Sound wave simulation method and device, and storage medium

Abstract

The application relates to the field of sound wave simulation, in particular to a sound wave simulation method, device and storage medium. The method comprises the following steps: updating driving parameters in response to a user inputted manipulation instruction; performing mechanical system simulation based on the driving parameters, simulating a crank connecting rod mechanism to obtain mechanical motion parameters; performing thermodynamic simulation according to the mechanical motion parameters, simulating cylinder combustion to obtain thermodynamic parameters including cylinder pressure parameters; performing fluid dynamics simulation according to the thermodynamic parameters, simulating air flow of the cylinder and intake and exhaust passages to obtain intake parameters and exhaust parameters; generating a first sound wave signal according to the cylinder pressure parameters and the exhaust parameters, generating a second sound wave signal according to the driving parameters and the intake parameters, and generating a third sound wave signal according to the mechanical motion parameters based on a sound wave generation algorithm; and processing the three types of sound wave signals based on a sound wave processing algorithm to obtain a target sound wave signal, which takes into account physical reduction degree and auditory expressiveness.

Description

Technical Field

[0001] This application relates to the field of sound wave simulation, and in particular to a sound wave simulation method, device and storage medium. Background Technology

[0002] With the deep integration of digital entertainment and automotive culture, users' demand for an immersive driving experience has expanded from the traditional visual and dynamic dimensions to the auditory sensory level. Especially in the fields of toy racing cars, children's electric cars, and high-end driving simulators, young users' ability to distinguish and their expectations for engine sounds have significantly increased. Engine sound design is no longer limited to background sound effects, but has become a core element of product differentiation.

[0003] For example, the invention patent application with publication number CN 119760958A discloses a sound effect control and car sound simulation method based on sound wave simulation, including signal analysis and synthesis, sound wave localization and distribution, audio signal output and optimization. The car sound wave simulation method includes sound wave simulation based on the working mode of the vehicle hybrid system, based on the speed of the drive motor and the accelerator pedal opening, based on the gear shifting operation of the transmission, and based on the vehicle speed signal.

[0004] For example, patent application CN119557969A discloses a method for simulating sound wave enhancement, an electronic device, and a computer-readable storage medium. This method includes: performing sound wave simulation processing based on acquired vehicle status data and preset sound wave source data to obtain target sound wave source data; matching the target sound wave source spatial trajectory from a preset sound source spatial trajectory according to the data type of the target sound wave source data; and performing spatial rendering processing based on the target sound source spatial trajectory and the target sound wave source data to obtain the target simulated sound wave.

[0005] However, current sound design is mostly based on existing pre-recorded audio, resulting in a lack of dynamic adaptability in sound performance. It is difficult to accurately match complex scenarios such as rapid acceleration and gear shifting, and the sound is easily disconnected from the operation logic, resulting in a poor user experience. Summary of the Invention

[0006] The main objective of this application is to provide a method, device, and storage medium for simulating acoustic waves. To solve the aforementioned technical problems, this application specifically adopts the following technical solution:

[0007] A first aspect of this application is to provide a sound wave simulation method, the method comprising:

[0008] S101 updates driving parameters in response to user-inputted control commands;

[0009] S102, Based on the driving parameters, perform mechanical system simulation to simulate the motion of the crank-connecting rod mechanism and obtain mechanical motion parameters;

[0010] S103, Perform thermodynamic simulation based on the mechanical motion parameters to simulate the combustion of fuel inside the cylinder and obtain thermodynamic parameters, including cylinder pressure parameters.

[0011] S104, Perform fluid dynamics simulation based on the thermodynamic parameters to simulate the airflow in the cylinder, intake passage and exhaust passage, and obtain intake parameters and exhaust parameters;

[0012] S105, based on a preset sound generation algorithm, generates a first sound signal according to the cylinder pressure parameters and the exhaust parameters, generates a second sound signal according to the driving parameters and the intake parameters, and generates a third sound signal according to the mechanical motion parameters;

[0013] S106, Based on a preset sound wave processing algorithm, the first sound wave signal, the second sound wave signal, and the third sound wave signal are processed to obtain the target sound wave signal;

[0014] The sound wave processing algorithm includes: a single signal enhancement algorithm for independently preprocessing one or more of the first sound wave signal, the second sound wave signal, and the third sound wave signal; and an overall processing algorithm for processing the target sound wave signal synthesized from the first sound wave signal, the second sound wave signal, and the third sound wave signal to update the target sound wave signal.

