In-vehicle wind noise evaluation method, system and device based on super-unit and storage medium

Abstract

The embodiment of the invention provides an in-vehicle wind noise evaluation method, system and device based on a super-unit and a storage medium, and belongs to the technical field of vehicle wind noise testing. According to the scheme, a whole vehicle model of a target vehicle is obtained, and the whole vehicle model comprises an external flow field model and an interior vehicle model; determining surface pressure data of the vehicle window according to the external flow field model; according to the interior car model, a superunit with a residual structure as a car window is established through a comprehensive modal method, and interface geometric information and car modal characteristics are obtained; establishing a glass grid model of the vehicle window, and performing Fourier transform on the surface pressure data through the glass grid model to obtain a surface frequency spectrum load; assembling the vehicle window and the super unit according to the interface geometric information to obtain an in-vehicle wind noise model, and calculating a frequency response function according to vehicle modal characteristics through the in-vehicle wind noise model; a first response value is calculated from the surface spectrum load and the frequency response function. According to the scheme, computing resources and time consumption can be saved, and the low-frequency precision of whole vehicle wind noise analysis is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle wind noise testing, and in particular to a super unit-based in-vehicle wind noise evaluation method, system, device and storage medium. Background Art

[0002] With the rapid development of the automobile industry, the performance of automobiles has attracted more and more attention from users. Among them, the wind noise performance of automobiles is one of the factors affecting the quality of automobiles. At present, the wind noise level outside the car is generally characterized by the surface sound pressure of the car window, and the sound pressure of the driver's outer ear is generally used to characterize the wind noise level inside the car. The sound pressure of the driver's outer ear can be obtained through the transfer function from the outside to the inside of the car. Therefore, it generally requires a two-stage analysis process, first outside the car and then inside the car, to obtain a more accurate numerical solution.

[0003] However, due to limited computing resources and excessive time consumption, the model is usually simplified to varying degrees during the simulation analysis process. For example, only the glass mesh model is used instead of the complete vehicle model. Although such a simplified model can obtain relatively accurate results in the medium and high frequencies (above 250Hz), the difference between the low-frequency results and the measured values ​​is quite large. Summary of the invention

[0004] The main purpose of the embodiments of the present application is to propose a method, system, electronic device and storage medium for evaluating in-vehicle wind noise based on a super unit, aiming to save computing resources and time consumption, improve the accuracy of model evaluation, and thereby improve the low-frequency accuracy of wind noise analysis of the entire vehicle.

[0005] To achieve the above purpose, one aspect of an embodiment of the present application proposes a method for evaluating wind noise in a vehicle based on a super unit, the method comprising:

[0006] Obtaining a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model;

[0007] Determining surface pressure data of the vehicle window according to the external flow field model;

[0008] According to the interior vehicle model, a comprehensive modal method is used to establish a residual structure as a super unit of the vehicle window to obtain interface geometry information and vehicle modal characteristics;

[0009] Establishing a glass grid model of the vehicle window, and performing Fourier transform on the surface pressure data through the glass grid model to obtain a surface spectrum load of the vehicle window;

[0010] Assembling the vehicle window and the super unit according to the interface geometry information to obtain an in-vehicle wind noise model, and calculating a frequency response function of the wind noise transmitted by the vehicle window according to the vehicle modal characteristics through the in-vehicle wind noise model;

[0011] The wind noise inside the vehicle is calculated according to the surface spectrum load and the frequency response function to obtain a first response value transmitted to a human ear.

[0012] In some embodiments, determining the surface pressure data of the vehicle window according to the external flow field model comprises the following steps:

[0013] Using large eddy simulation method to perform fluid simulation on the external flow field model to obtain the instantaneous pressure value of the vehicle window;

[0014] The time-domain acoustic pressure and the hydrodynamic pressure coupling pressure value of the vehicle window surface are calculated according to the instantaneous pressure value to obtain the surface pressure data of the vehicle window.

[0015] In some embodiments, the method of establishing a residual structure as a super unit of the vehicle window using a comprehensive modal method according to the interior vehicle model to obtain interface geometry information and vehicle modal characteristics includes the following steps:

[0016] Decomposing the interior car model into multiple substructures, respectively calculating the modal mass, modal stiffness, modal vector and modal damping of the substructures, and obtaining the modal characteristics of the substructures;

[0017] determining the vehicle window as a residual structure, and establishing a super unit based on the substructure outside the residual structure;

[0018] Obtaining interface geometry information according to node geometry information and node numbers on the connection interface between the residual structure and the super unit;

[0019] The vehicle modal characteristics of the target vehicle are obtained according to the modal characteristics of the substructure in the super unit.

[0020] In some embodiments, the establishing of the glass grid model of the vehicle window and performing Fourier transform on the surface pressure data through the glass grid model to obtain the surface spectrum load of the vehicle window comprises the following steps:

[0021] Establishing a glass mesh model of the vehicle window, and stretching the glass mesh model to be consistent with the modeling surface of the target vehicle;

[0022] The surface pressure data is projected onto the grid nodes of the stretched glass grid model to perform fast Fourier transform to obtain the surface spectrum load of the vehicle window.

[0023] In some embodiments, assembling the vehicle window and the super unit according to the interface geometry information to obtain a vehicle interior wind noise model comprises the following steps:

[0024] Based on a preset tolerance, the vehicle window and the super unit are assembled by matching the node geometry information on the connection interface to obtain a vehicle interior wind noise model;

[0025] Alternatively, the vehicle window is assembled with the super unit by matching the node numbers to obtain a vehicle interior wind noise model.

