of the interference amount of the support structure on the aerodynamic force according to the third aerodynamic force coefficient and the first aerodynamic force coefficient.
[0076] The correction unit is used to correct the initial aerodynamic coefficient according to the first correction coefficient, the second correction coefficient and the aerodynamic coefficient of the driving structure to obtain the corrected aerodynamic coefficient.
[0077] Optionally, the correction device 60 further includes: A module is established to establish a wind tunnel simulation model based on the corresponding full-scale wind tunnel test environment in the wind tunnel test.
[0078] Optionally, the above-mentioned establishment module includes: An acquisition unit is used to acquire geometric parameters of a corresponding full-scale wind tunnel in a wind tunnel test, and to construct a numerical wind tunnel geometric model of the wind tunnel geometric size characteristics according to the geometric parameters; The division unit is used to divide the boundary of the numerical wind tunnel geometric model according to the key components in the full-size wind tunnel to obtain the corresponding wind tunnel simulation model.
[0079] Optionally, the second calculation module 63 includes: A unit is established for establishing a rectangular parallelepiped calculation domain outside the vehicle simulation model to obtain a second wind tunnel test simulation model. The rectangular parallelepiped calculation domain is used to simulate the wind tunnel test area.
[0080] It should be noted that the information interaction, execution process and other contents between the above modules are based on the same concept as the embodiment of the method of the present invention. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.
[0081] Figure 7 Schematic diagram of the structure of a computer device provided by Embodiment 7 of the present invention. Figure 7 As shown, the computer device of this embodiment includes: at least one processor ( Figure 7 Only one is shown), a memory, and a computer program stored in the memory and executable on at least one processor, wherein when the processor executes the computer program, the steps in any of the above-mentioned embodiments of the method for correcting the aerodynamic coefficient of the vehicle are implemented.
[0082] The computer device may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that Figure 7 This is merely an example of a computer device and does not constitute a limitation on the computer device. The computer device may include more or fewer components than those shown in the figure, or a combination of certain components, or different components, for example, it may also include a network interface, etc.
[0083] The processor may be a CPU, or other general-purpose processors, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.
[0084] The memory includes a readable storage medium, an internal memory, etc., wherein the internal memory may be the memory of a computer device, and the internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. The readable storage medium may be a hard disk of a computer device, and in other embodiments, it may also be an external storage device of the computer device, for example, a plug-in hard disk, a smart memory card (SmartMediaCard, SMC), a secure digital (SecureDigital, SD) card, a flash card (FlashCard), etc. equipped on the computer device. Further, the memory may also include both an internal storage unit of the computer device and an external storage device. The memory is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of a computer program, etc. The memory may also be used to temporarily store data that has been output or is to be output.
[0085] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention. The specific working process of the units and modules in the above-mentioned device can refer to the corresponding process in the above-mentioned method embodiment, which will not be repeated here. If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned method embodiment can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable storage medium may at least include: any entity or device capable of carrying computer program code, recording medium, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable storage media cannot be electric carrier signals and telecommunication signals.
[0086] The present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by a computer program product. When the computer program product runs on a computer device, the computer device can implement the steps in the above-mentioned method embodiment when executing.
[0087] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.
[0088] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.
[0089] In the embodiments provided by the present invention, it should be understood that the disclosed devices / computer equipment and methods can be implemented in other ways. For example, the device / computer equipment embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.
[0090] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
[0091] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such 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 invention, and should be included in the protection scope of the present invention.
