Vehicle noise management method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle noise management method and device, electronic equipment and a storage medium, and belongs to the technical field of vehicles. The method comprises the steps of obtaining current wind noise of a vehicle; based on the current angle of the wind direction guide plate, the vehicle speed and the current wind speed of the roof, lift force and wind resistance borne by the vehicle are obtained; obtaining the optimal angle of the wind direction guide plate according to the wind resistance, the lift force and the wind noise by using a wind noise suppression model; and according to the optimal angle, an adjusting instruction is sent to an executing mechanism, the executing mechanism is instructed to adjust the wind direction guide plate to the optimal angle, and therefore the wind direction guide plate guides air impacting the vehicle. Therefore, the wind direction guide plate is adjusted to the optimal angle which is most matched with the current wind of the vehicle in real time so as to guide and divide the wind impacting the vehicle as far as possible, so that the air resistance is dynamically minimized and the wind noise is reduced under different airflow conditions, and the driving comfort and the energy efficiency are further improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle noise management method, device, electronic device and storage medium. Background Art

[0002] With the continuous development of automobile manufacturing technology, the driving speed and performance of vehicles have been significantly improved. During high-speed driving, wind noise is a key factor affecting driving comfort and energy efficiency. Therefore, vehicle noise reduction technology has become an important research direction.

[0003] Common vehicle noise reduction methods mainly reduce noise by improving the vehicle body structure design or using sound insulation materials, but these methods have several limitations: first, the traditional vehicle body aerodynamic design is usually fixed, and under certain driving conditions, wind resistance and noise are still relatively serious; second, most of these methods rely on passive materials or local optimization and lack the ability to adapt to the external environment; third, when the vehicle is traveling at high speed, the increase in wind resistance will not only cause noise problems, but also significantly increase the vehicle's energy consumption, thereby reducing the efficiency of fuel or battery use, especially when driving long distances and on highways, this effect is more significant.

[0004] Therefore, there is an urgent need for an effective solution to the problem of wind noise and air resistance of vehicles during high-speed driving. Summary of the invention

[0005] In view of this, the purpose of the present application is to provide a vehicle noise management method, device, electronic device and storage medium, which can achieve the effect of reducing noise and wind resistance by dynamically adjusting the air flow outside the vehicle, thereby greatly improving driving comfort and energy efficiency.

[0006] In order to achieve the above purpose, the technical solution adopted in this application is as follows:

[0007] In a first aspect, the present application provides a vehicle noise management method, which is applied to a controller, the controller is communicatively connected to an actuator, and the actuator is connected to a wind deflector disposed on a roof of the vehicle, and the method comprises:

[0008] Get the current wind noise of the vehicle;

[0009] Based on the current angle of the wind deflector, the vehicle speed, and the current wind speed on the roof, the lift and wind resistance of the vehicle are obtained;

[0010] Using a wind noise suppression model, according to the wind resistance, lift and wind noise, the optimal angle of the wind deflector is obtained; wherein the wind noise suppression model is obtained after model construction and optimization based on wind noise suppression test data of the wind deflector;

[0011] According to the optimal angle, an adjustment instruction is sent to the actuator to instruct the actuator to adjust the wind deflector to the optimal angle so that the wind deflector can guide the air that impacts the vehicle.

[0012] Optionally, the step of obtaining the lift and wind resistance of the vehicle based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof includes:

[0013] According to the current angle of the wind deflector and the windward area model, the current windward area of ​​the vehicle is obtained;

[0014] According to the vehicle speed and the current wind speed on the roof, the relative wind speed is obtained;

[0015] The lift and wind resistance experienced by the vehicle are obtained according to the frontal area and the relative wind speed.

[0016] Optionally, the step of obtaining the relative wind speed according to the vehicle speed and the current wind speed on the roof includes:

[0017] According to the current angle of the vehicle and the wind direction on the roof, the relative angle is obtained;

[0018] Based on the relative angle, the vehicle speed and the current wind speed on the roof, the relative wind speed is obtained by using trigonometric functions.

[0019] Optionally, the step of obtaining the current wind noise of the vehicle includes:

[0020] Using CFD simulation, the pressure field of each part of the vehicle is obtained according to the current wind speed, wind direction and vehicle motion state;

[0021] For each part of the vehicle, according to the pressure field of the part at the current moment and the previous moment, the pressure fluctuation value of the part is obtained;

[0022] Wind noise is obtained based on the pressure fluctuation values ​​at various locations and noise generation characteristics.

[0023] Optionally, the method further comprises:

[0024] Based on the fluid flow model, the flow data of the roof is obtained according to the current wind speed, wind direction and temperature of the roof;

[0025] determining, based on the flow data, whether the airflow on the roof is disturbed;

[0026] When the airflow on the roof is disturbed, the step of obtaining the current wind noise of the vehicle is performed.

[0027] Optionally, the flow data includes pressure field, vorticity, turbulence intensity and streamlines;

[0028] The step of determining whether the roof airflow is disturbed according to the flow data comprises:

[0029] respectively obtaining the change values ​​of the pressure field, the vorticity and the streamline;

[0030] Determining whether each of the change values ​​meets the corresponding stability condition and whether the turbulence intensity does not exceed the intensity threshold;

[0031] If so, it is determined that the roof airflow is not disturbed;

[0032] If not, it is determined that the roof airflow is disturbed.