[0026] In some embodiments, the vehicle windows include a front windshield, front side windows, rear side windows, a sunroof, and a rear window. Determining the vehicle windows as residual structures and establishing super units based on the substructures other than the residual structures comprises the following steps:

[0027] Determine the front windshield as a first residual structure, and establish a first super unit based on the substructures other than the first residual structure;

[0028] determining the front side window glass as a second residual structure, and establishing a second super unit based on the substructures other than the second residual structure;

[0029] determining the rear side window glass as a third residual structure, and establishing a third super unit based on the substructures other than the third residual structure;

[0030] determining the skylight glass as a fourth residual structure, and establishing a fourth super unit based on the substructures other than the fourth residual structure;

[0031] The rear window glass is determined as a fifth residual structure, and a fifth super unit is established based on the substructures other than the fifth residual structure.

[0032] In some embodiments, the step of calculating the wind noise in the vehicle according to the surface spectrum load and the frequency response function to obtain a first response value transmitted to a human ear comprises the following steps:

[0033] Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the front windshield to obtain a second response value transmitted to the human ear through the front windshield;

[0034] Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the front side window glass, and obtain a third response value transmitted to the human ear through the front side window glass;

[0035] Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the rear side window glass to obtain a fourth response value transmitted to a human ear through the rear side window glass;

[0036] Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the sunroof glass to obtain a fifth response value transmitted to a human ear through the sunroof glass;

[0037] Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the rear window glass to obtain a sixth response value transmitted to a human ear through the rear window glass;

[0038] The second response value, the third response value, the fourth response value, the fifth response value and the sixth response value are linearly superimposed to obtain a first response value transmitted to the human ear.

[0039] To achieve the above-mentioned purpose, another aspect of the embodiment of the present application provides a vehicle interior wind noise assessment system based on a super unit, the system comprising:

[0040] The first module is used to obtain a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model;

[0041] A second module is used to determine the surface pressure data of the vehicle window according to the external flow field model;

[0042] The third module is used to establish a residual structure as a super unit of the window by using a comprehensive modal method according to the interior vehicle model, and obtain interface geometry information and vehicle modal characteristics;

[0043] A fourth module is used to establish a glass grid model of the vehicle window, and to perform Fourier transform on the surface pressure data through the glass grid model to obtain a surface spectrum load of the vehicle window;

[0044] A fifth module is used to assemble the vehicle window and the super unit according to the interface geometry information to obtain an in-vehicle wind noise model, and calculate the frequency response function of the wind noise transmitted by the vehicle window according to the vehicle modal characteristics through the in-vehicle wind noise model;

[0045] The sixth module is used to calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function, and obtain a first response value transmitted to the human ear.

[0046] To achieve the above objective, another aspect of an embodiment of the present application provides an electronic device, the electronic device comprising a memory and a processor, the memory storing a computer program, and the processor implementing the above method when executing the computer program.

[0047] To achieve the above objective, another 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 the computer program implements the above method when executed by a processor.

[0048] The embodiments of the present application include at least the following beneficial effects: The present application provides a method, system, device and storage medium for evaluating in-vehicle wind noise based on a super unit. The scheme obtains a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model; determines the surface pressure data of the vehicle window according to the external flow field model; and establishes a super unit with the residual structure as the vehicle window using a comprehensive modal method according to the interior vehicle model to obtain interface geometry information and vehicle modal characteristics, thereby saving computing resources and time consumption.

[0049] By establishing a glass grid model of the car window, the surface pressure data is Fourier transformed through the glass grid model to obtain the surface spectrum load; the car window and the super unit are assembled according to the interface geometry information to obtain the interior wind noise model, and the frequency response function is calculated according to the vehicle modal characteristics through the interior wind noise model; the first response value is calculated according to the surface spectrum load and the frequency response function, which can improve the accuracy of the model evaluation and thus improve the low-frequency accuracy of the wind noise analysis of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 is a flow chart of a method for evaluating in-vehicle wind noise based on a super unit provided in an embodiment of the present application;

[0051] Figure 2 is a flow chart of a method for evaluating in-vehicle wind noise based on a super unit provided in another embodiment of the present application;

[0052] Figure 3 It is a structural schematic diagram of a whole vehicle model of an interior vehicle with the front windshield removed provided in an embodiment of the present application;

[0053] Figure 4 It is a spectrum cloud diagram of pressure load on the surface of vehicle window glass provided in an embodiment of the present application;

[0054] Figure 5 is a structural schematic diagram of a car interior wind noise model provided in an embodiment of the present application;

[0055] Figure 6 It is a curve diagram of the acceleration response test of the center point of the side window provided in an embodiment of the present application;

[0056] Figure 7 is a curve diagram of a driver's ear response test provided in an embodiment of the present application;

[0057] Figure 8 is a structural schematic diagram of a super unit-based in-vehicle wind noise assessment system provided in an embodiment of the present application;

[0058] Fig. 9 It is a schematic diagram of the hardware structure of the electronic device provided in the embodiment of the present application. DETAILED DESCRIPTION

[0059] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below in conjunction with the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are only examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the attached claims.

[0060] It is understood that the terms "first", "second", etc. used in this application can be used to describe various concepts in this article, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another concept. For example, without departing from the scope of the embodiment of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein can be interpreted as "at the time of" or "when" or "in response to determination".

[0061] The terms "at least one", "multiple", "each", "any", etc. used in this application, at least one includes one, two or more, multiple includes two or more, each refers to each of the corresponding multiple, and any refers to any one of the multiple.

[0062] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0063] Before describing the embodiments of the present application in detail, some related technologies involved in the embodiments of the present application are first described.

[0064] In recent years, due to the substantial improvement of computer numerical computing capabilities, people can predict the level of wind noise outside and inside the car through simulation numerical calculations in the early stages of car development. At present, wind noise simulation analysis is mostly divided into two steps, external flow analysis and internal noise analysis. There are two methods for internal analysis, one is the statistical energy method, and the other is the direct frequency response method. The direct frequency response method can obtain obvious peak response and relatively accurate low- and medium-frequency response noise. However, considering the large consumption of computing resources, the model is usually simplified to include only the glass network model and the acoustic cavity model without including other parts of the whole vehicle, and simply fix the glass edge nodes with 3-6 degrees of freedom to replace the complete vehicle model, resulting in a significant reduction in low-frequency simulation accuracy.

