Method, device and equipment for reducing flow-induced noise in wheel area and storage medium

Abstract

The invention discloses a method, device and equipment for reducing flow-induced noise in a wheel area and a storage medium, and relates to the technical field of automobile noise control, and the method comprises the steps that wheel data, wind tunnel data and outer automobile body data are acquired; establishing a geometric model based on the wheel data, the wind tunnel data and the outer vehicle body data; performing grid division on the geometric model to obtain a vehicle calculation fluid dynamic model; the method comprises the following steps: performing steady flow field simulation on a vehicle computational fluid dynamics model to obtain flow field physical parameters; performing unsteady flow field simulation on the vehicle computational fluid dynamics model to obtain wheel cavity flow-induced noise characteristic analysis data; and determining a noise reduction target frequency according to the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and adjusting the size of the silencing cavity based on the noise reduction target frequency to realize noise reduction.

Description

Technical Field

[0001] The present application relates to the technical field of automobile noise control, and in particular to a method, device, equipment and storage medium for reducing flow-induced noise in the wheel area. Background Art

[0002] Traditional methods for evaluating the wind noise performance of automotive styling mainly focus on the upper body styling, such as rearview mirrors, A-pillars and other structures. The aerodynamic noise generated by these structures is generally caused by the separation and reattachment of airflow as it flows through the structures. Currently, there is still a gap in the evaluation and optimization of the wind noise performance of the wheel cavity area structure. Unlike the traditional causes of upper body aerodynamic noise, the aerodynamic noise in this area is mostly caused by vortex shedding and fragmentation caused by the rotation of the wheels stirring the cavity airflow. Therefore, the wind noise evaluation methods for the upper body area such as the rearview mirror are not very applicable in the wheel cavity area.

[0003] At the same time, in the optimization of the flow-induced noise in the wheel cavity area, the solution of adding sound-absorbing materials to the wheel cover is often adopted. However, the effect on medium and low-frequency noise is limited, and there is a lack of effective noise reduction solutions. In addition, the frequency characteristics of the flow-induced noise in the wheel cavity vary depending on the vehicle shape. The existing acoustic package solutions lack targeted solutions to the noise problem.

[0004] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of this application is to provide a method, device, equipment and storage medium for reducing flow-induced noise in the wheel area, aiming to solve the technical problem of wind noise generated by flow.

[0006] To achieve the above objectives, the present application proposes a method for reducing flow-induced noise in the wheel area, the method comprising:

[0007] Obtain wheel data, wind tunnel data and exterior body data;

[0008] establishing a geometric model based on the wheel data, the wind tunnel data, and the exterior vehicle body data;

[0009] Obtaining a vehicle computational fluid dynamics model by meshing the geometric model;

[0010] By performing steady flow field simulation on the vehicle computational fluid dynamics model, physical parameters of the flow field are obtained;

[0011] By performing unsteady flow field simulation on the vehicle computational fluid dynamics model, the wheel cavity flow-induced noise characteristic analysis data is obtained;

[0012] The noise reduction target frequency is determined according to the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and the size of the silencer cavity is adjusted based on the noise reduction target frequency to achieve noise reduction.

[0013] In one embodiment, the step of establishing a geometric model based on the wheel data, the wind tunnel data, and the exterior vehicle body data includes:

[0014] Constructing a basic geometric model according to a preset proportion based on the wheel data, the wind tunnel data, and the exterior vehicle body data;

[0015] adjusting the geometric shape of the wheel of the basic geometric model according to the wheel data;

[0016] Determining the dimensional parameters of the wind tunnel of the basic geometric model according to the wind tunnel data, including the inlet distance, the distance from the air outlet to the rear end of the vehicle, the distance from the top surface to the ground, and the distances from the left and right sides to the sides of the virtual wind tunnel;

[0017] Optimizing the geometric shape of the outer body of the basic geometric model according to the outer body data;

[0018] The geometric shapes of the wheel, the wind tunnel and the outer body are integrated to obtain a target geometric model.

[0019] In one embodiment, the step of obtaining a vehicle computational fluid dynamics model by meshing the geometric model includes:

[0020] Obtaining meshing parameters, wherein the meshing parameters include: surface mesh basic size, volume mesh type, number of prism mesh layers, growth rate, total thickness, and volume mesh basic size range;

[0021] The geometric model is meshed based on the meshing parameters to obtain a vehicle computational fluid dynamics model.

[0022] In one embodiment, the step of obtaining flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model includes:

[0023] The vehicle computational fluid dynamics model is input into the target simulation software. The velocity inlet boundary conditions are set to a preset gas velocity and a preset turbulence intensity, and the pressure outlet boundary conditions are set to atmospheric pressure and a preset turbulence intensity. After that, simulation calculations are performed to obtain the flow field physical parameters, which include velocity, pressure, and streamline direction, providing basic data and initial conditions for subsequent unsteady flow field simulations.