[0033] Optionally, the controller is further connected to a server for communication, and the step of the server obtaining the wind noise suppression model includes:

[0034] Acquire multiple sets of wind noise suppression test data; wherein the wind noise suppression test data includes wind force data of the vehicle and a wind deflector angle corresponding to minimum wind noise under the wind force data, and the wind force data includes wind resistance, lift and wind noise;

[0035] Obtaining an objective function according to the wind force data and the wind deflector angle in each of the wind noise suppression test data;

[0036] Annotating the wind noise suppression test data to obtain a sample data set;

[0037] Based on the sample data set, the objective function is optimized to obtain a wind noise suppression model.

[0038] In a second aspect, the present application provides a vehicle noise management device, which is applied to a controller, the controller is communicatively connected to an actuator, the actuator is connected to a wind deflector disposed on a roof, and the vehicle noise management device includes a preprocessing module, an angle acquisition module, and an angle adjustment module;

[0039] The preprocessing module is used to obtain the current wind noise of the vehicle;

[0040] The preprocessing module is used to obtain the lift and wind resistance of the vehicle based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof;

[0041] The angle acquisition module is used to obtain the optimal angle of the wind deflector according to the wind resistance, lift and wind noise using a wind noise suppression model; wherein the wind noise suppression model is obtained after model construction and optimization based on wind noise suppression test data of the wind deflector;

[0042] The angle adjustment module is used to send an adjustment instruction to the actuator according to the optimal angle, instructing the actuator to adjust the wind deflector to the optimal angle so that the wind deflector can guide the air impacting the vehicle.

[0043] In a third aspect, the present application provides an electronic device, comprising a processor and a memory, wherein the memory stores a computer program that can be executed by the processor, and the processor can execute the computer program to implement a vehicle noise management method as described in any one of the aforementioned embodiments.

[0044] In a fourth aspect, the present application provides a storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements a vehicle noise management method as described in any one of the aforementioned embodiments.

[0045] The vehicle noise management method, device, electronic device and storage medium provided by the embodiment of the present application include: obtaining the current wind noise of the vehicle; obtaining the lift and wind resistance of the vehicle based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof; using the wind noise suppression model, according to the wind resistance, lift and wind noise, obtaining the optimal angle of the wind deflector, the wind noise suppression model is based on the wind noise suppression test data of the wind deflector, and is obtained after model construction and optimization; according to the optimal angle, sending an adjustment instruction to the actuator, instructing the actuator to adjust the wind deflector to the optimal angle, so that the wind deflector can guide the air impacting the vehicle. In this way, the wind deflector is adjusted to the optimal angle that best matches the current wind of the vehicle in real time, so as to guide and divert the wind impacting the vehicle as much as possible, so as to dynamically minimize the air resistance under different airflow conditions, reduce wind noise, and thus improve driving comfort and energy efficiency.

[0046] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0048] Figure 1 A schematic diagram of the system architecture of a vehicle noise management system provided in an embodiment of the present application is shown.

[0049] Figure 2A connection structure diagram of the actuator and the wind guide plate provided in an embodiment of the present application is shown.

[0050] Figure 3 A schematic diagram of the module architecture of an electronic device provided in an embodiment of the present application is shown.

[0051] Figure 4 One of the flow charts of the vehicle noise management method provided in the embodiment of the present application is shown.

[0052] Figure 5 Shows Figure 4 Schematic diagram of the process flow of some sub-steps of step 11.

[0053] Figure 6 Shows Figure 4 Schematic diagram of the process flow of some sub-steps of step 13.

[0054] Figure 7 Shows Figure 6 A flowchart of some sub-steps of step 133 in FIG.

[0055] Figure 8 The second flowchart of the vehicle noise management method provided in the embodiment of the present application is shown.

[0056] Fig. 9 The third flowchart of the vehicle noise management method provided in the embodiment of the present application is shown.

[0057] Fig.10 A schematic diagram of the module architecture of a vehicle noise management device provided in an embodiment of the present application is shown.

[0058] Icons: 10-vehicle noise management system; 110-server; 120-controller; 130-actuator; 131-motor; 132-gear; 133-rotating shaft; 140-wind deflector; 141-streamline guide surface; 142-assembly surface; 143-front; 20-electronic equipment; 210-memory; 220-processor; 230-communication module; 30-vehicle noise management device; 310-preprocessing module; 320-angle acquisition module; 330-angle adjustment module. DETAILED DESCRIPTION

[0059] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various different configurations.

[0060] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for which protection is sought, but merely represents selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0061] It should be noted that relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0062] The vehicle noise management method provided in the embodiment of the present application can be applied to Figure 1 In the vehicle noise management system 10 shown, the vehicle noise management system 10 includes a controller 120, an actuator 130 and a wind deflector 140. The actuator 130 and the wind deflector 140 are both arranged on the roof of the vehicle. The controller can be arranged at any position of the vehicle. The controller 120 is communicated with the actuator 130 by wire or wireless means. The actuator 130 is used to drive the wind deflector 140 to rotate to any angle.

[0063] The vehicle is also provided with various sensors, for example, wind speed and direction sensors installed at various parts of the vehicle (such as the vehicle, the front, the rear, the left side and the right side of the vehicle), angle sensors installed on the wind deflector 140, and temperature sensors installed on the rearview mirror housing or the front grille of the vehicle. All the sensors are connected to the controller 120 in a wired or wireless manner.