[0065] In view of this, an embodiment of the present application provides a method, system, device and storage medium for evaluating in-vehicle wind noise based on a super unit. The scheme obtains a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model; determines the surface pressure data of the vehicle window according to the external flow field model; and establishes a super unit with the residual structure as the vehicle window by using a comprehensive modal method according to the interior vehicle model to obtain interface geometry information and vehicle modal characteristics, thereby saving computing resources and time consumption.

[0066] By establishing a glass grid model of the car window, the surface pressure data is Fourier transformed through the glass grid model to obtain the surface spectrum load; the car window and the super unit are assembled according to the interface geometry information to obtain the interior wind noise model, and the frequency response function is calculated according to the vehicle modal characteristics through the interior wind noise model; the first response value is calculated according to the surface spectrum load and the frequency response function, which can improve the accuracy of the model evaluation and thus improve the low-frequency accuracy of the wind noise analysis of the whole vehicle.

[0067] The in-vehicle wind noise evaluation method based on super unit provided in the embodiment of the present application relates to the technical field of vehicle wind noise testing. The in-vehicle wind noise evaluation method based on super unit provided in the embodiment of the present application can be applied to a terminal, can also be applied to a server, and can also be software running in a terminal or a server. In some embodiments, the terminal can be a smart phone, a tablet computer, a laptop computer, a desktop computer, a smart speaker, a smart watch, and a vehicle-mounted terminal, etc., but is not limited to this; the server side can be configured as an independent physical server, or it can be configured as a server cluster or a distributed system composed of multiple physical servers, and can also be configured as a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms. The server can also be a node server in a blockchain network; the software can be an application that implements the in-vehicle wind noise evaluation method based on super unit, etc., but is not limited to the above forms.

[0068] The present application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, etc. The present application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments, in which tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules can be located in local and remote computer storage media including storage devices.

[0069] Figure 1 is an optional flow chart of a super-unit-based vehicle interior wind noise evaluation method provided in an embodiment of the present application. Figure 1 The method may include but is not limited to steps S101 to S106.

[0070] Step S101, obtaining a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model.

[0071] Specifically, in order to predict the wind noise level in the vehicle during the vehicle development stage, the whole vehicle model of the target vehicle is first obtained, wherein the whole vehicle model includes an external flow field model and an interior vehicle model. The external flow field model can be obtained by establishing a compressible ideal fluid model. The interior vehicle model is established according to the specific shape, size, material and manufacturing process of each component inside the target vehicle.

[0072] Step S102, determining surface pressure data of the vehicle window according to the external flow field model.

[0073] Specifically, the surface pressure data of the vehicle window is determined according to the external flow field model. The external flow field of the entire vehicle is calculated by fluid dynamics according to the external flow field model, and the surface pressure data of the vehicle window is determined by numerical simulation.

[0074] Step S103, based on the interior vehicle model, a comprehensive modal method is used to establish a super unit with the residual structure being the vehicle window, and obtain interface geometry information and vehicle modal characteristics.

[0075] It should be noted that the super unit is to cut out a part of the model in a finite element overall model, and use finite element analysis to express specific mechanical properties through modal expressions. This process is called super unit generation. Then, when the overall model is analyzed, these expressions are used to replace the cut part of the model. The part of the overall model minus the super unit is the residual structure. The interface geometry information is the connection information between the generated super unit structure and the residual structure.

[0076] In this embodiment, the comprehensive modal method is used to generate super units. The comprehensive modal method is a simplified method for calculating the modes of complex structures. The complex structure is split into substructures, the modes of the substructures are calculated, and then the modal analysis is performed by assembling them. The substructure splitting method is mainly determined by the connection information between the substructures. The connection information of the substructure can generally be considered as the information of the connection mode such as rigid connection or multi-point constraint. For the whole vehicle, the connection between the substructures is a welding, bolt or sealed connection.

[0077] For example, considering that direct calculation based on the whole vehicle requires large computing resources and consumes too much time, after obtaining the interior car model, based on the super unit method, according to the complex structure of the interior car model, the interior car model is split into multiple substructures using the comprehensive modal method, and finite element analysis is used to express the specific mechanical properties through modal expression, and the residual structure is established as a super unit of the car window to obtain the interface geometry information and vehicle modal characteristics.

[0078] Step S104, establishing a glass grid model of the vehicle window, performing Fourier transform on the surface pressure data through the glass grid model, and obtaining the surface spectrum load of the vehicle window.

[0079] Specifically, according to the geometric data of the car window (such as the shape and size of the car window) extracted from the interior car model, the geometric data is discretized by software to establish the glass grid model of the car window. Then, the surface pressure data is Fourier transformed through the glass grid model, and the time domain data of the car window surface is converted into frequency domain data to obtain the surface spectrum load of the car window.

[0080] It is understandable that before Fourier transforming the surface pressure data, the extracted surface pressure data may be preprocessed, and the preprocessing includes removing noise or outliers, smoothing data, and ensuring the continuity and integrity of the data.

[0081] Step S105 , assembling the vehicle window and the super unit according to the interface geometry information to obtain an in-vehicle wind noise model, and calculating the frequency response function of the wind noise transmitted by the vehicle window according to the in-vehicle wind noise model and the vehicle modal characteristics.

[0082] Specifically, the area where the window is connected to the super-unit is determined according to the interface geometry information. The connection area is usually the part where the glass is connected to the body. The connection area between the window and the super-unit is aligned, and the window and the super-unit are assembled by matching the node set information of the window and the super-unit at the connection interface to obtain the in-vehicle wind noise model.