[0024] In one embodiment, the step of obtaining wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model includes:

[0025] The flow field physical parameters are input into target simulation software, and the vehicle computational fluid dynamics model is processed by a large eddy simulation method to obtain wheel cavity flow-induced noise characteristic analysis data.

[0026] In one embodiment, the step of determining the noise reduction target frequency based on the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data includes:

[0027] Inputting the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data into data analysis software;

[0028] The flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data are processed by a spectrum analysis algorithm to obtain a median value of the noise frequency to be reduced as a noise reduction target frequency.

[0029] In one embodiment, the step of adjusting the size of the anechoic cavity based on the noise reduction target frequency to achieve noise reduction includes:

[0030] Determining the product value of the nozzle cross-sectional area and the cavity volume according to the noise reduction target frequency;

[0031] The specific dimensions of the silencing cavity are designed according to the product value, and the specific dimensions include the cross-sectional area of the nozzle and the cavity volume, so that the silencing cavity and the noise of the noise reduction target frequency produce resonance absorption and standing wave interference to achieve noise reduction.

[0032] In addition, to achieve the above-mentioned purpose, the present application also proposes a method and device for reducing flow-induced noise in the wheel area, the device comprising:

[0033] Data acquisition module, used to obtain wheel data, wind tunnel data and exterior body data;

[0034] a model building module, configured to build a geometric model based on the wheel data, the wind tunnel data, and the exterior vehicle body data;

[0035] Obtaining a vehicle computational fluid dynamics model by meshing the geometric model;

[0036] A first simulation module is used to obtain flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model;

[0037] a second simulation module, configured to obtain wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model;

[0038] The noise reduction processing module is used to determine the noise reduction target frequency according to the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and adjust the size of the silencer cavity based on the noise reduction target frequency to achieve noise reduction.

[0039] In addition, to achieve the above-mentioned purpose, the present application also proposes a method and device for reducing flow-induced noise in the wheel area, which includes: a memory, a processor, and a computer program stored on the memory and runnable on the processor, wherein the computer program is configured to implement the steps of the method for reducing flow-induced noise in the wheel area as described above.

[0040] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium and stores a computer program. When the computer program is executed by a processor, the steps of the method for reducing flow-induced noise in the wheel area as described above are implemented.

[0041] In addition, to achieve the above objectives, the present application also provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements the steps of the method for reducing flow-induced noise in the wheel area as described above.

[0042] One or more technical solutions proposed in this application have at least the following technical effects:

[0043] Obtain wheel data, wind tunnel data and exterior body data; establish a geometric model based on the wheel data, wind tunnel data and exterior body data; obtain a vehicle computational fluid dynamics model by meshing the geometric model; obtain flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model; obtain wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model; determine the noise reduction target frequency based on the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and adjust the silencer cavity size based on the noise reduction target frequency to achieve noise reduction; process the simulated data through methods such as spectrum analysis, which can fully identify the frequency characteristics of wheel cavity flow-induced noise, determine the main noise sources and noise frequency components, and effectively implement the noise reduction mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0045] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0046] Figure 1 A flow chart illustrating a method for reducing flow-induced noise in the wheel area according to the first embodiment of the present application;

[0047] Figure 2 The encrypted domain of the component body provided in the first embodiment of the method for reducing flow-induced noise in the wheel area of this application;

[0048] Figure 3 A table of preset constant calculation parameters provided in Example 1 of the method for reducing flow-induced noise in the wheel area of this application;

[0049] Figure 4 A diagram showing the arrangement of monitoring points provided in Example 1 of the method for reducing flow-induced noise in the wheel area of this application;

[0050] Figure 5 A schematic flow chart of the second embodiment of the method for reducing flow-induced noise in the wheel area provided in this application;

[0051] Figure 6 A CFD geometric model diagram provided for the second embodiment of the method for reducing flow-induced noise in the wheel area of this application;

[0052] Figure 7 A grid setting parameter table provided for the second embodiment of the method for reducing flow-induced noise in the wheel area of this application;

[0053] Figure 8 This is a schematic diagram of the module structure of a method and apparatus for reducing flow-induced noise in the wheel area according to an embodiment of the present application;

[0054] Figure 9 Schematic diagram of the device structure of the hardware operating environment involved in the method for reducing flow-induced noise in the wheel area in an embodiment of the present application.