[0064] The wind speed and direction sensor is used to collect the wind speed and wind direction at the location in real time, the angle sensor is used to measure the angle of the wind deflector 140 in real time, and the temperature sensor is used to monitor the temperature of the external environment in real time.

[0065] Reference Figure 1 and Figure 2The actuator 130 includes a motor 131, a gear 132 and a shaft 133. The gear 132 is mounted on the output shaft of the motor 131. One end of the shaft 133 is engaged with the gear 132, and the other end of the shaft 133 is connected to the wind deflector 140. The shaft 133 can be mounted at the root of the wind deflector 140 or on both sides of the wind deflector 140, so that the angle can be flexibly adjusted, thereby driving the wind deflector 140 to rotate around the horizontal axis or the vertical axis.

[0066] In order to better catch the wind and guide the air flow, the basic shape of the wind deflector 140 can be a flat wing type or a curved surface type. Figure 2 The wind deflector includes a streamlined guide surface 141 at the rear end, a mounting surface 142 at the bottom, and two front surfaces 143 at the front end. The front surface 143 is relatively sharp, and the streamlined guide surface 141 is slightly curved or streamlined to reduce wind resistance and noise. The mounting surface 142 is used to be installed on the roof and connected to the rotating shaft 133.

[0067] Please refer to Figure 1 The vehicle noise management system 10 further includes a server 110, which can be connected to the controller 120 through a network, wired or wireless communication. The server 110 is used to train a wind noise suppression model and download and deploy the wind noise suppression model to the controller 120.

[0068] The controller 120 is used to implement the vehicle noise management method provided in the embodiment of the present application, including: obtaining the current wind noise of the vehicle; obtaining the lift and wind resistance of the vehicle based on the current angle of the wind deflector 140, the vehicle speed and the current wind speed on the roof; using a wind noise suppression model, according to the wind resistance, lift and wind noise, obtaining the optimal angle of the wind deflector 140, the wind noise suppression model is based on the wind noise suppression test data of the wind deflector 140, and is obtained after model construction and optimization; according to the optimal angle, sending an adjustment instruction to the actuator 130, instructing the actuator 130 to adjust the wind deflector 140 to the optimal angle, so that the wind deflector 140 can guide the air that impacts the vehicle.

[0069] For example, the motor 131 operates in response to the adjustment instruction to drive the gear 132 to rotate, and then drives the wind deflector to adjust the angle through the rotation until it reaches the optimal angle.

[0070] The structures of the above-mentioned actuator 130 and wind guide plate 140 are merely examples, and can be adaptively adjusted according to requirements in actual applications, and are not limited here.

[0071] Please refer to Figure 3 , is a block diagram of an electronic device 20, which may be Figure 1The controller 120 in the vehicle noise management system 10 is shown. The electronic device 20 includes a memory 210, a processor 220 and a communication module 230. The memory 210, the processor 220 and the communication module 230 are electrically connected to each other directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses or signal lines.

[0072] The memory 210 is used to store programs or data and can be, but not limited to, a random access memory, a read-only memory, a programmable read-only memory, an erasable read-only memory, an electrically erasable read-only memory, and the like.

[0073] The processor 220 is used to read / write data or programs stored in the memory 210 and execute corresponding functions. For example, Figure 1 In the vehicle noise management 10 shown, the processor 220 of the controller 120 executes the computer program stored in the memory 210 to implement the vehicle noise management method provided in the embodiment of the present application.

[0074] The communication module 230 is used to establish a communication connection between the electronic device 20 and other motors 131 and sensors through a network, electrical connection or other wired or wireless means, and is used to send and receive data. Figure 1 In the vehicle noise management system 10 shown, the communication module 230 of the controller 120 transmits and receives data with the actuator 130 and various sensors.

[0075] It should be understood that Figure 3 The structure shown is only a schematic diagram of the structure of the electronic device 20. The electronic device 20 may also include Figure 3 More or fewer components as shown, or with Figure 3 Different configurations are shown. Figure 3 Each component shown in the figure can be implemented by hardware, software or a combination thereof.

[0076] In order to solve the problem that the existing vehicle noise reduction technology cannot effectively solve the problem of wind noise and air resistance when the vehicle is driving at high speed, the embodiment of the present application provides a vehicle noise management method, referring to Figure 4 , including steps 11 to 17. And, Figure 1 The controller 120 in the vehicle noise management system 10 shown may Figure 2 The structure shown implements the execution of steps 11 to 17 when the processor 220 reads the computer program stored in the memory 210.

[0077] Step 11, obtaining the current wind noise of the vehicle.

[0078] Step 13, based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof, obtain the lift and wind resistance of the vehicle.

[0079] Step 15, using a wind noise suppression model, according to the wind resistance, lift and wind noise, obtain the optimal angle of the wind deflector.

[0080] Among them, the wind noise suppression model is obtained after model construction and optimization based on the wind noise suppression test data of the wind guide plate.

[0081] Step 17, sending an adjustment instruction to the actuator according to the optimal angle, instructing the actuator to adjust the wind deflector to the optimal angle so that the wind deflector can guide the air impacting the vehicle.