[0083] Furthermore, after the in-vehicle wind noise model is obtained, the frequency response function of the wind noise transmitted by the window is calculated according to the vehicle modal characteristics through the in-vehicle wind noise model.

[0084] Step S106 , calculating the wind noise inside the vehicle according to the surface spectrum load and the frequency response function, and obtaining a first response value transmitted to the human ear.

[0085] Specifically, the wind noise inside the car is calculated based on the surface spectrum load and the frequency response function to obtain the first response value transmitted to the human ear. The extracted surface spectrum load and the frequency response function are weighted to calculate the wind noise level transmitted from outside the car to the inside of the car, and the first response value of the driver's ear is obtained, that is, the evaluation result of the wind noise inside the car.

[0086] In some embodiments, step S102 may include but is not limited to steps S201 to S202.

[0087] Step S201, using large eddy simulation method to perform fluid simulation on the external flow field model to obtain the instantaneous pressure value of the vehicle window.

[0088] Optionally, a large eddy simulation method is used to perform fluid simulation on the external flow field model to obtain the instantaneous pressure value of the vehicle window.

[0089] Step S202, calculating the time domain acoustic pressure and the hydrodynamic pressure coupling pressure value of the vehicle window surface according to the instantaneous pressure value, and obtaining the surface pressure data of the vehicle window.

[0090] Specifically, the time-domain acoustic pressure and the hydrodynamic pressure coupling pressure value of the vehicle window surface are calculated according to the instantaneous pressure value to obtain the surface pressure data of the vehicle window.

[0091] The time-domain sound pressure on the window surface is a manifestation of the instantaneous pressure value on the window surface. The time-domain sound pressure on the window surface is obtained by extracting acoustic information from the instantaneous pressure value.

[0092] The hydrodynamic coupling pressure value is the result obtained by comprehensively considering the fluid dynamic pressure and static pressure when considering the interaction between the fluid (wind) and the window surface. It more comprehensively reflects the pressure effect of the external flow field on the window surface, including the dynamic pressure generated by the flow of the fluid and the static pressure generated by the static or slow flow of the fluid. On the basis of the instantaneous pressure value, the hydrodynamic coupling pressure value is obtained by comprehensively considering the influence of fluid dynamics and static pressure.

[0093] The calculated time-domain acoustic pressure and hydrodynamic pressure coupling pressure values ​​on the window surface are used as the surface pressure data of the window.

[0094] In some embodiments, step S103 may include but is not limited to steps S301 to S304.

[0095] Step S301, disassemble the interior car model into multiple substructures, calculate the modal mass, modal stiffness, modal vector and modal damping of the substructures respectively, and obtain the modal characteristics of the substructures.

[0096] Optionally, the interior car model is disassembled into substructures such as the body, door, engine hood, seat, subframe, suspension, fuel tank, exhaust, etc., and the modal mass, modal stiffness, modal vector and modal damping of each substructure are calculated respectively to obtain the modal characteristics of the substructure.

[0097] Step S302: determine the vehicle window as a residual structure, and establish a super unit based on the substructures other than the residual structure.

[0098] Specifically, the car window is determined as a residual structure, and a super unit is established based on the substructures other than the residual structure. The modal information of the remaining substructures except the car window is integrated using the comprehensive modal reduction method to generate a super unit containing the body structure except the car window.

[0099] Step S303, obtaining interface geometry information according to the node geometry information and node numbers on the connection interface between the residual structure and the super-element.

[0100] Specifically, after the residual structure is removed to generate a super unit, the interface geometry information is obtained based on the node set information and node numbering on the connection interface between the residual structure and the super unit. In order to subsequently reload the super unit into the residual structure, it is necessary to clarify the connection interface between the residual structure and the super unit. This interface is usually composed of the connection between the removed component (i.e., the window) and the entire vehicle structure during the generation of the super unit. After the residual structure is removed to generate a super unit, the node geometry information and node numbering on the connection interface are saved in the node set to obtain the interface geometry information.

[0101] Step S304, obtaining the vehicle modal characteristics of the target vehicle according to the modal characteristics of the substructure in the super unit.

[0102] Specifically, the vehicle modal characteristics of the target vehicle are obtained according to the modal characteristics of the substructure in the supercell. According to the substructure included in the supercell, the eigenvalues ​​corresponding to the substructure are stored in the form of scalar points, and the modal vector, modal mass and modal stiffness are stored in the form of matrix and vector to obtain the vehicle modal characteristics of the target vehicle. At this time, the supercell is no longer a physical space model, but only reflects the modal attributes, and its attributes are only manifested in the modal space.

[0103] In some embodiments, step S104 may include but is not limited to steps S401 to S402.

[0104] Step S401, establishing a glass mesh model of a vehicle window, and stretching the glass mesh model to be consistent with the modeling surface of the target vehicle.

[0105] For example, a glass mesh model of a car window is established, and the glass mesh model is stretched to be consistent with the modeling surface of the target vehicle. The car window is meshed using meshing software according to the size, shape and other information of the car window, and then the glass mesh model is stretched according to the modeling surface of the target vehicle. The stretching direction and distance are determined according to the position and shape of the modeling surface to ensure that the stretched glass mesh model is consistent with the modeling surface, so that the subsequent glass mesh model can be accurately connected with other parts of the vehicle body.

[0106] Step S402 , projecting the surface pressure data onto the mesh nodes of the stretched glass mesh model to perform fast Fourier transform to obtain the surface spectrum load of the vehicle window.

[0107] Specifically, the surface pressure data is projected onto the grid nodes of the stretched glass grid model for fast Fourier transform to obtain the surface spectrum load of the window. The acquired surface pressure data is mapped onto the grid nodes of the stretched glass grid model to ensure that each grid node has a corresponding pressure value.

[0108] Then, the surface pressure data mapped to the grid nodes is transformed into frequency domain data by fast Fourier transform. The spectrum analysis is performed on the results of fast Fourier transform to extract the spectrum load of the window surface.