[0015] A second aspect of this application is to provide a computer device, the device comprising:

[0016] Memory, used to store computer programs;

[0017] A processor is configured to execute the computer program and, in executing the computer program, implement the steps of the acoustic simulation method provided in any embodiment of this application.

[0018] A third aspect of this application is that a computer-readable storage medium is also provided, the computer-readable storage medium storing a computer program, which, when executed by a processor, causes the processor to perform the steps of the sound wave simulation method provided in any embodiment of this application.

[0019] Beneficial effects:

[0020] This application provides a sound wave simulation method, device, and storage medium. By constructing a dynamic closed-loop simulation system for engines based on mechanical, thermodynamic, and fluid dynamics, it achieves decoupled source output and single-signal calibration of racing-grade engine sound waves. While ensuring the realism of the sound waves, it also takes into account auditory performance and personalized user needs, achieving a natural transition from physical reproduction to perceptual enhancement.

[0021] First, driving parameters are updated based on user input commands (such as throttle and gear shifting). Then, the mechanical movement, combustion process, and intake and exhaust flow of the engine are simulated layer by layer to achieve decoupling of the sound: the first sound signal is generated based on cylinder pressure and exhaust parameters to reproduce the exhaust roar after fuel combustion; the second sound signal is generated based on driving parameters and intake parameters to simulate the sound of high-speed airflow intake; the third sound signal is generated based on mechanical parameters to simulate the friction and impact sounds of metal components when the engine is running. These three types of sound signals are generated independently to ensure the realism and physical consistency of the sound, while providing a feasible basis for subsequent targeted fine-tuning of individual sound signals, breaking through the limitations of generating or adjusting a single sound effect.

[0022] Based on this, a selective and configurable sound wave processing algorithm is provided. The preset sound wave processing algorithm can independently preprocess one or more of the first, second, and third sound wave signals based on engine operating conditions or user-defined settings. This allows for limited enhancement or suppression of individual sound wave signals before synthesis, and / or synthesis of the first, second, and third sound wave signals, followed by overall optimization of the synthesized target sound wave signal. While ensuring the realism of the sound waves, the algorithm enhances their auditory expressiveness, achieving a good balance between fidelity and auditory impact in the final synthesized target sound wave signal.

[0023] Furthermore, the entire simulation system possesses closed-loop and dynamic evolutionary characteristics, continuously updating the output simulation parameters as user operations and time progress, causing the sound waves to change in real time with vehicle type, driving parameters, driving environment, etc. This allows the sound waves to respond in real time to changes in operation and environment. Every throttle input and every load change by the user can be instantly fed back through rich, dynamic, and physically intuitive sound wave layers, enhancing the immersive driving experience and the entertainment value of the toy race car. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. The elements or parts in the drawings are not necessarily drawn to scale. Obviously, the drawings described below are some embodiments of this application; for those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0025] Figure 1 This is a schematic flowchart of a sound wave simulation method provided in an embodiment of this application;

[0026] Figure 2 This is a schematic diagram of a configurable sound wave processing algorithm provided in an embodiment of this application;

[0027] Figure 3 This is a schematic flowchart illustrating the generation of sound waves based on a closed-loop simulation system, provided by an embodiment of this application.

[0028] Figure 4 This is a schematic block diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0030] In this document, suffixes such as “module,” “part,” or “unit” used to denote elements are used only for illustrative purposes and have no specific meaning in themselves. Therefore, “module,” “part,” or “unit” can be used interchangeably.

[0031] In this document, the terms "upper," "lower," "inner," "outer," "front," "rear," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0032] In this document, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," and "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, a direct connection, or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0033] In this document, "and / or" includes any and all combinations of one or more of the listed related items.

[0034] In this article, "multiple" means two or more, that is, it includes two, three, four, five, etc.