[0082] For example, in combination Figure 1 In the vehicle noise management system 10 shown, during the driving process of the vehicle, the controller 120 can obtain the current wind noise of the vehicle, the current angle of the wind deflector 140, the vehicle speed and the current wind speed on the roof in real time through sensors or calculations, and calculate the lift and wind resistance currently experienced by the vehicle based on the current angle of the wind deflector 140, the vehicle speed and the current wind speed on the roof. Then, the controller 120 inputs the obtained wind resistance, lift and wind noise into the wind noise suppression model, and the wind noise suppression model infers the optimal angle of the wind deflector 140.

[0083] Furthermore, the controller 120 sends an adjustment instruction to the motor 131 of the actuator 130, instructing the motor 131 to work to drive the gear 132 to rotate, and then drive the wind deflector 140 to adjust the angle through the rotating shaft 133. When the angle value fed back by the angle sensor on the wind deflector 140 is equal to the optimal angle, the motor 131 is controlled to stop, so that the wind deflector 140 is adjusted to the optimal angle, so that the wind deflector 140 can guide and divert the air impacting the vehicle in real time.

[0084] In a vehicle noise management method provided in an embodiment of the present application, the wind deflector 140 is adjusted in real time to an optimal angle that best matches the current wind of the vehicle based on real-time airflow conditions (wind noise, lift and wind resistance), so as to guide and divert the wind impacting the vehicle as much as possible, thereby dynamically minimizing air resistance under different airflow conditions, reducing wind noise, and thereby improving driving comfort and energy efficiency.

[0085] There are many ways to obtain the current wind noise of the vehicle in step 11. For example, one or more noise sensors may be provided outside the vehicle. The controller uses each noise sensor in real time to obtain the noise measured by each noise sensor, and performs pre-processing such as denoising on each noise. Then, the real-time wind noise is obtained by averaging, taking the median, etc. In addition, the wind noise can also be calculated based on the wind speed and wind direction. The above methods are all examples, and their implementation methods are not limited.

[0086] Directly using sensors to measure wind noise can easily introduce vehicle engine noise, transmission system noise, etc., resulting in unsatisfactory wind noise accuracy.

[0087] In one example, in order to eliminate the influence of vehicle engine noise, engine sound, etc. and improve the accuracy of wind noise, in step 11, the wind speed, wind direction, vehicle motion state and CFD simulation (computational fluid dynamics simulation) of various parts of the vehicle are introduced to obtain the concept of the current wind noise of the vehicle. Figure 5 The process of obtaining the current wind noise of the vehicle in step 11 includes steps 111 to 115.

[0088] Step 111, using CFD simulation, according to the current wind speed and wind direction of each part of the vehicle and the motion state of the vehicle, the pressure field of each part of the vehicle is obtained.

[0089] Step 113, for each part of the vehicle, obtain the pressure fluctuation value of the part according to the pressure field of the part at the current moment and the previous moment.

[0090] Step 115, obtaining wind noise according to the pressure fluctuation value of each part and the noise generation characteristics.

[0091] Among them, the vehicle's motion state includes vehicle speed, vehicle tilt angle and posture. The vehicle speed is measured by a speed sensor on the vehicle, the vehicle tilt angle is obtained by an angle sensor installed on the vehicle, and the posture can be obtained by an inertial measurement unit, accelerometer or gyroscope installed on the vehicle.

[0092] The controller installed on the vehicle may be equipped with CFD simulation software, and the vehicle body geometry and mesh division, physical properties of air (including air density, dynamic viscosity, thermal conductivity), boundary conditions (including vehicle body surface boundary conditions and symmetric boundary conditions), turbulence models (such as k-∈ models) and numerical methods (such as finite volume methods) and other simulation configuration information are pre-set. Thus, in step 11, after obtaining the current wind speed, wind direction and motion state of each part of the vehicle, the simulation configuration information, the current wind speed, wind direction and motion state of each part are input into the CFD simulation software, and the pressure field of each part of the vehicle is simulated by the CFD simulation software to obtain the pressure field of each part of the vehicle.

[0093] In step 113, the pressure field of each part at the current moment and the previous moment is subtracted to obtain the pressure fluctuation value of the part.

[0094] Then, the controller calls the pre-deployed noise generation model (such as the Lighthill noise source model, etc.), which is trained to learn the relationship between the pressure fluctuation value of each part of the vehicle and the wind noise. The pressure fluctuation value of each part is input into the noise generation model, and the noise generation model infers the current wind noise of the vehicle.

[0095] Through the above steps 111 to 115, the pressure field of the vehicle is simulated by combining the real-time wind speed, wind direction and vehicle motion state of each part of the vehicle, and then the wind noise generated by the vehicle being impacted by wind (i.e., air) is obtained, eliminating the influence of irrelevant noises such as vehicle engine noise and engine sound, making the wind noise more accurate.

[0096] While obtaining the current wind noise of the vehicle in the above manner, Figure 1 The controller 120 in the vehicle noise management system 10 shown can also execute step 13 to obtain the lift and wind resistance of the vehicle. There are many ways to implement step 13. For example, a well-trained neural network model can be used to infer the lift and wind resistance based on the current angle of the wind deflector 140, the vehicle speed and the current wind speed on the roof. CFD simulation can also be used to obtain the lift and wind resistance. The implementation method is not limited.

