Simulation analysis method and device for in-vehicle fluid pressure and storage medium

Abstract

The invention relates to a simulation analysis method and device for in-vehicle fluid pressure and a storage medium, and relates to the technical field of vehicle simulation analysis. The technical problem that in the related technology, the cost for reducing the car door lug pressure sense is high is at least solved. The method comprises the steps that a simulation vehicle door motion model, a flow field area model and a resistance area model are obtained, the simulation vehicle door motion model comprises a passenger model, a vehicle body model and a vehicle door model, and the resistance area model is used for indicating the condition of fluid resistance borne by the in-vehicle hole accessory. Based on the simulated vehicle door motion model, the flow field area model and the resistance area model, a fluid pressure simulation model is obtained, and the fluid pressure simulation model is used for simulating pressure generated by fluid borne by passengers in the vehicle door closing process. Simulation calculation is conducted based on the fluid pressure simulation model, simulation analysis data are obtained, and the simulation analysis data are used for indicating the pressure generated by the fluid borne by the passenger. Therefore, the pressure sensing cost of the automobile door lug can be reduced.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle simulation analysis, and in particular to a simulation analysis method, device and storage medium for fluid pressure inside a vehicle. Background Art

[0002] As people's living standards continue to improve, their demand for travel comfort is also increasing. When riding in a vehicle, the closing of a door generates air pressure fluctuations, which leads to a pressure difference on both sides of the eardrum, causing a stuffy feeling in the ear.

[0003] One existing technology provides a method for analyzing and controlling door closing energy. This method obtains the pressure difference between the inside and outside of the vehicle, uses this pressure difference to calculate the opening area of the air pressure relief valve, and controls the air pressure relief valve to open to the required area to avoid the "ear pressure sensation" when closing the door. Another existing technology provides a device for reducing door closing force and ear pressure. During the door closing process, this device detects the door's state through a door lock sensor and controls the window glass to rise or fall through a controller, allowing air squeezed into the passenger compartment to be discharged through the window, thereby reducing the door closing force and eliminating the ear pressure sensation.

[0004] However, the cost of reducing the door pressure sensation by the above method is relatively high. Therefore, how to reduce the door pressure sensation while reducing the cost has become a problem that needs to be solved urgently. Summary of the Invention

[0005] The present application provides a simulation analysis method, device and storage medium for fluid pressure inside a vehicle, so as to at least solve the technical problem in the related art of the high cost of reducing the ear pressure sensation of the vehicle door.

[0006] According to the first aspect of the present application, the technical solution is applied to a device for simulating and analyzing in-vehicle fluid pressure. The in-vehicle fluid pressure simulation and analysis method includes obtaining a simulated door motion model, a flow field model, a resistance model, and a sealing model. The simulated door motion model includes a passenger model, a vehicle body model, and a door model. The flow field model indicates the flow of fluid generated during door closing. The resistance model indicates the fluid resistance experienced by in-vehicle fittings. The sealing model indicates the sealing during door closing. The resistance model includes target resistance data, including a resistance coefficient and resistance characteristic parameters. The target resistance data indicates the degree of influence of the resistance model on fluid flow. The target resistance data is obtained by fitting experimental resistance data. The experimental resistance data includes pressure relief valve resistance data, which reflects the relationship between the pressure gradient of the pressure relief valve and the fluid velocity. Based on the simulated door motion model, the flow field model, the resistance model, and the sealing model, a fluid pressure simulation model is obtained. The fluid pressure simulation model simulates the pressure generated by the fluid experienced by the passenger during door closing. Simulation calculations are performed based on the fluid pressure simulation model to obtain simulation analysis data, which is used to indicate the pressure generated by the fluid that passengers in the car are subjected to.

[0007] In a possible implementation, obtaining the resistance region model includes: obtaining a hole accessory model, the hole accessory model including a hole region, and performing simulation processing on the hole accessory model to obtain the resistance region model.

[0008] In one possible implementation, the hole accessory model includes at least one of the following: a pressure relief valve model and an audio panel model. Simulating the hole accessory model to obtain a resistance region model includes simulating the pressure relief valve model to obtain a porous media region model and simulating the audio panel model to obtain a resistance baffle region model.

[0009] In a possible implementation, obtaining the sealing region model includes: obtaining an initial sealing region model and performing grid division on the initial sealing region model to obtain the sealing region model.

[0010] In a possible implementation, the resistance region model includes a hole region, and the simulation analysis method for in-vehicle fluid pressure further includes: adjusting a mesh size of the hole region in the resistance region model.

[0011] In one possible embodiment, a fluid pressure simulation model is obtained based on a simulated vehicle door motion model, a flow field region model, a resistance region model, and a sealing region model. This includes obtaining a resistance interface of the resistance region model and a sealing interface of the sealing region model, wherein the resistance interface is used to connect the flow field region model with the resistance region model, and the sealing interface is used to connect the flow field region model with the sealing region model. The flow field region model and the resistance region model are connected based on the resistance interface, and the sealing region model and the flow field region model are connected based on the sealing interface to obtain a fluid flow region model. A fluid pressure simulation model is obtained based on the fluid flow region model and the simulated vehicle door motion model.

[0012] In one possible embodiment, the resistance interface includes a resistance outlet interface and a resistance inlet interface, the sealing interface includes a sealing outlet interface and a sealing inlet interface, the flow field area model includes: a first flow field area inlet, a second flow field area inlet, a first flow field area outlet, and a second flow field area outlet, the resistance area model includes: a resistance area inlet and a resistance area outlet, and the sealing area model includes a sealing area outlet and a sealing area inlet. The resistance outlet interface is used to connect the first flow field area inlet and the resistance area outlet, the resistance inlet interface is used to connect the first flow field area outlet and the resistance area inlet, the sealing outlet interface is used to connect the flow field area inlet and the sealing area outlet, and the sealing inlet interface is used to connect the flow field area outlet and the sealing area inlet.

[0013] In a possible implementation, the flow field region model and the resistance region model both include: a volume mesh and a surface mesh, and the volume mesh is a polyhedral mesh.

[0014] According to a second aspect of the present application, a simulation and analysis device for fluid pressure inside a vehicle is provided, and the device includes an acquisition module and a processing module.