[0035] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0036] In this article, an engine refers to a power unit that converts the chemical energy of fuel (gasoline or diesel) into mechanical energy through internal combustion, primarily used to drive vehicles. Its core is a reciprocating four-stroke internal combustion engine, which completes its working cycle through four strokes: intake, compression, power (combustion), and exhaust. Physical engine models can be constructed based on the engine's working principles and ignition characteristics using technologies such as virtual reality and 3D modeling to accurately simulate the engine's operation. The main structures of an engine include:

[0037] The crankshaft and connecting rod mechanism is the core motion conversion mechanism in a reciprocating internal combustion engine. It mainly consists of components such as the piston, connecting rod, and crankshaft. Its function is to convert the reciprocating linear motion of the piston in the cylinder into the continuous rotational motion of the crankshaft, thereby outputting power. During operation, the combustion of the air-fuel mixture pushes the piston downward, and the force is transmitted to the crankshaft through the connecting rod. The eccentric structure of the crankshaft is used to achieve continuous output of rotational motion.

[0038] A cylinder is the core cavity in an engine that enables fuel combustion and energy conversion. It is formed by the cylinder wall, piston top, and cylinder head. Its volume changes periodically with the reciprocating motion of the piston. It is a closed space where the fuel mixture is compressed, burned, and expanded to perform work.

[0039] The intake and exhaust system is responsible for the intake of air into the cylinders and the expulsion of exhaust gases. It includes the throttle valve, intake manifold, exhaust manifold, and muffler. The throttle valve, located at the front of the intake manifold, is controlled by the driver via the accelerator pedal and regulates the airflow into the engine; it is also known as the throttle or valve. When the accelerator is depressed, the throttle valve opens wider, allowing more air into the cylinders. The engine control unit then increases the fuel injection accordingly, thereby increasing engine output power. When the accelerator is released, the throttle valve closes or enters the idle position, reducing the intake air volume and decreasing power output.

[0040] In this article, the ignition signal is a key electronic signal in the engine control system used to trigger spark plug ignition, including parameters such as ignition timing.

[0041] Current simulated engine sound technology relies heavily on pre-recorded audio samples and static parameter mapping. The switching between audio segments depends on simple superposition or hard jumps, making it difficult to accurately match the instantaneous changes in engine sound in complex driving scenarios (such as rapid acceleration and gear shifting). This results in a disconnect between the sound and the operating logic, leading to a significant lack of continuity and realism in the engine sound, and a lack of dynamic adaptability.

[0042] Based on this, embodiments of this application provide a sound wave simulation method, device, and storage medium. By constructing a dynamic closed-loop simulation system for engines based on mechanical, thermodynamic, and fluid dynamics, the decoupled source output and single-signal calibration of racing-grade engine sound waves are achieved. While ensuring the realism of the sound waves, auditory performance and personalized user needs are taken into account, achieving a natural transition from physical reproduction to perceptual enhancement.

[0043] The following detailed description, in conjunction with the accompanying drawings, outlines some embodiments of this application. Unless otherwise specified, the following embodiments and features described herein can be combined with each other. Please refer to... Figure 1 , Figure 1 This is a schematic flowchart of a sound wave simulation method provided in an embodiment of this application, such as... Figure 1 As shown, this application provides a sound wave simulation method, which can also be called a highly realistic sound wave simulation method.

[0044] S101 updates driving parameters in response to user-inputted control commands.

[0045] Specifically, the user-input control commands are collected in real time through sensors or user interface, such as driving operation signals like upshifting, downshifting, throttle, and clutch. Based on the control commands and the driving parameters from the previous simulation cycle, the driving parameters are updated, such as the specific physical quantities of the vehicle's operating status, like ignition signal, throttle opening, and load.

[0046] In some embodiments, the driving operation signals input by the user are control commands, including but not limited to accelerator pedal position, gear shift lever action, clutch pedal state, etc., used to directly or indirectly adjust the vehicle's power output and operating status. For example, these could be operation signals actively issued by the user while driving a car, or control commands issued by the user while operating a toy car.

[0047] In some embodiments, driving parameters include engine behavior (such as crankshaft speed, cylinder temperature, load status, etc.), ignition signal, throttle opening, etc.

[0048] In some embodiments, the conversion relationship between control commands and driving parameters is determined in advance based on experimental measurements or simulation modeling. For example, when the user's control command is to apply throttle for 3 seconds at 30% throttle depth, the corresponding change value of the driving parameters is determined. Thus, by determining the change value of the driving parameters based on the user's first control command and the preset conversion relationship, and then superimposing the driving parameters from the previous simulation cycle, the current driving parameters can be updated.