[0097] In one example, in order to ensure the accuracy of lift and wind resistance, the concept of calculating lift and wind resistance based on the frontal area of ​​the vehicle and the relative wind speed of the vehicle is introduced in step 13. Figure 6 The process of obtaining the lift and wind resistance of the vehicle in step 13 includes steps 131 to 135.

[0098] Step 131, obtaining the current frontal area of ​​the vehicle according to the current angle of the wind deflector and the frontal area model.

[0099] Step 133, obtaining the relative wind speed according to the vehicle speed and the current wind speed on the roof.

[0100] Step 135, obtaining the lift and wind resistance of the vehicle according to the frontal area and the relative wind speed.

[0101] The windward area model is a function obtained by model fitting based on the relationship between the angle of the wind deflector and the windward area in the test data.

[0102] For example, in a test environment, the wind deflector is adjusted to any angle, and the frontal area of ​​the vehicle at each angle is measured to obtain multiple sets of test data, where each set of test data includes the angle of the wind deflector and its corresponding frontal area of ​​the vehicle. A variety of fitting methods (such as least squares method, linear regression, nonlinear regression and machine learning-based fitting, etc.) are used to fit the model according to the test data to obtain multiple initial models. Then, each initial model is verified to obtain the accuracy of each initial model, and the model with the highest accuracy is selected as the frontal area model.

[0103] The frontal area model is a model that can be derived by the user based on the geometric structure of the wind deflector, the geometric shape of the vehicle body, and relevant parameters of the airflow, using CFD simulation software to simulate and characterize the relationship between the current angle of the wind deflector and the frontal area of ​​the vehicle. There is no restriction on how to obtain it.

[0104] The frontal area model can be expressed as: f(θ), where θ represents the angle of the wind deflector. The output value of the frontal area model is a relational proportional value, representing the frontal proportional value of the vehicle at a certain angle.

[0105] Therefore, the calculation method of the windward area can be expressed as: A = A base f(θ),A base =H×W, H represents the width of the widest part of the vehicle, and W represents the vertical height from the bottom to the roof of the vehicle.

[0106] On the basis of the above, in step 131, the current angle of the wind deflector is substituted into the above calculation method of the windward area, so as to calculate the current windward area of ​​the vehicle.

[0107] Meanwhile, in step 133, there are multiple ways to obtain the relative wind speed according to the vehicle speed and the current wind speed on the roof. For example, the vehicle speed and the current wind speed on the roof can be input into a preset model or function to calculate the relative wind speed. Alternatively, the relative wind speed can be obtained by calculating according to a speed synthesis formula.

[0108] In one example, in order to obtain a more accurate relative wind speed, a vector synthesis of the vehicle speed and the current wind speed on the roof is performed based on the angle between the vehicle and the wind direction and a trigonometric function to obtain the concept of relative wind speed. Figure 7 In step 133, the process of obtaining the relative wind speed according to the vehicle speed and the current wind speed on the roof includes steps 1331 to 1333.

[0109] Step 1331, obtaining a relative angle according to the current angle of the vehicle and the wind direction on the roof.

[0110] Step 1333, based on the relative angle, the vehicle speed and the current wind speed on the roof, the relative wind speed is obtained using trigonometric functions.

[0111] In step 1331, the current angle of the vehicle can be understood as the angle between the vehicle's driving direction and the true north direction, which can be obtained through vehicle navigation systems such as GPS and Beidou navigation. Then, the relative angle can be obtained by subtracting the current angle of the vehicle from the wind direction on the roof. The relative angle can be expressed as: θ w =θ wind -θ vehicle ,θ w Characterizes the relative angle, θ wind Characterizes wind direction, θ vehicle Represents the current angle of the vehicle.

[0112] Then, in step 1333, the relative wind speed can be obtained by calculating using trigonometric functions, relative angle, vehicle speed and the current wind speed on the roof. This process can be expressed as: v car Indicates vehicle speed, v wind represents wind speed, and v represents relative wind speed.

[0113] After the relative wind speed and windward area are obtained, the lift force on the vehicle can be obtained in step 135 according to the lift calculation formula based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof. The lift calculation formula is: F L represents lift, ρ represents air density, C L Characterizes the lift coefficient.

[0114] Similarly, in step 135, the wind resistance of the vehicle can be obtained according to the wind resistance calculation formula based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof. The wind resistance calculation formula is: C d Characterizes the drag coefficient, F d Characterizes wind resistance.

[0115] The drag coefficient, lift coefficient and air density can all be fixed values, in which case their values ​​are not restricted.

[0116] For a vehicle, the drag coefficient and lift coefficient are both related to the shape of the vehicle and the angle of the wind deflector, and the air density is affected by temperature and air pressure.

[0117] Therefore, in order to further improve the accuracy of wind resistance and lift, in one example, the temperature and air pressure of the current environment of the vehicle can be obtained, and the current air density can be calculated according to the temperature and air pressure and the air density calculation formula. In addition, a drag coefficient table for the relationship between the angle of the wind deflector of the vehicle and the drag coefficient and a lift coefficient table for the relationship between the angle of the wind deflector of the vehicle and the lift coefficient can be established in advance through experiments. Then, in step 133, the drag coefficient and lift coefficient corresponding to the current angle of the wind deflector are queried from the drag coefficient table and the lift coefficient table respectively.

[0118] Furthermore, the current lift and wind resistance are calculated by combining the current air density, drag coefficient and lift coefficient with the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof.