[0015] The acquisition module is used to obtain a simulated door motion model, a flow field area model, a resistance area model, and a sealing area model. The simulated door motion model includes a passenger model, a vehicle body model, and a door model. The flow field area model is used to indicate the flow of fluid generated during the door closing process. The resistance area model is used to indicate the fluid resistance experienced by the hole accessories within the vehicle. The sealing area model is used to indicate the sealing during the door closing process. The resistance area model includes target resistance data, which includes a resistance coefficient and resistance characteristic parameters. The target resistance data indicates the degree of influence of the resistance area model on fluid flow. The target resistance data is obtained by fitting experimental resistance data. The experimental resistance data includes the resistance data of the pressure relief valve, which reflects the relationship between the pressure gradient of the pressure relief valve and the fluid velocity. The processing module is used to obtain a fluid pressure simulation model based on the simulated door motion model, the flow field area model, the resistance area model, and the sealing area model. The fluid pressure simulation model is used to simulate the pressure generated by the fluid experienced by the passenger during the door closing process. The processing module is also used to perform simulation calculations based on the fluid pressure simulation model to obtain simulation analysis data, and the simulation analysis data is used to indicate the pressure generated by the fluid that the passengers in the car are subjected to.

[0016] In a possible implementation, the acquisition module is configured to acquire a hole accessory model including a hole region, and the processing module is configured to simulate the hole accessory model to obtain a resistance region model.

[0017] In one possible implementation, the hole accessory model includes at least one of the following: a pressure relief valve model and an audio panel model. The processing module is configured to simulate the pressure relief valve model to obtain a porous media region model. The processing module is also configured to simulate the audio panel model to obtain a resistance baffle region model.

[0018] In a possible implementation, the acquisition module is configured to acquire an initial sealing region model, and the processing module is configured to perform grid division on the initial sealing region model to obtain the sealing region model.

[0019] In a possible implementation, the resistance area model includes a hole area. The processing module is configured to adjust a grid size of the hole area in the resistance area model.

[0020] In one possible embodiment, an acquisition module is configured to obtain a resistance interface of the resistance region model and a sealing interface of the sealing region model. The resistance interface is configured to connect the flow region model and the resistance region model, and the sealing interface is configured to connect the flow region model and the sealing region model. A processing module is configured to connect the flow region model and the resistance region model based on the resistance interface, and to connect the sealing region model and the flow region model based on the sealing interface, thereby obtaining a fluid flow region model. The processing module is further configured to obtain a fluid pressure simulation model based on the fluid flow region model and a simulated vehicle door motion model.

[0021] In one possible embodiment, the resistance interface includes a resistance outlet interface and a resistance inlet interface, the sealing interface includes a sealing outlet interface and a sealing inlet interface, the flow field area model includes: a first flow field area inlet, a second flow field area inlet, a first flow field area outlet, and a second flow field area outlet, the resistance area model includes: a resistance area inlet and a resistance area outlet, and the sealing area model includes a sealing area outlet and a sealing area inlet. The resistance outlet interface is used to connect the first flow field area inlet and the resistance area outlet, the resistance inlet interface is used to connect the first flow field area outlet and the resistance area inlet, the sealing outlet interface is used to connect the flow field area inlet and the sealing area outlet, and the sealing inlet interface is used to connect the flow field area outlet and the sealing area inlet.

[0022] In a possible implementation, the flow field region model and the resistance region model both include: a volume mesh and a surface mesh, and the volume mesh is a polyhedral mesh.

[0023] According to the third aspect provided by the present application, a simulation and analysis device for in-vehicle fluid pressure is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute instructions to implement a method as in the first aspect and any possible implementation method thereof.

[0024] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of the simulation and analysis device for the in-vehicle fluid pressure, the simulation and analysis device for the in-vehicle fluid pressure can execute the method of the first aspect and any possible implementation method thereof.

[0025] According to the fifth aspect provided by the present application, a computer program product is provided, which includes computer instructions. When the computer instructions are run on a simulation and analysis device for in-vehicle fluid pressure, the simulation and analysis device for in-vehicle fluid pressure is implemented as a method of the first aspect and any possible implementation method thereof.

[0026] Beneficial effects of the present invention:

[0027] (1) The simulated door motion model, flow field area model and resistance area model can be obtained, and the fluid pressure simulation model can be obtained based on the simulated door motion model, flow field area model and resistance area model. Afterwards, simulation calculation can be performed based on the fluid pressure simulation model to obtain simulation analysis data. In this way, the ear pressure changes in the flow field in the passenger compartment when the door is closed can be accurately simulated, reducing the design changes of later parts, greatly saving costs, and shortening the rectification cycle of the ear pressure sensation problem caused by the transient pressure of the flow field in the closed door of the whole vehicle. Furthermore, by setting the resistance area model, the fluid pressure simulation model can be made more consistent with the actual situation, thereby improving the analysis accuracy and shortening the analysis time. In addition, the target resistance data is obtained based on the experimental resistance data, which can greatly improve the accuracy of the simulation. At the same time, the resistance area model is adjusted by the target resistance data to simulate the resistance of the resistance area model to the fluid, which can improve the accuracy and calculation efficiency of the model.

[0028] (2) A hole accessory model can be obtained and simulated to obtain a resistance area model. The hole accessory affects the airflow channel. By setting the hole accessory as a resistance area model, the door closing simulation process can be made closer to the actual door closing situation. This can greatly improve the accuracy and efficiency of the model simulation.

[0029] (3) Direct simulation of microscopic pore flow requires a fine mesh. By setting the pressure relief valve model as a porous medium region model and the sound panel model as a resistance baffle region model, the actual pore structure can be replaced by equivalent parameters. While simulating the dynamic pressure relief effect of the pressure relief valve and the resistance effect of the sound panel, the difficulty of mesh generation and the consumption of computing resources can be reduced, and the fine geometric modeling of dense and fine pores can be avoided, which increases the amount of calculation and causes model distortion.

[0030] (4) By setting up the initial sealing area model separately, the dynamic compression process of the sealing strip as the door closes can be reflected, making the vehicle simulation results more accurate.

[0031] (5) In the actual hole parts of the vehicle, there is air flow in the hole area. Therefore, by adjusting the mesh size of the hole area in the resistance area model, the simulation results can be made more accurate.

[0032] (6) Data transfer between the resistance area model and the flow field area model can be achieved through the resistance interface, and data transfer between the sealing area model and the flow field area model can be achieved through the sealing interface.

[0033] (7) The model is divided into polyhedral meshes. At the same mesh resolution, polyhedral meshes have fewer cells and higher computational accuracy, which can improve computational efficiency. In addition, polyhedral meshes can better adapt to the complex geometry of the vehicle, have lower requirements for geometric simplification, and have better computational convergence, making them suitable for calculating fluid mechanics problems with internal flow fields and backflow.