[0109] In some embodiments, the step of assembling the vehicle window and the super unit according to the interface geometry information to obtain the vehicle interior wind noise model may include but is not limited to step S501 or step S502.

[0110] Step S501 , based on a preset tolerance, assemble the vehicle window and the super unit by matching the node geometry information on the connection interface to obtain a vehicle interior wind noise model.

[0111] It should be noted that the connection interface is usually located at the contact point between the window and the body, including the surrounding area of ​​the window and any edge part connected to the body. The preset tolerance is a threshold set according to actual conditions, which is used to determine the degree of matching between nodes. If the difference between the nodes is within the preset tolerance range, the two nodes are considered to be matched.

[0112] In the matching process, based on the preset tolerance, the car window and the super unit are assembled by matching the node geometry information on the connection interface to obtain the in-car wind noise model. By traversing the nodes of the car window on the connection interface, for each car window node, a matching node is found in the super unit connection interface. Once a matching node is found, the node of the car window and the node of the super unit are combined into a node pair to form a connection between the car window and the super unit. Repeat the above steps to assemble all the nodes of the car window on the connection interface with the nodes of the super unit on the connection interface to obtain the in-car wind noise model.

[0113] Alternatively, in step S502, the vehicle window and the super unit are assembled by matching the node numbers to obtain a vehicle interior wind noise model.

[0114] It is understandable that if the node numbers of the vehicle window and the super unit can correspond one to one, the vehicle window and the super unit can be assembled by matching the node numbers to obtain the in-vehicle wind noise model.

[0115] Exemplarily, a search is performed in the node set of the super-unit according to the vehicle window node number, and the node set is traversed to match the super-unit node number that is the same as the vehicle window node number.

[0116] In some embodiments, step S302 may include but is not limited to steps S601 to S605.

[0117] Step S601: determine the front windshield as a first residual structure, and establish a first super unit based on substructures other than the first residual structure.

[0118] Step S602: determine the front side window glass as a second residual structure, and establish a second super unit based on the substructures other than the second residual structure.

[0119] Step S603: determine the rear side window glass as a third residual structure, and establish a third super unit based on the substructures other than the third residual structure.

[0120] Step S604: determine the skylight glass as a fourth residual structure, and establish a fourth super unit based on the substructures other than the fourth residual structure.

[0121] Step S605 : determining the rear window glass as a fifth residual structure, and establishing a fifth super unit based on substructures other than the fifth residual structure.

[0122] It should be noted that the vehicle windows include a front windshield, front side window glass, rear side window glass, skylight glass and rear window glass. Optionally, each glass can be removed in turn to obtain a corresponding super unit.

[0123] Specifically, first, the front windshield is determined as the first residual structure, the front windshield is removed from the interior vehicle model, and the first super unit is established based on the substructures other than the first residual structure.

[0124] Secondly, the front side window glass is determined as the second residual structure, the front side window glass is removed from the interior car model, and the second super unit is established based on the substructures other than the second residual structure.

[0125] Then, the rear side window glass is determined as the third residual structure, the rear side window glass is removed from the interior car model, and the third super unit is established based on the substructures other than the third residual structure.

[0126] Next, the sunroof glass is determined as the fourth residual structure, the sunroof glass is removed from the interior vehicle model, and a fourth super unit is established based on the substructures other than the fourth residual structure.

[0127] Finally, the rear window glass is determined as the fifth residual structure, the rear window glass is removed from the interior car model, and the fifth super unit is established based on the substructures other than the fifth residual structure.

[0128] It should be noted that, in some embodiments, in addition to removing a glass in sequence to obtain multiple super units, multiple glasses can also be removed at one time to obtain a super unit. The choice can be made according to actual conditions, and the embodiments of the present application do not make specific limitations.

[0129] In some embodiments, step S106 may include but is not limited to steps S701 to S706.

[0130] Step S701 , calculating the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the front windshield, and obtaining a second response value transmitted to the human ear through the front windshield.

[0131] Step S702 , calculating the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the front side window glass, and obtaining a third response value transmitted to the human ear through the front side window glass.

[0132] Step S703 , calculating the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the rear side window glass, and obtaining a fourth response value transmitted to the human ear through the rear side window glass.

[0133] Step S704 , calculating the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the sunroof glass, and obtaining a fifth response value transmitted to the human ear through the sunroof glass.

[0134] Step S705 , calculating the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the rear window glass, and obtaining a sixth response value transmitted to the human ear through the rear window glass.

[0135] Step S706 , linearly superimposing the second response value, the third response value, the fourth response value, the fifth response value and the sixth response value to obtain a first response value transmitted to the human ear.

[0136] It can be understood that a total of five super unit models are established in step S601 to step S605. After assembling each window with the corresponding super unit, weighting is performed according to the surface spectrum load and the frequency response function corresponding to each window, so as to obtain the response value transmitted by each window to the interior of the vehicle. Finally, the response value transmitted by each glass to the ear of the driver in the vehicle is linearly superimposed, so as to obtain the total response value of the ear of the driver in the vehicle.

[0137] Specifically, the wind noise inside the vehicle is calculated according to the surface spectrum load and the frequency response function corresponding to the front windshield, and a second response value transmitted to the human ear through the front windshield is obtained; the wind noise inside the vehicle is calculated according to the surface spectrum load and the frequency response function corresponding to the front side window glass, and a third response value transmitted to the human ear through the front side window glass is obtained; the wind noise inside the vehicle is calculated according to the surface spectrum load and the frequency response function corresponding to the rear side window glass, and a fourth response value transmitted to the human ear through the rear side window glass is obtained; the wind noise inside the vehicle is calculated according to the surface spectrum load and the frequency response function corresponding to the sunroof glass, and a fifth response value transmitted to the human ear through the sunroof glass is obtained; the wind noise inside the vehicle is calculated according to the surface spectrum load and the frequency response function corresponding to the rear window glass, and a sixth response value transmitted to the human ear through the rear window glass is obtained, and the second response value, the third response value, the fourth response value, the fifth response value and the sixth response value are linearly superimposed to obtain a first response value transmitted to the human ear.