[0049] S102, Based on the driving parameters, perform mechanical system simulation to simulate the motion of the crank-connecting rod mechanism and obtain mechanical motion parameters.

[0050] Specifically, based on the working principle of the crank-connecting rod mechanism, a dynamic kinematic model of the crankshaft, connecting rod, piston mechanism, and cylinder group can be pre-established. The driving parameters updated in real time are input into the dynamic kinematic model to simulate the mechanical motion of the crankshaft, connecting rod, piston mechanism, and cylinder group, and solve for mechanical motion parameters such as piston motion parameters, crankshaft motion parameters, connecting rod motion parameters, and cylinder group motion parameters.

[0051] In some embodiments, the mechanical motion parameters include piston motion parameters and crankshaft motion parameters. Piston motion parameters are physical quantities describing the reciprocating motion of the piston within the cylinder, including piston position, velocity, acceleration, etc. Crankshaft motion parameters are physical quantities describing the crankshaft's rotational state, including crankshaft angle and angular velocity, moment of inertia, etc.

[0052] In some embodiments, the mechanical system simulation includes mechanical motion simulation and kinematic friction simulation of the crank-connecting rod mechanism. Specifically, in the mechanical system simulation, a friction model (such as Coulomb friction, viscous friction, or static friction) is introduced to simulate the sliding friction between the piston rings and the cylinder wall, the rolling friction of the crankshaft bearings, and the speed damping caused by the machine's oil or lubricant. Based on driving parameters such as throttle opening and ignition timing, the periodic reciprocating motion of the piston and the rotational motion of the crankshaft are simulated, generating highly accurate mechanical motion parameters that include mechanical constraints and frictional effects. It should be understood that introducing mechanical geometric constraints and friction models into the mechanical system simulation can effectively correct the motion trajectory of components and improve the accuracy of kinematic constraints.

[0053] In some embodiments, the mechanical system simulation can output all key dynamic indicators during the operation of the crank-connecting rod mechanism, including but not limited to piston motion parameters, crankshaft motion parameters, throttle opening, and valve speed. It may also include connecting rod angles and stresses; the spatial layout and tilt angles of the cylinder bank, etc. These parameters are calculated through a simulation model, reflecting the actual motion state of the crank-connecting rod mechanism under constraints and external forces. Specifically, the throttle opening is the real-time intake valve opening / closing ratio, and the valve speed is the rate at which the intake or exhaust valves open and close.

[0054] In some embodiments, the simulation configuration parameters in mechanical system simulation are divided into two parts: the first is the mechanical parameters of the crank-connecting rod mechanism, including specific connection structures (such as rigid / flexible hinges), structural models (such as crankshaft material and connecting rod length), and power transmission characteristics (such as torque transmission efficiency); the second is the kinematic friction parameters, including piston-cylinder friction, crankshaft bearing friction, and valve mechanism friction. These simulation configuration parameters are not only used to calibrate the simulation model, but more importantly, by accurately modeling kinematic constraint relationships, quantifying the energy dissipation process of each contact surface, and dynamically simulating the damping effect of the mechanical system, thereby more realistically restoring the dynamic behavior of the crank-connecting rod mechanism, improving the simulation accuracy of mechanical parameters such as piston trajectory and crankshaft speed fluctuations, and providing a high-fidelity data foundation for subsequent sound wave generation.

[0055] In some embodiments, minor mechanical parameters whose contribution to the simulation results is below a preset threshold, as confirmed by parameter sensitivity analysis, can be ignored during modeling. Examples include minor parameters such as connecting rod lateral vibration, bearing clearance deformation, component thermal expansion, and minute elastic deformation. This reduces computational complexity while preserving the core kinematic and tribological characteristics of the crank-connecting rod mechanism, and keeps the output simulation results within tolerance.

[0056] S103, Perform thermodynamic simulation based on the mechanical motion parameters to simulate the combustion of fuel inside the cylinder and obtain thermodynamic parameters, including cylinder pressure parameters.