[0055] The purpose, features and advantages of this application will be further explained with reference to the accompanying drawings in conjunction with the embodiments. DETAILED DESCRIPTION

[0056] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0057] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0058] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of performing the aforementioned functions, a method and apparatus for reducing flow-induced noise in the wheel area, etc. The following uses the method and apparatus for reducing flow-induced noise in the wheel area as an example to illustrate this embodiment and the following embodiments.

[0059] Based on this, the embodiment of the present application provides a method for reducing flow-induced noise in the wheel area, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the method and apparatus for reducing flow-induced noise in the wheel area of the present application.

[0060] In this embodiment, the method and apparatus for reducing flow-induced noise in the wheel area includes steps S10 to S60:

[0061] Step S10, obtaining wheel data, wind tunnel data and exterior vehicle body data;

[0062] It should be noted that wheel data collects information such as the size, shape, and rotation characteristics of the wheel.

[0063] Wind tunnel data involves parameters such as the size, shape, wind speed, and wind direction of the wind tunnel, and is used to determine the size parameters of the virtual wind tunnel to simulate the test environment of the vehicle in the wind tunnel.

[0064] The exterior body data includes information such as the exterior dimensions and surface features of the exterior body, which helps to accurately construct the geometric shape of the exterior body.

[0065] Step S20, establishing a geometric model based on the wheel data, wind tunnel data and exterior vehicle body data;

[0066] It should be noted that establishing a geometric model means creating a digital model of the vehicle according to certain proportions and requirements based on the collected data for subsequent simulation analysis.

[0067] In a feasible implementation, step S20 may include steps A11 to A15:

[0068] Step A11: Constructing a basic geometric model according to a preset proportion based on the wheel data, wind tunnel data, and exterior vehicle body data;

[0069] It should be noted that constructing the basic geometric model means constructing the basic geometric model according to a preset ratio (such as 1:1) based on the wheel data, wind tunnel data and exterior vehicle body data.

[0070] Step A12: adjusting the wheel geometry of the basic geometric model according to the wheel data;

[0071] It should be noted that adjusting the wheel geometry means adjusting the wheel portion in the basic geometric model according to the wheel data so as to conform to the actual size and shape characteristics of the wheel.

[0072] Step A13: Determine the dimensional parameters of the wind tunnel of the basic geometric model based on the wind tunnel data, including the inlet distance, the distance from the air outlet to the rear end of the vehicle, the distance from the top surface to the ground, and the distances from the left and right sides to the sides of the virtual wind tunnel;

[0073] It should be noted that determining the wind tunnel size parameters means determining the size parameters of the virtual wind tunnel in the basic geometric model based on the wind tunnel data, including the inlet distance, the distance from the air outlet to the rear end of the vehicle, the distance from the top surface to the ground, and the distances from the left and right sides to the two sides of the virtual wind tunnel.

[0074] Step A14: Optimizing the geometric shape of the outer body of the basic geometric model according to the outer body data;

[0075] It should be noted that optimizing the outer body geometry is to optimize the outer body portion in the basic geometric model based on the outer body data so that it conforms to the actual outer dimensions and surface features of the outer body.

[0076] Step A15: Integrate the geometric shapes of the wheel, wind tunnel, and outer body to obtain the target geometric model.

[0077] It should be noted that the integrated geometry is to integrate the adjusted and optimized geometry of the wheels, wind tunnel and exterior body to form a complete target geometry model.

[0078] Step S30, obtaining a vehicle computational fluid dynamics model by meshing the geometric model;

[0079] It should be noted that meshing is to divide the geometric model into a large number of small units to form a vehicle computational fluid dynamics (CFD) model, which is used to simulate and analyze the fluid flow around the vehicle.

[0080] In a specific implementation, the geometric model is meshed according to the boundary geometric model to obtain a vehicle CFD model.

[0081] Furthermore, in order to capture the fine vortex structure around the wheel cavity of the vehicle to ensure the calculation accuracy, the volume mesh around the wheel cavity needs to be encrypted, and the transition between the area around the wheel cavity and the far-field volume mesh needs to be done well to ensure the accuracy of data transmission and lower numerical dissipation, and avoid unreasonable attenuation of flow field pulsation. The volume mesh encryption area is as follows: Figure 2 After determining the meshing parameters, the boundary area in the geometric model and the CFD calculation domain are meshed according to the meshing parameters and the boundary geometric model.

[0082] It should be noted that by establishing a vehicle CFD model in this way, the aerodynamic noise of the entire wheel cavity area can be simulated without testing in a wind tunnel, and it is convenient for subsequent wheel cavity area structural testing and optimization, shortening the development cycle and reducing development costs.