[0138] The following is a detailed introduction and description of the solution of the embodiment of the present invention in conjunction with a specific application example.

[0139] Reference Figure 2 , Figure 2 It is a flow chart of a super-unit-based vehicle interior wind noise evaluation method provided in another embodiment of the present application. In this embodiment, the super-unit method is applied to wind noise simulation analysis to obtain more accurate vehicle interior low-frequency noise results.

[0140] Exemplarily, a compressible ideal fluid model is first established to obtain a whole-vehicle external flow field model for simulating the airflow conditions encountered by the vehicle during driving. The instantaneous pressure value of the window surface is calculated through the whole-vehicle external flow field model, and the time-domain sound pressure and hydrodynamic pressure coupling pressure value of the window surface are derived to obtain the glass surface pressure data.

[0141] Then, a whole vehicle interior model including the interior decoration is established, and a super unit main model with the residual structure being the front windshield is established based on the whole vehicle interior model.

[0142] For example, refer to Figure 3, the front windshield part is removed from the whole vehicle interior car model, the boundary nodes connecting the front windshield and the whole vehicle are fixedly constrained, and the whole vehicle interior car model without the front windshield is used as a whole to generate a super unit using the modal synthesis reduction method, and the residual structure is the super unit main model of the front windshield.

[0143] Specifically, the finite method is used to assemble the mass matrix M and the stiffness matrix K, and formula (1) is obtained to solve the eigenvalue and modal vector of the substructure. The modal mass and modal stiffness are obtained by calculating formula (2) and formula (3). The solution formula is as follows:

[0144]

[0145]

[0146] In the formula, x represents displacement, represents the modal mass, represents the modal stiffness, represents the mode vector.

[0147] It should be noted that the super-element needs to be loaded into the residual structure, where the modal stiffness and modal mass of the super-element need to be inversely calculated to obtain the stiffness matrix K of the super-element E and the mass matrix M E , through the interface connection relationship, the super-element stiffness matrix K E and the mass matrix M E and the stiffness matrix K of the residual structure R and the mass matrix M R Reassemble to form a new stiffness matrix K N and the mass matrix M N , we can get the new eigenvalue ω and eigenvector φ through formula (1) N , and then form a matrix form as shown in formula (4), the expression is as follows:

[0148]

[0149] In the formula, is the modal mass of the assembled structure, is the modal stiffness of the assembled structure, is the modal damping, ξ is the modal coordinate, and P is the load.

[0150] By solving formula (4), the modal coordinates of the response point are obtained, and finally the solution of the physical space is obtained by calculating the coordinate transformation formula. The coordinate transformation formula is as follows:

[0151] u=φ N ξ (5),

[0152] In the formula, u represents the solution of physical space, and the solution can mean field physical quantities such as pressure, displacement, acceleration, and velocity.

[0153] After the residual structure is generated as the super-element master model of the front windshield, the generated super-element information is stored in a specific format for subsequent use. For example, after setting the output format to op2 format, the interface geometry information, eigenvalues, modal mass, modal stiffness, and modal vector matrix data information are formed into a machine-readable encoding file super1.op2.

[0154] It should be noted that the interface geometry information is the geometry information of the nodes on the connection interface between two interconnected substructures. These can be stored as assembly information in the super-element file, and used as the basis for assembling the stiffness matrix, mass matrix and damping matrix. They can also be used to restore the dynamic characteristics of the entire vehicle structure.

[0155] According to the above method, the super unit file super2.op2 for removing the front side window glass, the super unit file super3.op2 for removing the rear side window glass, the super unit file super4.op2 for removing the sunroof glass, and the super unit file super5.op2 for removing the rear window glass are generated in sequence.

[0156] Next, the external flow field glass surface load is extracted. The surface mesh of the interior body glass model is stretched to make it consistent with the body shape surface, and then the glass surface pressure data extracted from the external flow field is projected onto the stretched interior body glass mesh nodes, and a fast Fourier transform is performed to obtain the pressure load spectrum cloud map of the glass surface, such as Figure 4 As shown in the figure, the distribution of pressure loads on the glass surface in different areas is reflected. Each grid is marked with a specific pressure load value (Map PRESSURE), and the direction and magnitude of the pressure loads in different areas are indicated by positive and negative values.

[0157] Finally, the super unit is imported to establish the interior noise model and calculate the interior noise response. Figure 5 , establish a conventional modal synthesis analysis model including glass model and acoustic cavity, which provides a basic framework for the subsequent calculation of in-vehicle noise. In the modal synthesis analysis model, define the area of ​​super-element connection, which is generally the unit node where the window glass and the body are connected. These areas will be used to connect the super-element with the glass model.

[0158] According to the super-element components corresponding to each window glass, the previously generated super-element files are imported in sequence to complete the establishment of the interior noise model. The super-element file contains the node set information of the connection interface, which is matched with the geometric information of the nodes in the glass model. The matching is based on the interface or node tolerance between the window glass and the super-element.

[0159] Optionally, if the node numbers correspond, matching can also be performed directly by searching for the node numbers.

[0160] After the in-car noise model is established, because the in-car noise model contains five super-element files, each window glass and the corresponding super-element are assembled into the overall stiffness matrix, mass matrix and damping matrix information, and the frequency response function transmitted to the car by each window glass is calculated respectively, and then the surface spectrum load and the frequency response function are weighted to obtain the response value transmitted to the car by each window glass. By linearly superimposing the response values ​​transmitted to the driver's ear in the car by each window glass, the total response value of the driver's ear in the car can be obtained.