[0057] Specifically, the cylinder volume change is calculated by measuring the piston position. This is then combined with multiple factors, including the geometry of the crankshaft and connecting rod mechanism, piston eccentricity, and cylinder wall deformation, to correct for volume errors and recreate the nonlinear change in cylinder volume. A combustion model is then pre-established based on the cylinder's working principle. This model simulates the fuel combustion process, inputting real-time cylinder volume and crankshaft speed to calculate the combustion rate and heat release of the fuel-air mixture. Simultaneously, the gas inertia effect is calculated based on piston acceleration to correct for pressure fluctuations. The combustion time and gas exchange frequency are adjusted by combining crankshaft speed, and the heat transfer coefficient is adjusted to optimize the accuracy of the combustion efficiency simulation. Finally, the pressure and temperature distribution within the cylinder are determined, yielding the thermodynamic parameters.

[0058] In some embodiments, thermodynamic parameters are a set of physical quantities describing the combustion state within the cylinder, including but not limited to cylinder pressure, temperature, combustion efficiency, and air-fuel ratio. Cylinder pressure parameters refer to pressure-related indices generated during combustion within the cylinder, such as instantaneous pressure, peak pressure, and mean effective pressure.

[0059] S104. Perform fluid dynamics simulation based on the thermodynamic parameters to simulate the airflow in the cylinder, intake passage, and exhaust passage, and obtain the intake parameters and exhaust parameters.

[0060] Specifically, pre-established models of the intake and exhaust channels are acquired. Gas density and sound velocity are determined based on temperature parameters. Corresponding flow resistances are set in the models, and gas flow is simulated in the models based on cylinder pressure parameters. For example, during the intake stroke, low-pressure air in the cylinder flows into the cylinder through the intake valve. Intake parameters such as intake flow rate, intake pipe pressure, intake valve speed, valve lift, and gas velocity at the throttle valve are simulated and calculated. The gas velocity at the throttle valve is also affected by the throttle valve opening. During the exhaust stroke, high-pressure gas in the cylinder pushes exhaust gas out through the exhaust valve, and exhaust parameters such as exhaust flow rate, exhaust pipe pressure, exhaust valve speed, and valve lift are output simultaneously.

[0061] In some embodiments, the exhaust parameters include: exhaust flow rate and exhaust pipe pressure; the intake parameters include: intake flow rate and intake pipe pressure, and gas velocity at the throttle valve. Flow rate can be the rate of change of velocity, airflow speed, etc.

[0062] S105, based on a preset sound generation algorithm, generates a first sound signal according to the cylinder pressure parameters and the exhaust parameters, generates a second sound signal according to the driving parameters and the intake parameters, and generates a third sound signal according to the mechanical motion parameters.

[0063] Specifically, the sound generation algorithm refers to a calculation method that converts various operating parameters of an engine into audio signals based on mathematical models and signal processing techniques. For specific generation algorithms, please refer to relevant technical documentation. Based on a preset sound generation algorithm, a first sound signal is generated based on cylinder pressure parameters and exhaust parameters to simulate the roaring sound produced during engine exhaust. A second sound signal is then generated based on driving parameters and intake parameters to simulate the high-frequency hissing sound of high-speed airflow intake. Finally, a third sound signal is generated based on mechanical motion parameters to simulate the vibration and friction sounds of internal engine components.

[0064] The first sound signal is caused by pressure fluctuations and aerodynamic noise resulting from changes in airflow velocity caused by high-pressure combustion gases passing through the exhaust valve and exhaust pipe. Therefore, the first sound signal can be reconstructed using cylinder pressure parameters and exhaust parameters. For example, the difference between the cylinder pressure parameters and atmospheric pressure is converted into a base sound pressure, and the static pressure contribution is calculated; the exhaust flow rate (such as airflow acceleration) in the exhaust parameters is converted into pressure fluctuations, and the dynamic pressure contribution is calculated; the static and dynamic pressures are then synthesized to obtain the exhaust pulse, i.e., the first sound signal. Furthermore, the valve lift in the exhaust parameters can be obtained, and the modulation effect of the valve opening can be determined based on the valve lift to optimize the first sound signal.

[0065] In some embodiments, the first acoustic signal can be calculated based on cylinder pressure parameters, measured or preset atmospheric pressure, exhaust flow rate change rate obtained based on exhaust parameters, and preset acoustic conversion coefficient.

[0066] The second sound signal is the vortex noise generated by airflow passing through the throttle valve. It is caused by intake manifold resonance and airflow pulsation noise. Therefore, throttle-related parameters and intake parameters in the driving parameters can be used to reconstruct the second sound signal. For example, intake flow rate (such as airflow velocity) and intake manifold pressure in the intake parameters are converted into airflow noise. This noise is then combined with the throttle opening and gas velocity at the throttle valve to determine the vortex noise generated by the throttle effect. Adding intake resonance effects ultimately yields the second sound signal.