[0083] Step S40, obtaining flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model;

[0084] It should be noted that steady flow field simulation involves inputting the vehicle CFD model into the CFD simulation software for numerical calculation to obtain the physical parameters of the flow field, including the distribution of velocity, pressure, streamline direction, etc., providing basic data and initial conditions for subsequent unsteady flow field simulation.

[0085] In the specific implementation, the vehicle CFD model is subjected to steady-state calculations based on the preset working conditions of the wheels and preset constant calculation parameters to obtain the physical parameters of the flow field, including the distribution of velocity, pressure, streamline direction, etc.

[0086] Preset constant calculation parameters may include the turbulence model, number of iterations, boundary conditions, and Y+ value. Boundary conditions include velocity inlet boundary, pressure outlet boundary, wall boundary, and rotating wall boundary. The velocity inlet boundary can be understood as the gas velocity and turbulence properties corresponding to the wind tunnel inlet. The pressure outlet boundary can be understood as the pressure and turbulence properties corresponding to the wind tunnel outlet. Wall boundaries include no-slip walls. In this example, all areas of the CFD model except the velocity inlet and pressure outlet are set as no-slip wall boundaries.

[0087] The default settings for calculation parameters are as follows: Figure 3 It is understood that, during the steady calculation process, the number of iterations of the preset constant calculation parameters is a variable value, the number of iterations is related to the turbulence model, and the maximum number of iterations can be set to 5000 steps.

[0088] In a feasible implementation, step S40 may include:

[0089] Input the vehicle computational fluid dynamics model into the target simulation software, set the velocity inlet boundary conditions to the preset gas velocity and preset turbulence intensity, and the pressure outlet boundary conditions to the atmospheric pressure and preset turbulence intensity, and then perform simulation calculations to obtain the flow field physical parameters, which include velocity, pressure, and streamline direction, providing basic data and initial conditions for subsequent unsteady flow field simulations.

[0090] Step S50, obtaining wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model;

[0091] It should be noted that unsteady flow field simulation is to input the physical parameters of the flow field into the CFD simulation software, process the vehicle CFD model through the large eddy simulation method, and obtain the wheel cavity flow-induced noise characteristic analysis data.

[0092] In the specific implementation, the steady-state flow field simulation results are used as the initial conditions, and the transient simulation adopts the large eddy simulation (LES) method. The time step is set to: 2*10-5 seconds, the number of internal iterations is set to 10 times, the time discretization format is second-order, the velocity sub-relaxation factor is set to 0.8, the pressure sub-relaxation factor is set to 0.1, the simulation physical time is: 1 second, and the flow field noise data of the monitoring point in the last 0.5 seconds is exported as the input data for the analysis of the wheel cavity flow-induced noise characteristics.

[0093] The pressure pulsation monitoring points are arranged as follows Figure 4 As shown, 13 monitoring points are evenly distributed along the circumference of the tire. The monitoring points are located at the center of the tread width at their respective locations and are close to the tire surface. The actual output is the nearest grid pressure pulsation data at that geometric location.

[0094] In a feasible implementation, step S50 may include:

[0095] The physical parameters of the flow field are input into the target simulation software, and the vehicle computational fluid dynamics model is processed using the large eddy simulation method to obtain the analysis data of the wheel cavity flow-induced noise characteristics.

[0096] Step S60: determining a noise reduction target frequency based on the physical parameters of the flow field and the analysis data of the wheel cavity flow-induced noise characteristics, and adjusting the size of the silencing cavity based on the noise reduction target frequency to achieve noise reduction.

[0097] It should be noted that determining the noise reduction target frequency means determining the median of the noise frequency to be reduced as the noise reduction target frequency based on the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data.

[0098] Adjusting the size of the anechoic cavity means designing the specific size of the anechoic cavity according to the target frequency of noise reduction to achieve effective noise reduction of specific frequency noise.

[0099] It should be understood that a resonant cavity is a closed or semi-enclosed spatial structure, typically made of rigid material. When sound waves enter the resonant cavity, due to the spatial limitations, they are reflected within the cavity and form standing waves. If the frequency of the external sound matches the natural frequency of the resonant cavity, resonance is triggered.

[0100] The resonant cavity achieves noise reduction through the following mechanisms:

[0101] Resonance absorption: When the frequency of external sound approaches the natural frequency of the resonant cavity, the sound waves will generate strong vibrations in the cavity. This vibration will convert part of the sound energy into heat energy or other forms of energy, thereby reducing the noise intensity.

[0102] Standing wave interference: In a resonant cavity, the reflection and superposition of sound waves will produce standing waves. Standing waves will cause certain frequencies of sound to be enhanced (resonated) while other frequencies of sound will be weakened or canceled.

[0103] The design of the resonant cavity needs to consider the following key parameters:

[0104] Cavity dimensions: The length, width, and height of a cavity determine its natural frequency. By adjusting the cavity dimensions, it can be made to absorb noise within a specific frequency range.