[0034] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0035] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The drawings herein are incorporated into and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0037] Figure 1 is a flow chart illustrating a simulation analysis method for fluid pressure inside a vehicle according to an exemplary embodiment;

[0038] Figure 2 is a schematic diagram showing an example of a fluid region model according to an exemplary embodiment;

[0039] Figure 3 is a schematic diagram showing an example of a simulated door motion model according to an exemplary embodiment;

[0040] Figure 4 is a schematic diagram illustrating an example of a vehicle door overlapping domain model according to an exemplary embodiment;

[0041] Figure 5 is a schematic diagram showing an example of a flow field area model according to an exemplary embodiment;

[0042] Figure 6 is a schematic diagram showing an example of ear pressure change data according to an exemplary embodiment;

[0043] Figure 7 is a schematic diagram showing an example of a door closing speed curve according to an exemplary embodiment;

[0044] Figure 8 is a flow chart illustrating another method for simulating and analyzing fluid pressure in a vehicle according to an exemplary embodiment;

[0045] Figure 9is a schematic diagram illustrating an example of a porous medium region model according to an exemplary embodiment;

[0046] Figure 10 is a schematic diagram showing an example of a resistance baffle area model according to an exemplary embodiment;

[0047] Figure 11 is a schematic diagram showing an example of a resistance curve of a pressure relief valve according to an exemplary embodiment;

[0048] Figure 12 is a schematic structural diagram of a device for simulating and analyzing fluid pressure in a vehicle according to an exemplary embodiment;

[0049] Figure 13 It is a schematic structural diagram of another device for simulating and analyzing fluid pressure in a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0050] In order to enable ordinary people in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0051] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0052] As vehicle manufacturing precision continues to improve, people's requirements for the quietness of new energy vehicles are gradually becoming higher, and the airtightness of the vehicle is gradually being enhanced. At the same time, the feeling of stuffiness (i.e., ear pressure) produced in the human ear during the process of closing the vehicle door is becoming more and more obvious.

[0053] Currently, there are many methods for studying the impact of vibration and noise on passenger comfort during the door closing process, but there are few methods for reducing the stuffy feeling generated at the ears of passengers during the door closing process.

[0054] Some methods involve opening a pressure relief hole on the vehicle body during the research, development, and manufacturing process of the vehicle, and installing a pressure relief valve at the pressure relief hole. The pressure relief valve is connected to the audio panel and the interior grille so that when the door is closed, the gas can be discharged out of the passenger compartment through the pressure relief valve, thereby reducing the pressure inside the vehicle and alleviating the stuffy feeling in the ears of the passengers.

[0055] However, this approach requires real-world vehicle evaluation and testing after prototype production. Only then can the final component optimization plan be determined. This results in a long vehicle optimization cycle and constant component changes, increasing costs and limiting the implementation of later optimization plans. Consequently, ear pressure comfort may not meet the required standards.

[0056] Some methods can use computational fluid dynamics (CFD) simulation methods. Based on a simplified vehicle model in the early stages of design, the overlapping mesh method is used to simulate the door closing process and measure the pressure at the human ear in the simulation model. Vehicle adjustments can then be optimized based on the pressure at the human ear in the simulation model.

[0057] Specifically, based on the whole vehicle model, the whole vehicle fluid domain mesh and the door fluid domain mesh can be established, and the door fluid domain mesh can be rotated to the door closed position with the hinge axis as the rotation center. Afterwards, the fluid mesh and the overlapping mesh model can be established, and the speed curve of the fixed door closing speed can be obtained through experiments, and it can be associated with the door area rotation speed in the simulation model. Afterwards, the ear pressure simulation test can be carried out using fluid software, and a real ear pressure test under the same conditions as the simulation test can be carried out and compared with the simulation test results; by adjusting the through-hole area of the simulation model fluid channel and the resistance characteristics of the fluid channel, the simulation accuracy of the ear pressure simulation data relative to the real ear pressure test data meets the test requirements.

[0058] Currently, the models used in this approach are simplified vehicle models, resulting in significant discrepancies between the boundaries of the simulated vehicle model and the actual vehicle. Furthermore, some models fail to incorporate complete passenger information, and the vehicle's pressure relief valve is a simplified model of the valve disc at a fixed angle. Furthermore, the model's volume mesh is a cut-volume mesh.

[0059] However, during the actual door closing process, the presence of passengers in the passenger compartment affects the pressure at the ear. Furthermore, the pressure relief valve, one of the components that most significantly influences the flow field within the vehicle during the door closing process, changes its valve angle with changes in the vehicle's internal pressure. A simplified model of the vehicle's pressure relief valve with a fixed valve angle would fail to capture its dynamic behavior. Furthermore, a cut-volume mesh model would require simplification of complex geometric features, compromising simulation accuracy.

[0060] Moreover, since the vehicle's audio panel has many fine holes and is relatively small in size (for example, the size of the audio panel is 1 mm), the mesh size is too small, which can easily lead to distortion in the grid division of the audio panel and increase the amount of calculation.

[0061] To address the above-mentioned issues, the present application provides a simulation analysis method for in-vehicle fluid pressure, comprising: obtaining a simulated door motion model, a flow field region model, and a resistance region model; and obtaining a fluid pressure simulation model based on the simulated door motion model, the flow field region model, and the resistance region model. Subsequently, simulation calculations can be performed based on the fluid pressure simulation model to obtain simulation analysis data. This allows accurate simulation of changes in ear pressure in the flow field within the passenger compartment when the door is closed, reducing subsequent component design changes, significantly saving costs, and shortening the rectification period for issues related to ear pressure sensation caused by transient pressure in the flow field within the vehicle's closed door. Furthermore, by setting a resistance region model, the fluid pressure simulation model can be made more consistent with actual conditions, thereby improving analysis accuracy and shortening analysis time. Furthermore, obtaining target resistance data based on experimental resistance data can significantly improve simulation accuracy. Simultaneously, adjusting the resistance region model using the target resistance data to simulate the resistance of the resistance region model to the fluid can improve model accuracy and computational efficiency.

[0062] It should be noted that the execution entity of the in-vehicle fluid pressure simulation analysis method provided in this application can be a device for simulating and analyzing in-vehicle fluid pressure, which can be a server. Furthermore, the device can also be the server's central processing unit (CPU), or a simulation module in the device for simulating and analyzing in-vehicle fluid pressure, or a client in the server. In the embodiments of this application, the in-vehicle fluid pressure simulation analysis method provided in the embodiments of this application is described by taking the execution of the in-vehicle fluid pressure simulation analysis method by a server as an example.

[0063] The implementation environment of the embodiments of the present application is introduced below.

[0064] In one possible design, the simulation analysis device for the in-vehicle fluid pressure is deployed with a model building module, a setting module and a simulation calculation module.

[0065] Among them, the model building module is used to establish the simulated door motion model, flow field area model and resistance area model.

[0066] The setting module is used to set the boundary conditions of the simulated door motion model, flow field area model and resistance area model.