[0119] Through the above method, the accuracy of lift and wind resistance of the vehicle can be further improved, which helps to further improve the accuracy of the optimal angle, thereby improving the effect of reducing air resistance and wind noise.

[0120] Thus, in step 15, the lift, wind resistance and wind noise of the vehicle are input into the wind noise suppression model, and the wind noise suppression model is used to infer the optimal angle with the minimum wind resistance and wind noise. The wind noise suppression model can be expressed as: θ opt = arg min θ (F L +F d +Noise(θ)).

[0121] In one example, the vehicle noise management method provided in the embodiment of the present application further provides a step of obtaining a wind noise suppression model, referring to Figure 8 , including steps 21 to 27. Figure 1 In the vehicle noise management system 10 shown, when the processor 220 of the server 110 executes the computer program stored in the memory 210, the execution of steps 21 to 27 is implemented.

[0122] Step 21, obtaining multiple sets of wind noise suppression test data.

[0123] Among them, the wind noise suppression test data includes the vehicle's wind data and the wind deflector angle corresponding to the minimum wind noise under the wind data. The wind data includes wind resistance, lift and wind noise.

[0124] Step 23, obtaining an objective function according to the wind force data and the wind deflector angle in each wind noise suppression test data.

[0125] Step 25: annotate the wind noise suppression test data to obtain a sample data set.

[0126] Step 27: Based on the sample data set, optimize the objective function to obtain a wind noise suppression model.

[0127] In step 23, linear regression, nonlinear regression or any model fitting method may be used to fit the relationship between the wind force data and the wind deflector angle in each wind noise suppression test data to obtain the objective function.

[0128] In step 25, for each set of wind noise suppression test data, the wind noise suppression test data is labeled with the angle of the wind deflector as a label to obtain a sample data. The sample data set includes all the sample data. Then in step 27, based on the sample data set, the objective function is optimized using a gradient descent method, a genetic algorithm, simulated annealing, a particle swarm optimization, or any other optimization algorithm to obtain the final wind noise suppression model.

[0129] Through the above steps 21 to 27, a wind noise suppression model with better performance is obtained, so that the optimal angle inferred by the wind noise suppression model can minimize air resistance and reduce wind noise under different airflow conditions.

[0130] In the vehicle noise management method provided in the embodiment of the present application, the above steps 11 to 17 can be performed in real time while the vehicle is in motion, so as to adjust the wind deflector in real time to an angle that minimizes wind resistance and wind noise.

[0131] In one example, in order to reduce the consumption of energy, controller resources, etc., the vehicle noise management method provided in this application introduces the concept of performing the above steps 11 to 17 only when the airflow on the roof is disturbed to minimize wind resistance and wind noise. Fig. 9 The vehicle noise management method provided in the embodiment of the present application also includes steps 31 to 33.

[0132] Step 31, based on the fluid flow model, according to the current wind speed, wind direction and temperature of the roof, the flow data of the roof is obtained.

[0133] Step 33, judging whether the airflow on the roof is disturbed according to the flow data. If so, executing step 11 and / or step 13.

[0134] The fluid flow model is a pre-built model that infers the relationship between the current wind speed, wind direction and temperature of the roof and the flow data of the roof. It can be an aerodynamic model dedicated to the vehicle or a neural network model. Its implementation method is not limited.

[0135] In one example, in order to make the flow data more accurate, the fluid flow model can be a software tool with CFD simulation function, which is pre-installed in the controller. In addition, the fluid flow model has been configured with the body geometry and meshing, the density, dynamic viscosity and thermal conductivity of the fluid, the body surface boundary conditions and symmetric boundary conditions, as well as the turbulence model and numerical method. Therefore, after obtaining the current wind speed, wind direction and temperature of the roof, the fluid flow model can simulate the roof flow field and obtain the flow data of the roof (i.e., the flow data of the air).

[0136] In this way, the real-time flow field on the roof is actually simulated, making the flow data more accurate.

[0137] Flow data includes pressure field, vorticity, turbulence intensity and streamlines (actually streamline plots on which the path of the airflow can be seen).

[0138] Pressure field: Displays the pressure changes caused by air flow. Increases or decreases in pressure affect air resistance. Especially around a vehicle, the interaction between the airflow and the vehicle body causes pressure changes.

[0139] Turbulence intensity is the turbulent property of a fluid and is an important indicator of airflow disturbance. Turbulent areas are usually manifested as irregular fluctuations in the airflow. Areas of high turbulence intensity often represent chaotic and unstable airflow.

[0140] Vorticity: is a quantity that describes the degree of rotation of a fluid. Vorticity areas in an airflow usually represent disturbances in the airflow.

[0141] Streamline plot: A streamline plot shows the path of the airflow (i.e., streamlines). If the streamlines are crossed or irregular, it usually indicates that there is a disturbance in the airflow.

[0142] Therefore, in step 33, the change values ​​of the pressure field, vorticity and streamline are obtained respectively. Then, it is determined whether each change value meets the corresponding stability condition and the turbulence intensity does not exceed the intensity threshold. If so, it is determined that the roof airflow is not disturbed. If not, it is determined that the roof airflow is disturbed.

[0143] The change value of the pressure field refers to the difference between the pressure in the roof area and the adjacent non-body area. If the pressure field has a change value greater than the preset pressure threshold, it means that the pressure changes sharply or a negative pressure area appears, and the airflow is disturbed.