[0067] In some embodiments, airflow noise can be calculated based on the airflow velocity at the throttle, throttle opening, airflow velocity in the intake manifold, a preset throttle opening influence function, and a preset acoustic conversion coefficient in the intake parameters. The throttle opening influence function can be determined based on the throttle flow characteristic curves of different engines.

[0068] In some embodiments, eddy current sound is calculated based on the Proudman formula. For specific calculation methods, please refer to relevant existing technologies, which are not limited here.

[0069] The third sound signal is the mechanical noise generated by the reciprocating motion of the piston, bearing friction, and valve train movement. The third sound signal corresponding to the mechanical noise can be reconstructed based on the piston speed, crankshaft angular velocity, valve speed, and other mechanical motion parameters.

[0070] In some embodiments, the third sound signal may be based on the piston speed change rate, crankshaft angular velocity, valve speed, mechatronic conversion coefficient, and a pre-set valve motion noise function, wherein the valve motion noise function is determined based on the valve structure of different engines and the noise they generate.

[0071] In some embodiments, the acoustic conversion coefficient can be determined based on different vehicle configuration parameters (such as the geometry of the exhaust pipe) to correct noise and more accurately simulate the propagation behavior of sound in different environments.

[0072] It should be noted that in the embodiments of this application, the various models and sound generation algorithms (such as various functions) that are set in advance are based on the multiphysics modeling and acoustic synthesis algorithms in the existing related technologies. They can be modeled and parameter calibrated according to the mechanical characteristics of different vehicle models (such as engine displacement, valve mechanism parameters, intake and exhaust layout, etc.) and target acoustic performance, combined with prior knowledge or experimental data. Moreover, the types of parameters used are not limited to the aforementioned embodiments, and can be flexibly configured and optimized according to the actual application scenario.

[0073] In some embodiments, the method further includes: when the vehicle to be simulated is a multi-cylinder engine, executing steps S102 to S104 respectively; generating sub-sound signals for each cylinder based on a preset sound generation algorithm according to the cylinder pressure parameters and exhaust parameters of each cylinder; and synthesizing the sub-sound signals for each cylinder based on the firing order and phase difference between each cylinder to obtain the first sound signal of the multi-cylinder engine.

[0074] The firing order refers to the arrangement of cylinders in a multi-cylinder engine, where they are fired in a predetermined sequence, such as the 1-3-4-2 sequence in a four-cylinder engine. Phase difference refers to the time interval between the ignition times of adjacent cylinders on the crankshaft, used to characterize the timing differences in the working process of each cylinder in a multi-cylinder engine.

[0075] Specifically, when the vehicle to be simulated is a multi-cylinder engine, steps S102 to S104 need to be executed separately to perform a complete closed-loop simulation of mechanical system simulation, thermodynamic simulation, and fluid dynamics simulation independently for each cylinder. Based on a preset sound generation algorithm, a unique exhaust noise, i.e., a sub-sound signal, is generated for each cylinder. Then, according to the actual ignition sequence of the multi-cylinder engine and the ignition phase difference between adjacent cylinders, the corresponding phase delay simulation is performed on each sub-sound signal to simulate the alternating action of exhaust pulses in each cylinder in an actual engine. Finally, the first sound signal of the multi-cylinder engine is synthesized, restoring the unique exhaust sound layering of a multi-cylinder engine. It should be noted that the combustion intensity and associated structure of each cylinder can be the same or different, and the sub-sound signal of each cylinder is determined by the parameters of that cylinder, thereby improving the adaptability of this embodiment to different vehicle scenarios.

[0076] S106, based on a preset sound wave processing algorithm, the first sound wave signal, the second sound wave signal, and the third sound wave signal are processed to obtain the target sound wave signal.

[0077] Specifically, a corresponding sound processing algorithm is selected or configured according to the specific engine operating conditions, serving as a preset rule for fusing multiple independent sound signals into a unified audio signal, i.e., a preset sound processing algorithm. The preset sound processing algorithm can independently preprocess one or more of the first, second, and third sound signals based on engine operating conditions or user-defined settings, enhancing or suppressing individual sound signals in the target sound signal to a limited extent before synthesis, and / or, based on engine operating conditions, superimposing and synthesizing the first, second, and third sound signals, and performing overall optimization processing on the superimposed target sound signal to update the target sound signal.