[0067] The simulation calculation module is used to perform simulation calculations through a fluid pressure simulation model to obtain simulation analysis data.

[0068] For ease of understanding, the simulation analysis method for in-vehicle fluid pressure provided by this application is specifically introduced below with reference to the accompanying drawings.

[0069] Figure 1FIG. 1 is a flow chart showing a simulation analysis method for fluid pressure inside a vehicle according to an exemplary embodiment. Figure 1 As shown, the simulation analysis method of the fluid pressure inside the vehicle includes:

[0070] S101: Acquire a simulated door motion model, a flow field region model, and a sealing region model.

[0071] The simulated door motion model includes: a passenger model, a body model, and a door model.

[0072] Optionally, the simulated door motion model also includes: a body-in-white sheet metal model, an interior model, an exterior model, and a tire model.

[0073] Specifically, the body-in-white sheet metal model includes at least one of the following: a door model, and the interior model includes at least one of the following: a steering wheel model, a seat model, and a hole accessory model. The exterior model includes at least one of the following: a ventilation grille model and a pressure relief valve model.

[0074] It should be noted that the passenger model may be complete geometric model data of a dummy simulating a passenger, and the vehicle body model includes complete geometric model data of the entire vehicle in a vehicle coordinate system.

[0075] It should be noted that this application does not limit the number of passenger models. For example, the number of passenger models can be 1, 2, 3, 4, or 5.

[0076] In one possible implementation, vehicle size information and vehicle structure information may be obtained, and then parameterized modeling may be performed on the vehicle size information and the vehicle structure information to obtain a simulated door motion model.

[0077] Optionally, the vehicle size information includes door size information, and the vehicle structure information includes door structure information.

[0078] In one possible design, parametric modeling can be performed on the door's dimensions and structure to produce an initial door model, including a hinge model. Subsequently, motion data about the door's hinge axis can be obtained from the overlapping domain. Based on this motion data, a local coordinate system can be established at the hinge model of the initial door model to obtain the door model.

[0079] In this way, a reference for door rotation can be determined so that the door can be rotated about the hinge axis.

[0080] It should be noted that the simulated door motion model is a complete vehicle model including exterior, interior, seats, tires and other details.

[0081] This allows for a more accurate representation of the actual door closing process in a vehicle. The simulation model includes a complete dummy to reflect the impact of passengers in the passenger compartment on the internal flow field disturbance.

[0082] In the embodiment of the present application, the flow field regional model is used to indicate the flow of the fluid generated during the door closing process. The flow field regional model includes: a volume mesh and a surface mesh. Among them, the volume mesh is a polyhedral mesh.

[0083] It should be noted that the present application does not limit the fluid. For example, the fluid can be air or water.

[0084] It's understandable that when a model is divided into polyhedral meshes, at the same mesh resolution, polyhedral meshes have fewer cells and higher computational accuracy, improving computational efficiency. Furthermore, polyhedral meshes better accommodate the complex geometry of the vehicle, requiring less geometric simplification and exhibiting better computational convergence, making them suitable for calculating fluid dynamics problems involving internal flow fields with backflow.

[0085] In one possible implementation, the simulated door motion model can be meshed to obtain a fluid domain model and a door overlap domain model. Subsequently, a flow field domain model can be obtained based on the fluid domain model and the door overlap domain model.

[0086] It should be understood that during the meshing process, all feature details need to be retained.

[0087] It should be noted that the simulated door motion model can be exported from the model generation software and imported into the fluid calculation software for meshing to obtain the fluid domain model and the door overlap domain model. This application does not restrict the format of the exported simulated door motion model. For example, the exported simulated door motion model can be in STL format.

[0088] In one possible design, the vehicle cuboid computational domain can be obtained and subtracted from the simulated door motion model to obtain the computational domain of the fluid domain model. The simulated door motion model can then be reconstructed into a surface mesh and meshed into a volume mesh. Within the simulated motion computational domain, both the surface mesh and volume mesh of the fluid domain model are generated to obtain the fluid domain model.

[0089] Optionally, the cuboid calculation domain can be subtracted from the simulated door motion model through the Subtract Boolean operation to obtain the fluid domain for the flow field simulation inside the vehicle body, that is, the simulated motion calculation domain.

[0090] It should be noted that this application does not limit the size of the vehicle cuboid calculation domain. For example, the vehicle cuboid calculation domain is 12 meters (m) long, 8 meters wide, and 5 meters high.

[0091] For example, Figure 2 FIG. 1 is a schematic diagram showing an example of a fluid region model according to an exemplary embodiment. The fluid region model is a cuboid, which contains a simulated door motion model. Figure 3 Figure 2 shows an example schematic diagram of a simulated door motion model according to an exemplary embodiment. The simulated door motion model includes a dummy model, a seat model, a center console model, and a steering wheel model. A vehicle body interface exists between the simulated door motion model and the fluid domain. This interface comprises multiple meshes, namely, the surface meshes of the primary domain.

[0092] In another possible design, a rectangular computational domain enclosing the door model can be obtained as the computational domain of the door model, also known as the overlap domain. The door model can then be meshed, and both the surface mesh and the volume mesh of the overlap domain model can be generated within the overlap domain to obtain the overlap domain model.

[0093] For example, Figure 4 FIG. 1 is a schematic diagram illustrating an example of a vehicle door overlap domain model according to an exemplary embodiment, wherein the vehicle door overlap domain model is a cuboid that contains a vehicle door model.

[0094] In another possible design, an interface can be created between the fluid domain model and the door overlap domain model to connect the fluid domain model and the door overlap domain model. Boundary conditions of the outer boundary of the fluid domain model and the boundary conditions of the door overlap domain model (i.e., the block surface) can then be obtained. Based on the boundary conditions of the outer boundary of the fluid domain model and the boundary conditions of the door overlap domain model, the fluid domain model and the door overlap domain model are updated to obtain the flow field domain model.

[0095] Optionally, the gap between the overlapping meshes of the fluid domain model and the door overlap domain model is 0. The boundary conditions of the main domain are: the boundary conditions of all surfaces of the main domain except the ground are pressure outlets.

[0096] It should be noted that the mesh size of the surface mesh and volume mesh of the overlapping domain needs to be consistent with the mesh of the main domain in the overlapping area to ensure the interpolation accuracy and flow field continuity of the overlapping mesh at the interface between the overlapping domain and the main domain.

[0097] like Figure 5 FIG. 1 is a schematic diagram of an example of a flow field domain model according to an exemplary embodiment, wherein the surface of the simulated door motion model is covered with a surface mesh of the fluid domain model and a surface mesh of the door overlap domain model.