[0105] Material selection: The material of the cavity affects the reflection characteristics of the sound waves. Sound-absorbing materials (such as foam or fiberglass) can further improve the noise reduction effect.

[0106] Port design: A resonant cavity typically requires a certain opening to allow sound waves to enter and propagate. The location and shape of the opening will affect the resonant frequency of the cavity.

[0107] The specific formula is as follows:

[0108]

[0109] Where: f is the target noise reduction frequency;

[0110] C is the speed of sound, 340 m / s;

[0111] A is the cross-sectional area of the nozzle;

[0112] V is the cavity volume;

[0113] Corresponding to the 63Hz noise reduction requirement in this case, the cross-sectional area of the nozzle A is multiplied by the cavity volume V by the formula:

[0114] AV=2.17×10 -3

[0115] For different vehicle models, different cross-sectional areas A and cavity volumes V are designed, and the above product requirements only need to be met.

[0116] In a feasible implementation, step S60 may include steps A21 to A24:

[0117] A21: Input the flow field physical parameters and wheel cavity flow-induced noise characteristic analysis data into the data analysis software;

[0118] It should be noted that the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data are input into the data analysis software to provide a data basis for subsequent spectrum analysis.

[0119] A22: Process the flow field physical parameters and turbine cavity flow-induced noise characteristic analysis data using a spectrum analysis algorithm to obtain the median noise frequency to be reduced as the noise reduction target frequency.

[0120] It should be noted that spectrum analysis is to process data using spectrum analysis algorithms, identify the median of the noise frequency to be reduced, and determine the target frequency for noise reduction.

[0121] A23: Determine the product of the nozzle cross-sectional area and the cavity volume according to the noise reduction target frequency;

[0122] It should be noted that determining the product value is to calculate the product value of the nozzle cross-sectional area and the cavity volume using a formula according to the noise reduction target frequency.

[0123] A24: The specific dimensions of the anechoic cavity are designed based on the product value. The specific dimensions include the cross-sectional area of the nozzle and the cavity volume, so that the anechoic cavity and the noise of the target frequency of noise reduction can produce resonance absorption and standing wave interference to achieve noise reduction.

[0124] It should be noted that the design of the silencing cavity size is to design the specific size of the silencing cavity according to the product value obtained by calculation, including the cross-sectional area of the pipe orifice and the cavity volume, so that the silencing cavity and the noise of the target frequency produce resonance absorption and standing wave interference to achieve the noise reduction effect.

[0125] This embodiment provides a method for reducing flow-induced noise in the wheel area. Through precise data acquisition, model construction, simulation analysis, and targeted acoustic design, it effectively reduces flow-induced noise in the vehicle wheel cavity area, thereby improving the vehicle's acoustic performance and ride comfort.

[0126] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 5 The steps of step S30 include steps S301 to S305:

[0127] Step S301, constructing a basic geometric model according to a preset ratio based on wheel data, wind tunnel data, and exterior vehicle body data;

[0128] It's important to note that building a basic geometric model involves constructing it at a preset scale (e.g., 1:1) based on wheel data, wind tunnel data, and exterior vehicle body data. This step is the starting point of the entire method and ensures the accuracy and reliability of subsequent simulations.

[0129] In the specific implementation, a 1:1 geometric model is established based on the wheel data, wind tunnel data and exterior body data. The virtual wind tunnel model refers to the size of the wind tunnel test section of modern automobiles. According to the standard T / CSAE 112-2019, in this example, the distance from the virtual wind tunnel inlet is set to 3 times the vehicle length, the distance from the virtual wind tunnel outlet to the rear end of the vehicle is set to 8 times the vehicle length, the distance from the top surface of the virtual wind tunnel to the ground is set to 7 times the vehicle height, and the distance from the left and right sides of the passenger car to the virtual wind tunnel is set to 3 times the vehicle width. The constructed geometric model is as follows Figure 6 shown.

[0130] Step S302, adjusting the geometric shape of the wheel of the basic geometric model according to the wheel data;

[0131] It's important to note that adjusting the wheel geometry involves adjusting the wheel portion of the basic geometric model based on the wheel data to conform to the actual wheel size and shape. This step ensures the accuracy of the wheel portion and provides an accurate model foundation for subsequent flow field simulations.

[0132] It should be understood that the method further includes: determining meshing parameters. The meshing parameters may include the basic size of the surface mesh, the type of the volume mesh, the number of prism mesh layers, the growth rate, the total thickness and the basic size range of the volume mesh. The specific setting parameters are as follows: Figure 7 shown.