[0161] This embodiment adopts the super-unit method to use the grid model of the glass as the residual structure, and imports the main model of the whole vehicle through the super-unit method, which can reproduce the dynamic characteristics of the whole vehicle model, improve the accuracy of the model, and further improve the accuracy of low-frequency vehicle interior noise, and obtain accurate low-frequency wind noise.

[0162] At the same time, the reusable super-unit can save computing resources and time consumption, significantly improve the accuracy of low-frequency results of vehicle wind noise analysis, and has obvious application value in the evaluation and optimization of vehicle wind noise.

[0163] In addition, the super unit only outputs information such as the stiffness matrix of the entire vehicle, and the geometric data model of the entire vehicle can also be kept confidential to outsiders.

[0164] Reference Figure 6 , Figure 6 This is a curve diagram of the acceleration response test of the center point of the side window obtained under the condition of applying a unit force to the center point of the glass surface and solving the response of the center point of the glass surface provided by the embodiment of the present application. In the figure, the horizontal axis represents the frequency (f) and the vertical axis represents the acceleration value (Acceler attions). Specifically, the super unit model and the whole vehicle model are used to calculate the origin dynamic stiffness in the range of 10-200Hz, respectively, to obtain the acceleration of the center point of the side window.

[0165] In this embodiment, by comparing the curves of the supercell and the whole vehicle model, it can be seen that the calculation results of the dynamic stiffness of the origin solved by loading the supercell and the dynamic stiffness of the origin directly calculated by the whole vehicle model are relatively consistent, that is, the supercell method can obtain more accurate results. Compared with direct calculation of the whole vehicle, the reusable supercell can save computing resources and time consumption, significantly improve the accuracy of the low-frequency results of the whole vehicle wind noise analysis, and have obvious application value in the evaluation and optimization of the whole vehicle wind noise.

[0166] Reference Figure 7 The embodiment of the present application uses a super unit model established based on the present method and a traditional model to perform a driver human ear response test simulation in the frequency range of 30 Hz to 200 Hz. In the figure, the horizontal axis represents the frequency (f) and the vertical axis represents the sound pressure level (Fluid_P).

[0167] In this embodiment, by comparing the curves of the traditional model and the test value, it can be seen that the traditional model has a large difference with the test value between 30Hz and 100Hz, that is, the accuracy of the low frequency band is poor. By comparing the curve of the super unit model with the test value curve, it can be seen that the curve of the super unit model is closer to the test value curve, and a better simulation effect can be achieved even in the low frequency band.

[0168] Reference Figure 8 The embodiment of the present application further provides a vehicle interior wind noise assessment system based on a super unit, which can implement the above vehicle interior wind noise assessment method based on a super unit, and the system includes:

[0169] The first module is used to obtain a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model;

[0170] The second module is used to determine the surface pressure data of the vehicle window according to the external flow field model;

[0171] The third module is used to establish a super unit with the residual structure as the window by using the comprehensive modal method according to the interior car model, and obtain the interface geometry information and vehicle modal characteristics;

[0172] The fourth module is used to establish a glass grid model of the car window, and to perform Fourier transform on the surface pressure data through the glass grid model to obtain the surface spectrum load of the car window;

[0173] The fifth module is used to assemble the car window and the super unit according to the interface geometry information to obtain the in-car wind noise model, and calculate the frequency response function of the wind noise transmitted by the car window according to the vehicle modal characteristics through the in-car wind noise model;

[0174] The sixth module is used to calculate the wind noise inside the vehicle based on the surface spectrum load and the frequency response function, and obtain the first response value transmitted to the human ear.

[0175] It can be understood that the contents of the above method embodiments are all applicable to the present system embodiments, the functions specifically implemented by the present system embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0176] The embodiment of the present application also provides an electronic device, the electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the above-mentioned vehicle interior wind noise assessment method based on the super unit when executing the computer program. The electronic device can be any intelligent terminal including a tablet computer, a vehicle-mounted computer, etc.

[0177] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0178] Reference Fig. 9 , Fig. 9 The hardware structure of an electronic device of another embodiment is illustrated, and the electronic device includes:

[0179] The processor 901 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application;

[0180] The memory 902 may be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 902 may store an operating system and other application programs. When the technical solution provided in the embodiment of this specification is implemented by software or firmware, the relevant program code is stored in the memory 902, and the processor 901 calls and executes the vehicle interior wind noise evaluation method based on the super unit in the embodiment of this application;

[0181] Input / output interface 903, used to implement information input and output;

[0182] Communication interface 904, used to realize communication interaction between the device and other devices, which can be realized by wired mode (such as USB, network cable, etc.) or wireless mode (such as mobile network, WIFI, Bluetooth, etc.);

[0183] A bus 905 that transmits information between various components of the device (e.g., the processor 901, the memory 902, the input / output interface 903, and the communication interface 904);

[0184] The processor 901 , the memory 902 , the input / output interface 903 and the communication interface 904 are connected to each other in communication within the device via a bus 905 .

[0185] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the above-mentioned in-vehicle wind noise assessment method based on the super unit is implemented.

[0186] It can be understood that the contents of the above method embodiments are all applicable to the present storage medium embodiments, the functions specifically implemented by the present storage medium embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0187] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0188] The embodiments described in the embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application and do not constitute a limitation on the technical solutions provided in the embodiments of the present application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0189] Those skilled in the art will appreciate that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than shown in the figures, or a combination of certain steps, or different steps.

[0190] The system embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separated, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment.

[0191] Those skilled in the art will appreciate that all or some of the steps in the methods disclosed above, and the functional modules / units in the systems and devices may be implemented as software, firmware, hardware, or a suitable combination thereof.

[0192] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used 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 of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations 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.

[0193] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but the scope of the rights of the present invention is not limited thereto. Any modification, equivalent substitution and improvement made by a person skilled in the art without departing from the scope and essence of the present invention should be within the scope of the rights of the present invention.