[0098] In the embodiment of the present application, the sealing area model is used to indicate the sealing condition during the door closing process.

[0099] In a possible implementation, an initial sealing region model may be obtained, and then the initial sealing region model may be meshed to obtain a sealing region model.

[0100] In one possible design, a rectangular computational domain enclosing the initial sealing region model can be obtained as the computational domain of the initial sealing region model. The initial sealing region model can then be meshed, and the surface mesh and volume mesh of the door overlap region model can be generated within the computational domain of the initial sealing region model to obtain the door overlap region model.

[0101] It should be noted that in traditional technology, the door sealing strip model is simplified and the dynamic compression process of the sealing strip as the door closes is not reflected. This causes continuous air leakage between the door and the car body, deviating from the airflow generated by the car body when the door is actually closed.

[0102] It can be understood that, by separately setting up an initial sealing area model, the present application can reflect the dynamic compression process of the sealing strip as the door closes, making the vehicle simulation results more accurate.

[0103] S102. Obtain a resistance area model.

[0104] In the embodiment of the present application, the resistance area model is used to indicate the fluid resistance of the hole accessories in the vehicle. The resistance area model includes: a volume mesh and a surface mesh.

[0105] Optionally, the volume mesh of the drag region model is a polyhedral mesh.

[0106] In one possible implementation, the hole fitting model may be meshed to form a resistance region model.

[0107] In one possible design, a hole fitting model can be exported from the model generation software, and meshing can be performed based on the hole fitting model to obtain porous area mesh data. Subsequently, the resistance area model can be obtained based on the porous area mesh data.

[0108] S103 , obtaining a fluid pressure simulation model based on the simulated door motion model, the flow field region model, the resistance region model, and the sealing region model.

[0109] Among them, the fluid pressure simulation model is used to simulate the pressure generated by the fluid that passengers are subjected to during the door closing process.

[0110] In one possible implementation, a resistance interface of the resistance region model and a sealing interface of the sealing region model can be obtained. The resistance interface is used to connect the flow region model and the resistance region model, and the sealing interface is used to connect the flow region model and the sealing region model. Subsequently, the flow region model and the resistance region model can be connected based on the resistance interface, and the sealing region model and the flow region model can be connected based on the sealing interface, thereby obtaining a fluid flow region model. Subsequently, a fluid pressure simulation model can be obtained based on the fluid flow region model and the simulated door motion model.

[0111] Optionally, the resistance interface includes a resistance outlet interface and a resistance inlet interface, the sealing interface includes a sealing outlet interface and a sealing inlet interface, the flow field area model includes: a first flow field area inlet, a second flow field area inlet, a first flow field area outlet and a second flow field area outlet, the resistance area model includes: a resistance area inlet and a resistance area outlet, and the sealing area model includes a sealing area outlet and a sealing area inlet.

[0112] Among them, the resistance outlet interface is used to connect the first flow field area inlet and the resistance area outlet, the resistance inlet interface is used to connect the first flow field area outlet and the resistance area inlet, the sealing outlet interface is used to connect the flow field area inlet and the sealing area outlet, and the sealing inlet interface is used to connect the flow field area outlet and the sealing area inlet.

[0113] It should be noted that the sealing interface can be set to zero gap (ie Overset Mesh ZeroGap).

[0114] In some embodiments, after the sealing region model is connected to the flow field region model based on the sealing interface, the compression motion type of the sealing strip along the door closing direction can be obtained.

[0115] In this way, data transfer between the resistance area model and the flow field area model can be achieved through the resistance interface, and data transfer between the sealing area model and the flow field area model can be achieved through the sealing interface.

[0116] S104: Perform simulation calculation based on the fluid pressure simulation model to obtain simulation analysis data.

[0117] The simulation analysis data is used to indicate the pressure generated by the fluid that the passengers are subjected to in the car.

[0118] It should be noted that the embodiments of the present application do not limit the position of the passenger in the vehicle. For example, the passenger model may be located in the main driver's seat, the front passenger seat, the second row of the passenger compartment (i.e., behind the main driver's seat and / or behind the front passenger seat), or the third row of the passenger compartment (i.e., behind the second row of the passenger compartment).

[0119] In an embodiment of the present application, the simulation analysis data includes at least one of the following: ear pressure change data and cross-sectional gas flow data. The ear pressure change data is used to indicate the changing trend of the pressure difference on both sides of the eardrum over time, and the cross-sectional gas flow data is used to indicate the cross-sectional gas flow conditions.

[0120] It should be noted that the ear pressure change data may be the ear pressure change data of the left ear of the passenger model, or the ear pressure change data of the right ear of the passenger model.

[0121] In a possible implementation, the fluid pressure simulation model may be run according to a preset calculation time, and simulation calculations may be performed through the fluid pressure simulation model to obtain simulation analysis data.

[0122] Optionally, the preset calculation time includes a calculation time step, an iteration number, and a total calculation time.

[0123] For example, the calculation time step is 0.001s, the number of iteration steps is 10, and the total calculation time is 1s. Afterwards, the fluid pressure simulation model can be run according to the preset calculation time to obtain data from the monitoring points in the ear area of the dummy model.

[0124] For example, horizontal and vertical sections can be established at the human ear, the pressure relief valve, and the pressure relief channel respectively to monitor the pressure change trend of the human ear at different positions over time.

[0125] It should be noted that the fluid pressure simulation model can be run according to the preset calculation time through fluid software to perform transient simulation analysis of the flow field in the passenger compartment during the door closing process, and obtain data from the monitoring points in the ear area of the dummy model, thereby monitoring the ear pressure conditions in the ear area.

[0126] For example, Figure 6The figure shows the ear pressure change data of the passenger models from 0.7 seconds to 0.94 seconds. The passenger models include: the driver's seat passenger model, the front passenger seat passenger model, the second-row passenger model, and the third-row passenger model. The second-row passenger model includes the second-row left passenger model and the second-row right passenger model, and the third-row passenger model includes the third-row left passenger model and the third-row right passenger model. The ear pressure change data of the passenger model ears include: the ear pressure change data of the left ear of the main driver's seat passenger model (i.e. the main driver's left ear), the ear pressure change data of the right ear of the main driver's seat passenger model (i.e. the main driver's right ear), the ear pressure change data of the left ear of the co-pilot seat passenger model (i.e. the co-pilot's left ear), the ear pressure change data of the right ear of the co-pilot seat passenger model (i.e. the co-pilot's right ear), the ear pressure change data of the left ear of the second row left passenger model, the ear pressure change data of the right ear of the second row left passenger model, the ear pressure change data of the left ear of the second row right passenger model, the ear pressure change data of the right ear of the second row right passenger model, the ear pressure change data of the left ear of the third row left passenger model, the ear pressure change data of the right ear of the third row left passenger model, the ear pressure change data of the left ear of the third row right passenger model, and the ear pressure change data of the right ear of the third row right passenger model.