[0078] It should be understood that the sound wave processing algorithm is a selective and configurable synthesis algorithm that can provide adjustment space for the algorithm at different signal synthesis stages. For example, it can support the selection of a single signal enhancement before synthesis, support the adjustment of the synthesis weight of each sound wave signal during synthesis, and support the overall processing of the target sound wave signal after synthesis.

[0079] In some embodiments, the sound processing algorithm corresponds to an algorithm configuration file. This configuration file is used to set the algorithm configuration parameters for different engine operating conditions. Based on the pre-set mapping relationship between engine operating conditions and algorithm configuration parameters, in practical applications, the engine operating condition can be quickly and flexibly determined according to the vehicle's configuration parameters, operating commands, and driving parameters, and the corresponding algorithm configuration parameters can be mapped accordingly. Furthermore, the algorithm configuration parameters can also be customized by the user, which is not limited here.

[0080] In some embodiments, the sound processing algorithm includes a single signal enhancement algorithm before synthesis, i.e., a single signal enhancement mechanism, which can independently preprocess one or more of the first sound signal, the second sound signal, and the third sound signal based on the engine operating conditions, according to actual scenario requirements or user personal preferences.

[0081] For example, in scenarios with high playability requirements, such as racing car toys, users expect to both reproduce realistic driving sounds and freely customize personalized sound effects to achieve the effect of sound modification. Based on physically simulated, multi-source sound signals (such as intake, exhaust, and mechanical noise) can be independently tuned and dynamically synthesized for each acoustic component. Users or developers can adjust the gain, filtering, or timing of a specific sound signal, such as enhancing the intake roar or emphasizing the mechanical friction, without affecting the realism of other sound signals. This multi-source tuning mechanism achieves a balance between playability and realism while ensuring real-time linkage and high fidelity to operating conditions such as throttle opening, engine speed, and gear changes. It avoids distortion caused by overall modification and supports custom sound styles, enhancing the interactive experience and immersion.

[0082] For example, S106 further includes: determining the current load based on the driving parameters; and when the current load is greater than a first preset load, increasing the sound intensity of the first sound wave signal and / or the second sound wave signal.

[0083] Specifically, the engine's current load is calculated or obtained by comprehensively considering driving parameters such as engine speed, throttle opening, and load status. When the load exceeds a first preset load, the first sound signal and / or the second sound signal are amplified to simulate the explosive feeling of engine power output under high load. For example, the signal strength is adjusted in real time through a preset gain curve (e.g., the gain increases by 3dB for every 10% increase in load).

[0084] For example, S106 further includes: when the current load is less than the second preset load, increasing the sound intensity of the first sound wave signal and / or the third sound wave signal; wherein the first preset load is greater than or equal to the second preset load.

[0085] Specifically, when the current load is less than a second preset load, the first sound signal and / or the third sound signal are amplified to simulate the acoustic characteristics of the engine under low-speed driving or idling conditions. For example, the signal strength is adjusted in real time based on a preset gain curve (e.g., gain increases by 2dB for every 5% decrease in load).

[0086] Among them, the first preset load and the second preset load are pre-set load thresholds used to determine whether it is necessary to trigger partial enhancement of the sound signal. The first preset load can be set based on the acoustic feedback requirements of scenarios such as high-speed cruising and aggressive driving, and the second preset load can be set based on the acoustic feedback requirements of scenarios such as idling and low-speed cruising. The specific values ​​can be flexibly set and adjusted.

[0087] It should be understood that the scenario-based enhancement mechanism improves the immersive driving experience. Under heavy loads (such as heavy throttle), the exhaust explosion sound and mechanical friction sound are enhanced in synergy, increasing the impact of exhaust noise or intake noise and simulating the explosive feeling of a real race car accelerating at full speed. Under light loads (such as light throttle), the regular mechanical roar generated by the piston reciprocating motion is enhanced. By increasing the mechanical noise, the metallic friction texture when the speed drops is highlighted, and the sonic sound is made more delicate.