Claims

1. A super-unit-based vehicle interior wind noise assessment method, characterized in that: The method comprises the following steps: Obtaining a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model; Determining surface pressure data of the vehicle window according to the external flow field model; According to the interior vehicle model, a comprehensive modal method is used to establish a residual structure as a super unit of the vehicle window to obtain interface geometry information and vehicle modal characteristics; Establishing a glass grid model of the vehicle window, and performing Fourier transform on the surface pressure data through the glass grid model to obtain a surface spectrum load of the vehicle window; Assembling the vehicle window and the super unit according to the interface geometry information to obtain an in-vehicle wind noise model, and calculating a frequency response function of the wind noise transmitted by the vehicle window according to the vehicle modal characteristics through the in-vehicle wind noise model; The wind noise inside the vehicle is calculated according to the surface spectrum load and the frequency response function to obtain a first response value transmitted to a human ear.

2. The method according to claim 1, characterized in that Determining the surface pressure data of the vehicle window according to the external flow field model comprises the following steps: Using large eddy simulation method to perform fluid simulation on the external flow field model to obtain the instantaneous pressure value of the vehicle window; The time-domain acoustic pressure and the hydrodynamic pressure coupling pressure value of the vehicle window surface are calculated according to the instantaneous pressure value to obtain the surface pressure data of the vehicle window.

3. The method according to claim 1, characterized in that The method of using the comprehensive modal method to establish a residual structure as a super unit of the vehicle window according to the interior vehicle model to obtain interface geometry information and vehicle modal characteristics includes the following steps: Decomposing the interior car model into multiple substructures, respectively calculating the modal mass, modal stiffness, modal vector and modal damping of the substructures, and obtaining the modal characteristics of the substructures; determining the vehicle window as a residual structure, and establishing a super unit based on the substructure outside the residual structure; Obtaining interface geometry information according to node geometry information and node numbers on the connection interface between the residual structure and the super unit; The vehicle modal characteristics of the target vehicle are obtained according to the modal characteristics of the substructure in the super unit.

4. The method according to claim 1, characterized in that: The step of establishing a glass grid model of the vehicle window and performing Fourier transform on the surface pressure data through the glass grid model to obtain the surface spectrum load of the vehicle window comprises the following steps: Establishing a glass mesh model of the vehicle window, and stretching the glass mesh model to be consistent with the modeling surface of the target vehicle; The surface pressure data is projected onto the grid nodes of the stretched glass grid model to perform fast Fourier transform to obtain the surface spectrum load of the vehicle window.

5. The method according to claim 3, characterized in that: The step of assembling the vehicle window and the super unit according to the interface geometry information to obtain a vehicle interior wind noise model comprises the following steps: Based on a preset tolerance, the vehicle window and the super unit are assembled by matching the node geometry information on the connection interface to obtain a vehicle interior wind noise model; Alternatively, the vehicle window is assembled with the super unit by matching the node numbers to obtain a vehicle interior wind noise model.

6. The method according to claim 3, characterized in that: The vehicle windows include a front windshield, front side windows, rear side windows, a sunroof, and a rear window. The vehicle windows are determined as residual structures, and a super unit is established based on the substructures other than the residual structure, including the following steps: Determine the front windshield as a first residual structure, and establish a first super unit based on the substructures other than the first residual structure; determining the front side window glass as a second residual structure, and establishing a second super unit based on the substructures other than the second residual structure; determining the rear side window glass as a third residual structure, and establishing a third super unit based on the substructures other than the third residual structure; determining the skylight glass as a fourth residual structure, and establishing a fourth super unit based on the substructures other than the fourth residual structure; The rear window glass is determined as a fifth residual structure, and a fifth super unit is established based on the substructures other than the fifth residual structure.

7. The method according to claim 6, characterized in that The step of calculating the wind noise in the vehicle according to the surface spectrum load and the frequency response function to obtain a first response value transmitted to the human ear comprises the following steps: Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the front windshield to obtain a second response value transmitted to the human ear through the front windshield; Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the front side window glass, and obtain a third response value transmitted to the human ear through the front side window glass; Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the rear side window glass to obtain a fourth response value transmitted to a human ear through the rear side window glass; Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the sunroof glass to obtain a fifth response value transmitted to a human ear through the sunroof glass; Calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function corresponding to the rear window glass to obtain a sixth response value transmitted to a human ear through the rear window glass; The second response value, the third response value, the fourth response value, the fifth response value and the sixth response value are linearly superimposed to obtain a first response value transmitted to the human ear.

8. A super unit based in-vehicle wind noise assessment system, characterized in that: The system comprises: The first module is used to obtain a whole vehicle model of the target vehicle, wherein the whole vehicle model includes an external flow field model and an interior vehicle model; A second module is used to determine the surface pressure data of the vehicle window according to the external flow field model; The third module is used to establish a residual structure as a super unit of the window by using a comprehensive modal method according to the interior vehicle model, and obtain interface geometry information and vehicle modal characteristics; A fourth module is used to establish a glass grid model of the vehicle window, and to perform Fourier transform on the surface pressure data through the glass grid model to obtain a surface spectrum load of the vehicle window; A fifth module is used to assemble the vehicle window and the super unit according to the interface geometry information to obtain an in-vehicle wind noise model, and calculate the frequency response function of the wind noise transmitted by the vehicle window according to the vehicle modal characteristics through the in-vehicle wind noise model; The sixth module is used to calculate the wind noise inside the vehicle according to the surface spectrum load and the frequency response function, and obtain a first response value transmitted to the human ear.

9. An electronic device, characterized in that: The electronic device comprises a memory and a processor, the memory stores a computer program, and the processor implements the method according to any one of claims 1 to 7 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 method according to any one of claims 1 to 7 is implemented.

Images