[0127] Optionally, the ear pressure of the passenger model's ear is highest during a time period from 0.86 seconds to 0.88 seconds.

[0128] In one possible design, closing speed data and compression motion displacement data can be obtained. These data can then be input into a fluid pressure simulation model. The fluid pressure simulation model can then be run for a preset calculation duration to obtain simulation analysis data.

[0129] Among them, the door closing speed data is obtained based on the vehicle door closing test.

[0130] For example, Figure 7 The curve shown is a curve of the door closing speed (i.e., door closing speed) during the time period from 0 to 1 second. The changing trend of the door closing speed during the time period from 0 to 0.4 seconds is that the door closing speed gradually increases over time. The changing trend of the door closing speed during the time period from 0.4 to 0.6 seconds is that the door closing speed first increases over time and then remains within the range of -1 meter per second (m / s) to -1.2 m / s. The changing trend of the door closing speed during the time period from 0.6 to 0.8 seconds is that the door closing speed remains within the range of -1 meter per second (m / s) to -1.2 m / s. The changing trend of the door closing speed during the time period from 0.6 to 0.8 seconds is that the door closing speed gradually decreases to zero over time.

[0131] For example, door closing speed data can be obtained through actual vehicle door closing tests and saved as a CSV file. The file table can then be identified in the tool table node of the fluid software and the CSV file imported into the fluid pressure simulation model. The fluid calculation method and preset calculation duration can then be obtained, and the fluid pressure simulation model can be simulated according to the preset calculation duration to obtain simulation analysis data.

[0132] It should be noted that the rotation rate can be set as the interpolation function of the imported file table through an expression, so that the door model can rotate according to the speed curve of the actual test.

[0133] In the embodiment of the present application, the compression motion displacement data may be a compression motion displacement curve. The compression motion displacement curve includes a sealing distance, which is the distance between the door and the vehicle body when the sealing strip interferes with the sheet metal.

[0134] Optionally, within a preset calculation time, a fluid pressure simulation model may be used to perform simulation calculations based on the compression motion type, compression motion displacement data, and door closing speed data to obtain simulation analysis data.

[0135] In some embodiments, when the distance between the vehicle door model and the vehicle body model is less than or equal to the sealing distance, it can be determined that the fluid pressure simulation model has reached a sealing state.

[0136] In some embodiments, the vehicle may be analyzed and adjusted based on the cross-sectional air flow data to reduce ear pressure at the ears of the passenger model.

[0137] Based on the above technical solution, a simulated door motion model, a flow field area model, and a resistance area model can be obtained, and a fluid pressure simulation model can be obtained based on the simulated door motion model, the flow field area model, and the resistance area model. Afterwards, simulation calculations can be performed based on the fluid pressure simulation model to obtain simulation analysis data. In this way, the ear pressure changes in the flow field in the passenger compartment when the door is closed can be accurately simulated, reducing the design changes of later parts, greatly saving costs, and shortening the rectification cycle of the ear pressure sensation problem caused by the transient pressure of the flow field in the closed door of the whole vehicle. Furthermore, by setting the resistance area model, the fluid pressure simulation model can be made more consistent with the actual situation, thereby improving the analysis accuracy and shortening the analysis time. In addition, obtaining the target resistance data based on the experimental resistance data can greatly improve the accuracy of the simulation. At the same time, adjusting the resistance area model through the target resistance data and simulating the resistance of the resistance area model to the fluid can improve the accuracy and calculation efficiency of the model.

[0138] Figure 8 FIG. 1 is a flow chart of another simulation analysis method for fluid pressure inside a vehicle according to an exemplary embodiment. Figure 8 As shown, S102 includes:

[0139] S801. Obtain a hole accessory model.

[0140] The hole accessory model includes at least one of the following: a pressure relief valve model, an audio panel model, and an interior grille model.

[0141] In one possible implementation, the hole accessory size information and the hole accessory structure information may be obtained, and then parameterized modeling may be performed on the hole accessory size information and the hole accessory structure information to obtain a hole accessory model.

[0142] Optionally, the hole fitting model includes a hole area.

[0143] S802: Simulate the hole accessory model to obtain a resistance area model.

[0144] In one possible implementation, the pressure relief valve model can be simulated to obtain a porous medium region model, and then the sound panel model can be simulated to obtain a resistance baffle region model.

[0145] It should be noted that the porous media region model can replace the complex effects of real geometry or physical processes with mathematical terms. The resistance baffle region model is an engineering simplification of the porous media model, simulating the flow-impeding effects of baffles, grilles, and other structures. The boundary conditions of the resistance baffle region model can be set to either no-slip walls or slip walls.

[0146] For example, Figure 9 As shown in FIG, it is a schematic diagram of an example of a porous medium region model according to an exemplary embodiment. There are multiple holes on the surface of the porous medium region model. The closer to the porous medium region model, the smaller the grid. Figure 10 1 is a schematic diagram of an example of a resistance barrier region model according to an exemplary embodiment. A plurality of triangular facets are distributed on the surface of the resistance barrier region model.

[0147] Understandably, directly simulating microscopic pore flow requires a fine mesh. However, by setting the pressure relief valve model as a porous media region model and the speaker panel model as a resistance baffle region model, the actual pore structure can be replaced by equivalent parameters. This reduces the difficulty of mesh generation and computational resource consumption while simulating the dynamic pressure relief effect of the pressure relief valve and the resistance effect of the speaker panel. It also avoids the need for detailed geometric modeling of dense, tiny pores, which increases the computational effort and causes model distortion.

[0148] In a possible design, the resistance area model includes target resistance data, which is used to indicate the degree of influence of the resistance area model on fluid flow. The target resistance data is obtained by fitting based on experimental resistance data.

[0149] Optionally, the target resistance data includes a resistance coefficient and resistance characteristic parameters.

[0150] In one possible design, performance tests can be conducted on actual parts of the pressure relief valve to obtain resistance data of the pressure relief valve. The resistance data of the pressure relief valve is used to reflect the relationship between the pressure gradient and fluid velocity of the pressure relief valve. Then, based on the resistance data of the pressure relief valve, a resistance curve of the pressure relief valve can be obtained. Then, the resistance curve of the pressure relief valve can be fitted to obtain a fitted resistance curve. Then, based on the fitted resistance curve, a quadratic polynomial function can be obtained. Then, the quadratic term coefficient of the quadratic polynomial function can be used as the inertial resistance coefficient (i.e., resistance coefficient) of the porous medium region model, and the linear term coefficient of the quadratic polynomial function can be used as the viscous resistance coefficient (i.e., resistance characteristic parameter) to obtain the resistance characteristic parameter of the porous medium region model.