[0144] Here, the change value of the streamline includes the crossing amount and the bending value. If the streamline bends, crosses or converges, the stability condition is not met, indicating that the airflow is disturbed.

[0145] The change value of vorticity refers to the difference in vorticity between any roof and any area. If there is a vorticity difference value greater than the vorticity threshold, it means that the vorticity on the roof or a certain area increases abnormally, indicating that the airflow on the roof is disturbed, resulting in vortices or unstable flow.

[0146] The turbulence intensity is the maximum turbulence intensity in each area of ​​the roof of the simulation result. If the turbulence intensity is greater than the intensity threshold, it means that the roof is where the airflow produces irregular motion and the airflow is disturbed.

[0147] The above method of judging whether the airflow is disturbed based on the pressure field, vorticity, turbulence intensity and streamlines is only an example. In its implementation, it can also be judged based on the temperature field, velocity field, etc., which is not limited here.

[0148] Through the above method, the flow field changes on the roof are simulated in real time, and only when it is determined that the airflow is disturbed, steps 11 to 17 are executed to adjust the angle of the wind guide plate to reduce wind resistance and wind noise, thereby reducing the resource consumption of the controller, as well as the energy consumption of the controller, actuators, etc.

[0149] Based on the same concept as the above vehicle noise management method, refer to Fig.10 The embodiment of the present application also provides a vehicle noise management device 30, including a preprocessing module 310, an angle acquisition module 320 and an angle adjustment module 330. The preprocessing module 310, the angle acquisition module 320 and the angle adjustment module 330 of the vehicle noise management device 30 can be applied to Figure 1 Controller 120 in the system shown.

[0150] The pre-processing module 310 is used to obtain the current wind noise of the vehicle.

[0151] The pre-processing module 310 is used to obtain the lift and wind resistance of the vehicle based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof.

[0152] The angle acquisition module 320 is used to obtain the optimal angle of the wind deflector according to wind resistance, lift and wind noise using a wind noise suppression model, wherein the wind noise suppression model is obtained after model construction and optimization based on wind noise suppression test data of the wind deflector.

[0153] The angle adjustment module 330 is used to send an adjustment instruction to the actuator according to the optimal angle, instructing the actuator to adjust the wind deflector to the optimal angle so that the wind deflector can guide the air impacting the vehicle.

[0154] Optionally, the vehicle noise management device 30 further includes a flow field determination module and a model acquisition module.

[0155] The flow field discrimination module is used to obtain the flow data of the roof based on the fluid flow model according to the current wind speed, wind direction and temperature of the roof; and to judge whether the airflow on the roof is disturbed based on the flow data.

[0156] The model acquisition module is used to: obtain multiple groups of wind noise suppression test data; obtain the objective function according to the wind force data and the wind deflector angle in each wind noise suppression test data; annotate the wind noise suppression test data to obtain a sample data set; and optimize the objective function based on the sample data set to obtain a wind noise suppression model.

[0157] Under the coordinated action of the preprocessing module 310, the angle acquisition module 320 and the angle adjustment module 330, the vehicle noise management device 30 adjusts the wind deflector to the optimal angle that best matches the current wind of the vehicle in real time, so as to guide and divert the wind impacting the vehicle as much as possible, thereby dynamically minimizing air resistance under different airflow conditions, reducing wind noise, and thereby improving driving comfort and energy efficiency.

[0158] For the specific implementation and effect of the vehicle noise management device 30, please refer to the description of the implementation of the vehicle noise management method above, such as, for the specific implementation and effect of the preprocessing module 310, please refer to the description of the relevant contents of step 11 and step 13 above, for the specific implementation and effect of the angle acquisition module 320, please refer to the description of the relevant contents of step 15 above, for the specific implementation and effect of the angle adjustment module 330, please refer to the description of the relevant contents of step 17 above, for the specific implementation and effect of the model acquisition module, please refer to the description of the relevant contents of steps 21 to 27 above, for the specific implementation and effect of the flow field discrimination module, please refer to the description of the relevant contents of steps 31 to 33 above, and will not be repeated here.

[0159] In addition, each module of the above-mentioned vehicle noise management device 30 can be implemented in whole or in part by software, hardware, or a combination thereof. The above-mentioned modules can be embedded in or independent of the processor 220 in the electronic device 20 in the form of hardware, or can be stored in the memory 210 of the electronic device 20 in the form of software, so that the processor 220 can call and execute the operations corresponding to the above-mentioned modules to implement the vehicle noise management method provided above.

[0160] The embodiment of the present application also provides an electronic device 20, including a processor 220 and a memory 210, wherein the memory 210 stores a computer program that can be executed by the processor 220, and the processor 220 can execute the computer program to implement the vehicle noise management method provided above.

[0161] The embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by the processor 220, the vehicle noise management method proposed in the embodiment of the present application is implemented.