Claims
1. A method for correcting a vehicle aerodynamic coefficient, characterized in that: include: Conducting wind tunnel tests on the vehicle to determine initial aerodynamic coefficients of the vehicle; Acquire a first wind tunnel test simulation model corresponding to the wind tunnel test, and calculate a first aerodynamic force coefficient according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test; Acquire a second wind tunnel test simulation model without interference corresponding to the wind tunnel test, and calculate a second aerodynamic force coefficient according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model; The initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
2. The correction method according to claim 1, characterized in that: Before the initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain the corrected aerodynamic coefficient, the method further includes: Acquire a third wind tunnel test simulation model corresponding to the wind tunnel test, and calculate a third aerodynamic force coefficient and a driving structure aerodynamic force coefficient of a driving structure that drives the wheels to rotate in the wind tunnel test according to the third wind tunnel test simulation model, wherein the third wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test, a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test, a support structure simulation model corresponding to a support structure supporting the vehicle in the wind tunnel test, and a driving structure simulation model corresponding to the driving structure that drives the wheels to rotate in the wind tunnel test; The initial aerodynamic coefficient is corrected according to the first aerodynamic coefficient, the second aerodynamic coefficient, the driving structure aerodynamic coefficient and the third aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
3. The correction method according to claim 2, characterized in that: The step of correcting the initial aerodynamic coefficient according to the first aerodynamic coefficient, the second aerodynamic coefficient, the aerodynamic coefficient of the driving structure, and the third aerodynamic coefficient to obtain a corrected aerodynamic coefficient includes: Calculating a first correction coefficient of the interference amount of the wind tunnel wall on the aerodynamic force according to the second aerodynamic force coefficient and the first aerodynamic force coefficient; Calculating a second correction coefficient of the interference amount of the support structure on the aerodynamic force according to the third aerodynamic force coefficient and the first aerodynamic force coefficient; The initial aerodynamic coefficient is corrected according to the first correction coefficient, the second correction coefficient and the aerodynamic coefficient of the driving structure to obtain a corrected aerodynamic coefficient.
4. The correction method according to claim 1, characterized in that: Before obtaining the first wind tunnel test simulation model corresponding to the wind tunnel test, the method further includes: A wind tunnel simulation model is established based on the test environment corresponding to the full-scale wind tunnel test in the wind tunnel test.
5. The correction method according to claim 4, characterized in that: The establishment of a wind tunnel simulation model based on a full-scale wind tunnel test environment corresponding to the wind tunnel test comprises: Acquire geometric parameters of a corresponding full-scale wind tunnel in a wind tunnel test, and construct a numerical wind tunnel geometric model of the wind tunnel geometric size characteristics according to the geometric parameters; According to the key components in the full-size wind tunnel, the boundary of the numerical wind tunnel geometric model is divided to obtain the corresponding wind tunnel simulation model.
6. The correction method according to claim 1, characterized in that: The step of obtaining a second wind tunnel test simulation model with no interference corresponding to the wind tunnel test comprises: A rectangular parallelepiped calculation domain is established outside the vehicle simulation model to obtain a second wind tunnel test simulation model, and the rectangular parallelepiped calculation domain is used to simulate the wind tunnel test area.
7. A correction device for a vehicle aerodynamic coefficient, characterized in that: include: A determination module, used for performing a wind tunnel test on a vehicle to determine an initial aerodynamic coefficient of the vehicle; a first calculation module, configured to obtain a first wind tunnel test simulation model corresponding to the wind tunnel test, and calculate a first aerodynamic force coefficient according to the first wind tunnel test simulation model, wherein the first wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test and a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test; A second calculation module is used to obtain a second wind tunnel test simulation model with no interference corresponding to the wind tunnel test, and calculate a second aerodynamic force coefficient according to the second wind tunnel test simulation model, wherein the second wind tunnel test simulation model includes a vehicle simulation model; The first correction module is used to correct the initial aerodynamic coefficient according to the first aerodynamic coefficient and the second aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
8. The correction device according to claim 7, characterized in that: The correction device also includes: a third calculation module, for obtaining a third wind tunnel test simulation model corresponding to the wind tunnel test, and calculating a third aerodynamic force coefficient and a driving structure aerodynamic force coefficient of a driving structure driving the wheels to rotate in the wind tunnel test according to the third wind tunnel test simulation model, wherein the third wind tunnel test simulation model includes a vehicle simulation model corresponding to the vehicle in the wind tunnel test, a wind tunnel simulation model corresponding to the wind tunnel in the wind tunnel test, a support structure simulation model corresponding to a support structure supporting the vehicle in the wind tunnel test, and a driving structure simulation model corresponding to the driving structure driving the wheels to rotate in the wind tunnel test; The second correction module is used to correct the initial aerodynamic coefficient according to the first aerodynamic coefficient, the second aerodynamic coefficient, the aerodynamic coefficient of the driving structure and the third aerodynamic coefficient to obtain a corrected aerodynamic coefficient.
9. A computer device, characterized in that: The computer device includes a processor, a memory, and a computer program stored in the memory and executable on the processor, and the processor implements the correction method according to any one of claims 1 to 6 when executing the computer program.
10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the correction method according to any one of claims 1 to 6 is implemented.