[0133] Step S303: determining the dimensional parameters of the wind tunnel of the basic geometric model based on the wind tunnel data, including the inlet distance, the distance from the air outlet to the rear end of the vehicle, the distance from the top surface to the ground, and the distances from the left and right sides to the sides of the virtual wind tunnel;

[0134] It's important to note that determining the wind tunnel dimensions involves determining the dimensions of the virtual wind tunnel within the underlying geometric model based on the wind tunnel data. These include the inlet distance, the distance from the air outlet to the rear of the vehicle, the top surface to the ground, and the distances from the left and right sides to the virtual wind tunnel. This step ensures that the virtual wind tunnel dimensions match the actual wind tunnel test environment, improving simulation accuracy.

[0135] Step S304, optimizing the geometric shape of the outer body of the basic geometric model according to the outer body data;

[0136] It's important to note that optimizing the exterior body geometry involves refining the exterior body portion of the base geometry model based on the exterior body data to ensure it conforms to its actual dimensions and surface features. This step refines the exterior body geometry and ensures the integrity and accuracy of the model.

[0137] Step S305 , integrating the geometric shapes of the wheel, wind tunnel, and outer body to obtain a target geometric model.

[0138] It should be noted that geometry integration involves integrating the adjusted and optimized geometry of the wheels, wind tunnel, and exterior body to form a complete target geometry model. This step is the final step in building the geometry model, ensuring the coordination and consistency of the entire model and laying the foundation for subsequent meshing and flow field simulation.

[0139] This embodiment provides a method for reducing flow-induced noise in the wheel area. Based on the target noise reduction frequency, a formula is used to calculate the product of the nozzle cross-sectional area and the cavity volume. The specific dimensions of the anechoic cavity are designed accordingly, effectively reducing noise at specific frequencies. This targeted design enables the anechoic cavity to resonate with the noise at the target frequency, generating standing wave interference, thereby significantly reducing flow-induced noise in the wheel area.

[0140] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the method of reducing flow-induced noise in the wheel area of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0141] This application also provides a method and device for reducing flow-induced noise in the wheel area, please refer to Figure 8 The method and device for reducing flow-induced noise in the wheel area includes:

[0142] A data acquisition module 10 is used to acquire wheel data, wind tunnel data and exterior vehicle body data;

[0143] A model building module 20 is used to build a geometric model based on wheel data, wind tunnel data and exterior vehicle body data;

[0144] By meshing the geometric model, the vehicle computational fluid dynamics model is obtained;

[0145] The first simulation module 30 is used to obtain flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model;

[0146] The second simulation module 40 is used to obtain wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model;

[0147] The noise reduction processing module 50 is used to determine the noise reduction target frequency based on the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and adjust the silencer cavity size based on the noise reduction target frequency to achieve noise reduction. The method and device for reducing wheel area flow-induced noise provided in the present application adopts the method for reducing wheel area flow-induced noise in the above-mentioned embodiment, which can solve the technical problem of flow-induced wind noise. Compared with the prior art, the beneficial effects of the method and device for reducing wheel area flow-induced noise provided in the present application are the same as the beneficial effects of the method for reducing wheel area flow-induced noise provided in the above-mentioned embodiment, and the other technical features of the method and device for reducing wheel area flow-induced noise are the same as the features disclosed in the above-mentioned embodiment, and are not described in detail here.

[0148] In one embodiment, the model building module 20 is further configured to build a basic geometric model according to a preset scale based on the wheel data, the wind tunnel data, and the exterior vehicle body data;

[0149] Adjusting the wheel geometry of the base geometry model according to the wheel data;

[0150] Determine the dimensional parameters of the wind tunnel for the basic geometric model based on wind tunnel data, including the inlet distance, the distance from the air outlet to the rear end of the vehicle, the distance from the top surface to the ground, and the distances from the left and right sides to the sides of the virtual wind tunnel;

[0151] Optimizing the outer body geometry of the basic geometry model based on the outer body data;

[0152] The target geometry model is obtained by integrating the geometry of the wheel, wind tunnel and outer body.

[0153] In one embodiment, the model building module 20 is further configured to obtain mesh partitioning parameters, which include: surface mesh basic size, volume mesh type, number of prism mesh layers, growth rate, total thickness, and volume mesh basic size range;

[0154] Based on the meshing parameters, the geometric model is meshed to obtain the vehicle computational fluid dynamics model.

[0155] In one embodiment, the first simulation module 30 is further used to input the vehicle computational fluid dynamics model into the target simulation software, set the velocity inlet boundary conditions to a preset gas velocity and a preset turbulence intensity, and set the pressure outlet boundary conditions to atmospheric pressure and a preset turbulence intensity, and then perform simulation calculations to obtain flow field physical parameters. The flow field physical parameters include: velocity, pressure, and streamline direction, providing basic data and initial conditions for subsequent unsteady flow field simulations.