[0151] Alternatively, a performance test can be conducted on the pressure relief valve component itself using an airtightness test bench to obtain resistance data for the pressure relief valve. Based on the resistance data, a resistance curve for the pressure relief valve can be obtained. The resistance curve can then be fitted based on the nonlinear permeation law to obtain a fitted resistance curve.

[0152] Exemplarily, the nonlinear permeation law satisfies Formula 1.

[0153]

[0154] Among them, ΔP is the pressure drop data of the pressure relief valve, L is the thickness of the pressure relief valve in the air flow direction, α is the inertial resistance coefficient, v is the wind speed, and β is the viscous resistance coefficient.

[0155] It should be noted that the wind speed can be calculated through the air volume and ventilation area of the pressure relief valve.

[0156] For example, Figure 11 FIG. 1 is a schematic diagram showing an example of a resistance curve of a pressure relief valve according to an exemplary embodiment, wherein curve 1 is the resistance curve of the pressure relief valve, and curve 2 is the fitted resistance curve.

[0157] It should be noted that as the fluid velocity increases, the pressure gradient of the pressure relief valve gradually becomes stronger.

[0158] Optionally, a performance test may be conducted on the sound panel to obtain experimental resistance data of the sound panel. Thereafter, the resistance coefficient and resistance characteristic parameters of the resistance baffle area model may be obtained based on the experimental resistance data of the sound panel.

[0159] Optionally, the audio panel is a multi-porous audio panel.

[0160] It should be noted that the multi-porous sound panel is modeled as a separate area, and the pressure relief valve is modeled as a separate area.

[0161] It is understandable that deriving target resistance data based on experimental resistance data can significantly improve simulation accuracy. Simultaneously, adjusting the resistance region model using the target resistance data and simulating the resistance of the resistance region model to the fluid can improve model accuracy and computational efficiency.

[0162] Based on the above technical solution, a hole accessory model can be obtained and simulated to produce a resistance area model. Hole accessories affect the airflow path. By setting the hole accessory as a resistance area model, the door closing simulation process can be made more similar to the actual door closing situation. This can greatly improve the accuracy and efficiency of the model simulation.

[0163] Optionally, the resistance area model includes a hole area.

[0164] In some embodiments, the mesh size of the hole region in the drag region model may be adjusted.

[0165] It's understandable that in actual vehicle hole parts, air flows through the hole area. Therefore, adjusting the mesh size of the hole area in the drag area model can make the simulation results more accurate.

[0166] It's important to note that traditional technologies rely heavily on real-vehicle testing for simulation model verification, requiring full vehicle assembly to assess ear pressure performance. However, assembly occurs in the later stages of vehicle development, when performance optimization requires component design changes.

[0167] This will incur additional costs and lead to a long and inefficient development cycle for the vehicle's ear pressure performance.

[0168] This application retains all feature details and sets up a resistance area model and a sealing area model to make the model more accurate, eliminating the need to adjust the model accuracy through actual vehicle assembly and reducing resource consumption during vehicle development.

[0169] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to realize the above functions, the simulation and analysis device of the fluid pressure in the vehicle includes the corresponding hardware structure and / or software modules for performing each function. It should be easy for those skilled in the art to realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0170] In the embodiment of the present application, the simulation and analysis device for the fluid pressure inside the vehicle can be divided into functional modules according to the above method. For example, the simulation and analysis device for the fluid pressure inside the vehicle can include functional modules corresponding to the functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0171] Figure 12 FIG. 1 is a schematic structural diagram of a simulation analysis device for fluid pressure in a vehicle according to an exemplary embodiment. Figure 12 The simulation analysis device for the in-vehicle fluid pressure includes an acquisition module 1201 and a processing module 1202 .

[0172] Acquisition module 1201 is used to obtain a simulated door motion model, a flow field area model and a resistance area model. The simulated door motion model includes: a passenger model, a vehicle body model, and a door model. The flow field area model is used to indicate the flow conditions of the fluid generated during the door closing process. The resistance area model is used to indicate the fluid resistance conditions of the hole accessories in the vehicle.

[0173] Processing module 1202 is configured to generate a fluid pressure simulation model based on the simulated door motion model, the flow field region model, and the resistance region model. The fluid pressure simulation model is configured to simulate the fluid pressure exerted on passengers during the door closing process. Processing module 1202 is further configured to perform simulation calculations based on the fluid pressure simulation model to generate simulation analysis data. The simulation analysis data is configured to indicate the fluid pressure exerted on passengers within the vehicle.

[0174] Regarding the apparatus in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0175] Figure 13 FIG. 1 is a schematic structural diagram of another device for simulating and analyzing fluid pressure in a vehicle according to an exemplary embodiment. Figure 13 As shown, the simulation and analysis device for the fluid pressure inside the vehicle includes but is not limited to: a processor 1301 and a memory 1302 .

[0176] The memory 1302 is used to store executable instructions of the processor 1301. It is understandable that the processor 1301 is configured to execute instructions to implement the simulation analysis method of the in-vehicle fluid pressure in the above embodiment.

[0177] It should be noted that those skilled in the art can understand that Figure 13 The structure of the simulation analysis device for the fluid pressure inside the vehicle shown in the figure does not constitute a limitation on the simulation analysis device for the fluid pressure inside the vehicle. The simulation analysis device for the fluid pressure inside the vehicle may include a Figure 13 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0178] The processor 1301 is the control center of the simulation and analysis device for the fluid pressure inside the vehicle. It uses various interfaces and lines to connect the various parts of the simulation and analysis device for the fluid pressure inside the vehicle. By running or executing the software programs and / or modules stored in the memory 1302, and calling the data stored in the memory 1302, it performs various functions of the simulation and analysis device for the fluid pressure inside the vehicle and processes data, thereby monitoring the simulation and analysis device for the fluid pressure inside the vehicle as a whole. The processor 1301 may include one or more processing units. Optionally, the processor 1301 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 1301.

[0179] Memory 1302 can be used to store software programs and various data. Memory 1302 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and application programs required by at least one functional module (e.g., a determination unit, a processing unit, etc.). Furthermore, memory 1302 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0180] In an exemplary embodiment, a computer-readable storage medium including instructions is further provided, such as a memory 1302 including instructions. The above instructions can be executed by a processor 1301 of the simulation and analysis device for in-vehicle fluid pressure to implement the method in the above embodiment.

[0181] In actual implementation, Figure 12 The functions of the acquisition module 1201 and the processing module 1202 can be obtained by Figure 13 The processor 1301 in the embodiment calls the computer program stored in the memory 1302. The specific execution process can be referred to the description of the method part in the above embodiment, which will not be repeated here.