[0162] In summary, the vehicle noise management method, device, electronic device, and storage medium provided by the embodiments of the present application have at least the following beneficial effects:

[0163] (1) Dynamically adjust the air flow outside the vehicle to reduce noise and wind resistance, improve driving comfort and energy efficiency;

[0164] (ii) Through the dynamic adjustment of the wind deflector, the impact between air and the vehicle surface can be effectively reduced under various driving conditions, thereby significantly reducing wind noise and improving driving comfort;

[0165] (3) Adaptive adjustment based on real-time environment to ensure the vehicle can maintain the optimal aerodynamic state in different environments, with a high degree of intelligence;

[0166] (iv) While reducing wind noise, it can also reduce wind resistance to effectively ensure the vehicle's driving stability, especially in high-speed driving and adverse weather conditions, enhancing the driving experience and reducing driver fatigue.

[0167] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the module, a program segment or a part of a code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0168] In addition, the functional modules in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0169] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk or an optical disk.

[0170] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A vehicle noise management method, characterized in that: Applied to a controller, the controller is in communication connection with an actuator, the actuator is connected to a wind deflector disposed on a roof, the method comprises: Get the current wind noise of the vehicle; Based on the current angle of the wind deflector, the vehicle speed, and the current wind speed on the roof, the lift and wind resistance of the vehicle are obtained; Using a wind noise suppression model, according to the wind resistance, lift and wind noise, the optimal angle of the wind deflector is obtained; wherein the wind noise suppression model is obtained after model construction and optimization based on wind noise suppression test data of the wind deflector; According to the optimal angle, an adjustment instruction is sent to the actuator to instruct the actuator to adjust the wind deflector to the optimal angle so that the wind deflector can guide the air that impacts the vehicle.

2. The vehicle noise management method according to claim 1, characterized in that: The step of obtaining the lift and wind resistance of the vehicle based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof comprises: According to the current angle of the wind deflector and the windward area model, the current windward area of ​​the vehicle is obtained; According to the vehicle speed and the current wind speed on the roof, the relative wind speed is obtained; The lift and wind resistance experienced by the vehicle are obtained according to the frontal area and the relative wind speed.

3. The vehicle noise management method according to claim 2, characterized in that: The step of obtaining the relative wind speed according to the vehicle speed and the current wind speed on the roof comprises: According to the current angle of the vehicle and the wind direction on the roof, the relative angle is obtained; Based on the relative angle, the vehicle speed and the current wind speed on the roof, the relative wind speed is obtained by using trigonometric functions.

4. The vehicle noise management method according to any one of claims 1 to 3, characterized in that: The step of obtaining the current wind noise of the vehicle includes: Using CFD simulation, the pressure field of each part of the vehicle is obtained according to the current wind speed, wind direction and vehicle motion state; For each part of the vehicle, according to the pressure field of the part at the current moment and the previous moment, the pressure fluctuation value of the part is obtained; Wind noise is obtained based on the pressure fluctuation values ​​at various locations and noise generation characteristics.

5. The vehicle noise management method according to any one of claims 1 to 3, characterized in that: The method further comprises: Based on the fluid flow model, the flow data of the roof is obtained according to the current wind speed, wind direction and temperature of the roof; determining, based on the flow data, whether the airflow on the roof is disturbed; When the airflow on the roof is disturbed, the step of obtaining the current wind noise of the vehicle is performed.

6. The vehicle noise management method according to claim 5, characterized in that: The flow data include pressure field, vorticity, turbulence intensity and streamlines; The step of determining whether the roof airflow is disturbed according to the flow data comprises: respectively obtaining the change values ​​of the pressure field, the vorticity and the streamline; Determining whether each of the change values ​​meets the corresponding stability condition and whether the turbulence intensity does not exceed the intensity threshold; If so, it is determined that the roof airflow is not disturbed; If not, it is determined that the roof airflow is disturbed.

7. The vehicle noise management method according to any one of claims 1 to 3, characterized in that: The controller is also connected to the server for communication, and the server obtains the wind noise suppression model in a step including: Acquire multiple sets of wind noise suppression test data; wherein the wind noise suppression test data includes wind force data of the vehicle and a wind deflector angle corresponding to minimum wind noise under the wind force data, and the wind force data includes wind resistance, lift and wind noise; Obtaining an objective function according to the wind force data and the wind deflector angle in each of the wind noise suppression test data; Annotating the wind noise suppression test data to obtain a sample data set; Based on the sample data set, the objective function is optimized to obtain a wind noise suppression model.

8. A vehicle noise management device, characterized in that: Applied to a controller, the controller is in communication connection with an actuator, the actuator is connected to a wind deflector disposed on the roof, and the vehicle noise management device includes a preprocessing module, an angle acquisition module and an angle adjustment module; The preprocessing module is used to obtain the current wind noise of the vehicle; The preprocessing module is used to obtain the lift and wind resistance of the vehicle based on the current angle of the wind deflector, the vehicle speed and the current wind speed on the roof; The angle acquisition module is used to obtain the optimal angle of the wind deflector according to the wind resistance, lift and wind noise using a wind noise suppression model; wherein the wind noise suppression model is obtained after model construction and optimization based on wind noise suppression test data of the wind deflector; The angle adjustment module is used to send an adjustment instruction to the actuator according to the optimal angle, instructing the actuator to adjust the wind deflector to the optimal angle so that the wind deflector can guide the air impacting the vehicle.

9. An electronic device, characterized in that: The invention comprises a processor and a memory, wherein the memory stores a computer program executable by the processor, and the processor can execute the computer program to implement the vehicle noise management method according to any one of claims 1 to 7.

10. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle noise management method according to any one of claims 1 to 7 is implemented.

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