[0156] In one embodiment, the second simulation module 40 is further configured to input the flow field physical parameters into the target simulation software, process the vehicle computational fluid dynamics model through the large eddy simulation method, and obtain wheel cavity flow-induced noise characteristic analysis data.

[0157] In one embodiment, the noise reduction processing module 50 is further used to input the flow field physical parameters and wheel cavity flow-induced noise characteristic analysis data into the data analysis software;

[0158] The flow field physical parameters and the analysis data of wheel cavity flow-induced noise characteristics are processed by the spectrum analysis algorithm to obtain the median value of the noise frequency to be reduced as the noise reduction target frequency.

[0159] In one embodiment, the noise reduction processing module 50 is further configured to determine the product value of the nozzle cross-sectional area and the cavity volume according to the noise reduction target frequency;

[0160] The specific dimensions of the anechoic cavity are designed according to the product value. The specific dimensions include the cross-sectional area of the nozzle and the cavity volume, so that the anechoic cavity and the noise of the target frequency of noise reduction can produce resonance absorption and standing wave interference to achieve noise reduction.

[0161] The present application provides a method and device for reducing flow-induced noise in a wheel area, and the method and device for reducing flow-induced noise in a wheel area include: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the method for reducing flow-induced noise in the wheel area in the above-mentioned embodiment 1.

[0162] Reference below Figure 9 , which shows a schematic structural diagram of an apparatus suitable for implementing the method for reducing flow-induced noise in the wheel area according to an embodiment of the present application. The apparatus for reducing flow-induced noise in the wheel area according to an embodiment of the present application can include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 9 The method and apparatus for reducing flow-induced noise in the wheel area shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0163] like Figure 9As shown, the method and apparatus for reducing flow-induced noise in the wheel area may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the method and apparatus for reducing flow-induced noise in the wheel area. Processing device 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, hard disk, etc.; and communication devices 1009. Communication devices 1009 can allow the wheel area flow-induced noise reduction method apparatus to communicate wirelessly or wired with other devices to exchange data. While the figure shows a wheel area flow-induced noise reduction method apparatus with various systems, it should be understood that implementation or presence of all the illustrated systems is not required. More or fewer systems may alternatively be implemented or present.

[0164] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0165] The method and apparatus for reducing wheel-area flow-induced noise provided in this application utilizes the method for reducing wheel-area flow-induced noise in the aforementioned embodiment to address the technical issue of flow-induced wind noise. Compared to the prior art, the beneficial effects of the method and apparatus for reducing wheel-area flow-induced noise provided in this application are the same as those provided in the aforementioned embodiment. Other technical features of this method and apparatus are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0166] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0167] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0168] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, a computer program) stored thereon, wherein the computer-readable program instructions are used to execute the method for reducing flow-induced noise in the wheel area in the above-mentioned embodiment.

[0169] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0170] The computer-readable storage medium may be included in the method and apparatus for reducing flow-induced noise in the wheel area; or may exist independently without being assembled into the method and apparatus for reducing flow-induced noise in the wheel area.

[0171] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the method and apparatus for reducing flow-induced noise in the wheel area, the method and apparatus for reducing flow-induced noise in the wheel area: obtains wheel data, wind tunnel data and exterior body data; establishes a geometric model based on the wheel data, wind tunnel data and exterior body data; obtains a vehicle computational fluid dynamics model by meshing the geometric model; obtains flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model; obtains wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model; determines the noise reduction target frequency according to the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and adjusts the silencing cavity size based on the noise reduction target frequency to achieve noise reduction.

[0172] Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages such as Java, Smalltalk, C++, and conventional procedural programming languages such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0173] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing 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 than that marked in the accompanying drawings. For example, two boxes represented in succession 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 flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0174] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0175] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned method for reducing flow-induced noise in the wheel area, thereby resolving the technical problem of flow-induced wind noise. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are similar to those of the method for reducing flow-induced noise in the wheel area provided in the aforementioned embodiment, and are not further elaborated here.

[0176] The present application also provides a computer program product, comprising a computer program, which implements the steps of the above-mentioned method for reducing flow-induced noise in the wheel area when the computer program is executed by a processor.

[0177] The computer program product provided in this application can solve the technical problem of flow-induced wind noise. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the method for reducing flow-induced noise in the wheel area provided in the above embodiment, and will not be elaborated here.