[0182] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0183] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, which can be executed by the processor 1301 of the simulation and analysis device for in-vehicle fluid pressure to complete the method in the above embodiment.

[0184] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the simulation and analysis device for the fluid pressure in the vehicle, the various processes of the above-mentioned method embodiment are implemented, and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0185] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0186] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0187] Units described as separate components may or may not be physically separate, and components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0188] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0189] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling a device (which can be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of 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 ROM, a RAM, a magnetic disk, or an optical disk.

[0190] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A simulation analysis method for fluid pressure inside a vehicle, characterized in that: The method comprises: Acquire a simulated door motion model, a flow field region model, a resistance region model, and a sealing region model, wherein the simulated door motion model includes: a passenger model, a vehicle body model, and a door model; the flow field region model is used to indicate the flow of fluid generated during the door closing process; the resistance region model is used to indicate the fluid resistance experienced by the hole accessories in the vehicle; and the sealing region model is used to indicate the sealing condition during the door closing process; the resistance region model includes target resistance data, which includes a resistance coefficient and resistance characteristic parameters; the target resistance data is used to indicate the degree of influence of the resistance region model on fluid flow, and the target resistance data is obtained by fitting experimental resistance data; the experimental resistance data includes resistance data of a pressure relief valve, which is used to reflect the relationship between the pressure gradient of the pressure relief valve and the fluid velocity; Based on the simulated door motion model, the flow field region model, the resistance region model, and the sealing region model, a fluid pressure simulation model is obtained, wherein the fluid pressure simulation model is used to simulate the pressure generated by the fluid on the passengers during the door closing process; A simulation calculation is performed based on the fluid pressure simulation model to obtain simulation analysis data, which is used to indicate the pressure generated by the fluid that the passengers in the vehicle are subjected to.

2. The simulation analysis method for in-vehicle fluid pressure according to claim 1, characterized in that: Obtaining the resistance area model includes: Acquire a hole accessory model, wherein the hole accessory model includes a hole area; The hole accessory model is simulated to obtain the resistance area model.

3. The simulation analysis method for in-vehicle fluid pressure according to claim 2, characterized in that: The hole accessory model includes at least one of the following: a pressure relief valve model and an audio panel model; the simulation processing of the hole accessory model to obtain the resistance area model includes: Simulating the pressure relief valve model to obtain a porous medium region model; The acoustic panel model is simulated to obtain a resistance baffle area model.

4. The simulation analysis method for in-vehicle fluid pressure according to claim 1, characterized in that: Acquiring the sealing area model includes: Obtaining an initial sealing area model; The initial sealing area model is meshed to obtain the sealing area model.

5. The simulation analysis method for in-vehicle fluid pressure according to any one of claims 1 to 4, characterized in that: The resistance area model includes a hole area; the simulation analysis method of the in-vehicle fluid pressure further includes: Adjust the mesh size of the hole area in the resistance area model.

6. The simulation analysis method for in-vehicle fluid pressure according to any one of claims 1 to 4, characterized in that: The fluid pressure simulation model is obtained based on the simulated door motion model, the flow field region model, the resistance region model and the sealing region model, including: Obtaining a resistance interface of the resistance region model and a sealing interface of the sealing region model, wherein the resistance interface is used to connect the flow field region model and the resistance region model, and the sealing interface is used to connect the flow field region model and the sealing region model; Connecting the flow field region model with the resistance region model based on the resistance interface, and connecting the sealing region model with the flow field region model based on the sealing interface to obtain a fluid flow region model; The fluid pressure simulation model is obtained based on the fluid flow area model and the simulated door motion model.

7. The simulation analysis method for in-vehicle fluid pressure according to claim 6, characterized in that: The resistance interface includes a resistance outlet interface and a resistance inlet interface, the sealing interface includes a sealing outlet interface and a sealing inlet interface, the flow field area model includes: a flow field area inlet and a flow field area outlet, the resistance area model includes: a resistance area inlet and a resistance area outlet, and the sealing area model includes a sealing area outlet and a sealing area inlet; The outlet interface is used to connect the flow field area inlet and the resistance area outlet, the resistance inlet interface is used to connect the flow field area outlet and the resistance area inlet, the sealed outlet interface is used to connect the flow field area inlet and the sealed area outlet, and the sealed inlet interface is used to connect the flow field area outlet and the sealed area inlet.

8. The simulation analysis method for in-vehicle fluid pressure according to any one of claims 1 to 4, characterized in that: The flow field area model and the resistance area model both include: a volume grid and a surface grid, and the volume grid is a polyhedral grid.

9. A simulation and analysis device for fluid pressure inside a vehicle, characterized in that: The device includes an acquisition module and a processing module; The acquisition module is used to acquire a simulated door motion model, a flow field area model, a resistance area model, and a sealing area model. The simulated door motion model includes: a passenger model, a vehicle body model, and a door model. The flow field area model is used to indicate the flow of fluid generated during the door closing process. The resistance area model is used to indicate the fluid resistance of the hole accessories in the vehicle. The sealing area model is used to indicate the sealing condition during the door closing process. The resistance area model includes target resistance data, which includes a resistance coefficient and resistance characteristic parameters. The target resistance data is used to indicate the degree of influence of the resistance area model on the fluid flow. The target resistance data is obtained by fitting experimental resistance data. The experimental resistance data includes resistance data of a pressure relief valve, which is used to reflect the relationship between the pressure gradient of the pressure relief valve and the fluid velocity. The processing module is configured to obtain a fluid pressure simulation model based on the simulated door motion model, the flow field region model, the resistance region model, and the sealing region model, wherein the fluid pressure simulation model is configured to simulate the pressure generated by the fluid on the passenger during the door closing process; The processing module is further configured to perform simulation calculations based on the fluid pressure simulation model to obtain simulation analysis data, where the simulation analysis data is used to indicate the pressure generated by the fluid to which the passengers are subjected in the vehicle.

10. A simulation analysis device for fluid pressure inside a vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the simulation analysis method for in-vehicle fluid pressure according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that When the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of the in-vehicle fluid pressure simulation and analysis device, the in-vehicle fluid pressure simulation and analysis device can execute the in-vehicle fluid pressure simulation and analysis method as described in any one of claims 1-8.

12. A computer program product, characterized in that The computer program product includes computer instructions. When the computer instructions are executed on a simulation and analysis device for in-vehicle fluid pressure, the simulation and analysis device for in-vehicle fluid pressure can execute the simulation and analysis method for in-vehicle fluid pressure as claimed in any one of claims 1 to 8.

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