[0178] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for reducing flow-induced noise in the wheel area, characterized in that: The method for reducing flow-induced noise in the wheel area includes: Obtain wheel data, wind tunnel data and exterior body data; establishing a geometric model based on the wheel data, the wind tunnel data, and the exterior vehicle body data; Obtaining a vehicle computational fluid dynamics model by meshing the geometric model; By performing steady flow field simulation on the vehicle computational fluid dynamics model, physical parameters of the flow field are obtained; By performing unsteady flow field simulation on the vehicle computational fluid dynamics model, the wheel cavity flow-induced noise characteristic analysis data is obtained; The noise reduction target frequency is determined according to the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and the size of the silencer cavity is adjusted based on the noise reduction target frequency to achieve noise reduction.

2. The method for reducing flow-induced noise in the wheel area according to claim 1, characterized in that: The step of establishing a geometric model based on the wheel data, the wind tunnel data, and the exterior vehicle body data includes: Constructing a basic geometric model according to a preset proportion based on the wheel data, the wind tunnel data, and the exterior vehicle body data; adjusting the geometric shape of the wheel of the basic geometric model according to the wheel data; Determining the dimensional parameters of the wind tunnel of the basic geometric model according to the wind tunnel data, including the inlet distance, the distance from the air outlet to the rear end of the vehicle, the distance from the top surface to the ground, and the distances from the left and right sides to the sides of the virtual wind tunnel; Optimizing the geometric shape of the outer body of the basic geometric model according to the outer body data; The geometric shapes of the wheel, the wind tunnel and the outer body are integrated to obtain a target geometric model.

3. The method for reducing flow-induced noise in the wheel area according to claim 1, characterized in that: The step of obtaining a vehicle computational fluid dynamics model by meshing the geometric model comprises: Obtaining meshing parameters, wherein the meshing parameters include: surface mesh basic size, volume mesh type, number of prism mesh layers, growth rate, total thickness, and volume mesh basic size range; The geometric model is meshed based on the meshing parameters to obtain a vehicle computational fluid dynamics model.

4. The method for reducing flow-induced noise in the wheel area according to claim 1, wherein: The step of obtaining flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model includes: The vehicle computational fluid dynamics model is input into the target simulation software. The velocity inlet boundary conditions are set to a preset gas velocity and a preset turbulence intensity, and the pressure outlet boundary conditions are set to atmospheric pressure and a preset turbulence intensity. Then, simulation calculations are performed to obtain the flow field physical parameters, which include velocity, pressure, and streamline direction, providing basic data and initial conditions for subsequent unsteady flow field simulations.

5. The method for reducing flow-induced noise in the wheel area according to claim 1, wherein: The step of obtaining wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model includes: The flow field physical parameters are input into target simulation software, and the vehicle computational fluid dynamics model is processed by a large eddy simulation method to obtain wheel cavity flow-induced noise characteristic analysis data.

6. The method for reducing flow-induced noise in the wheel area according to claim 1, wherein: The step of determining the noise reduction target frequency based on the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data includes: Inputting the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data into data analysis software; The flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data are processed by a spectrum analysis algorithm to obtain a median value of the noise frequency to be reduced as a noise reduction target frequency.

7. The method for reducing flow-induced noise in the wheel area according to claim 1, wherein: The step of adjusting the size of the anechoic cavity based on the noise reduction target frequency to achieve noise reduction includes: Determining the product value of the nozzle cross-sectional area and the cavity volume according to the noise reduction target frequency; The specific dimensions of the silencing cavity are designed according to the product value, and the specific dimensions include the cross-sectional area of the nozzle and the cavity volume, so that the silencing cavity and the noise of the noise reduction target frequency produce resonance absorption and standing wave interference to achieve noise reduction.

8. A method and device for reducing flow-induced noise in the wheel area, characterized in that: The device comprises: Data acquisition module, used to obtain wheel data, wind tunnel data and exterior body data; a model building module, configured to build a geometric model based on the wheel data, the wind tunnel data, and the exterior vehicle body data; Obtaining a vehicle computational fluid dynamics model by meshing the geometric model; A first simulation module is used to obtain flow field physical parameters by performing steady flow field simulation on the vehicle computational fluid dynamics model; a second simulation module, configured to obtain wheel cavity flow-induced noise characteristic analysis data by performing unsteady flow field simulation on the vehicle computational fluid dynamics model; The noise reduction processing module is used to determine the noise reduction target frequency according to the flow field physical parameters and the wheel cavity flow-induced noise characteristic analysis data, and adjust the size of the silencer cavity based on the noise reduction target frequency to achieve noise reduction.

9. A method and apparatus for reducing flow-induced noise in the wheel area, characterized in that: The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the method for reducing flow-induced noise in the wheel area according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for reducing flow-induced noise in the wheel area according to any one of claims 1 to 7 are implemented.

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