[0088] Furthermore, this embodiment provides a data foundation for highly accurate sound reproduction through physical simulation. By utilizing the independent generation of various noises, it can more flexibly adapt to the targeted optimization needs of sound in different driving scenarios. During the optimization process, only a limited and precise adjustment of a single sound signal is made, thereby overcoming the distortion of sound performance caused by the unified recording and processing of a single sound effect in traditional solutions. It also avoids interference caused by the simultaneous amplification of other sound signals, maintains clear acoustic layers, and makes the auditory experience of sound both realistic and customizable.

[0089] In some embodiments, the sound wave processing algorithm includes an overall processing algorithm for processing the target sound wave signal obtained by initially synthesizing the first sound wave signal, the second sound wave signal, and the third sound wave signal, i.e., a multi-signal enhancement mechanism, including a physical constraint adjustment algorithm and a frequency band enhancement algorithm, to update the target sound wave signal and further optimize the target sound wave signal.

[0090] For example, the thermodynamic parameters include cylinder temperature parameters; S106 includes: calculating the sound wave attenuation of the target sound wave signal during propagation based on the exhaust pipe length and the cylinder temperature parameters, and updating the target sound wave signal according to the sound wave attenuation.

[0091] Specifically, exhaust pipe length refers to the physical distance from the cylinder outlet to the muffler or tailpipe end in the engine exhaust system. It directly affects the sound wave propagation time and path attenuation. The exhaust pipe length can be determined based on the configuration parameters of the vehicle being simulated. Cylinder temperature parameter is a thermodynamic parameter that refers to the temperature inside the engine cylinder combustion chamber. It can be used to calculate the influence of the temperature, viscosity, and thermal conductivity characteristics of the sound wave propagation medium (such as exhaust gas) on sound attenuation.

[0092] For example, the density and velocity of sound of the medium are adjusted based on cylinder temperature parameters, and the absorption attenuation of sound waves in the propagation path is calculated in conjunction with the length of the exhaust pipe. A preset attenuation model is used to quantify the energy loss of each frequency band, and the target sound signal is attenuated and corrected based on the energy loss to match the acoustic characteristics of the actual exhaust system. For example, the sound wave propagation delay is calculated based on the length of the exhaust pipe and the temperature of the exhaust gas, simulating propagation through the exhaust pipe. Spatial attenuation is calculated based on the inverse square distance attenuation and pipe friction loss to simulate the attenuation of sound waves in space.

[0093] For example, the preset attenuation models include sound pressure attenuation models and pipe resonance models.

[0094] For example, S106 includes: processing the target sound wave signal based on a preset muffler transfer function to update the target sound wave signal.

[0095] Specifically, the muffler transfer function is a mathematical model of the frequency response characteristics of the muffler to the input sound signal. Different car models have different gain attenuation for sound waves of different frequencies, which can be obtained through experimental measurement or simulation modeling. By calling the muffler transfer function corresponding to the muffler in the car model's configuration parameters, physical corrections are made to the target sound signals in different frequency bands.

[0096] For example, the method further includes: acquiring the sound characteristics of the vehicle to be simulated, the sound characteristics including an identifier frequency band, and enhancing the sound signal corresponding to the identifier frequency band in the target sound signal.

[0097] Among them, sound characteristics refer to the typical acoustic properties of the sound of a specific car model. The identified frequency band has brand recognition or significant differentiation, such as the high-frequency roar unique to a certain car model. The measured sound data of the car model to be simulated can be collected in advance, and its unique identified frequency band can be identified using spectrum analysis tools.

[0098] Specifically, based on a preset frequency domain enhancement algorithm (such as bandpass filtering or dynamic gain adjustment), selective gain processing of a preset degree (such as within ±10% of the physical simulation value) is applied to the frequency components corresponding to the identified frequency band in the target sound wave signal to enhance the acoustic characteristics of the vehicle-specific frequency band, improve the matching degree between the simulated sound wave and the real vehicle, and ensure that the enhanced sound wave does not deviate from the physical simulation data.

[0099] For example, the current rotational speed is determined based on the mechanical motion parameters; when the current rotational speed is greater than a first preset rotational speed, the high-frequency components of the target sound wave signal are enhanced; when the current rotational speed is less than a second preset rotational speed, the low-frequency components of the target sound wave signal are enhanced; wherein, the first preset rotational speed is greater than or equal to the second preset rotational speed.

[0100] Specifically, the crankshaft speed in the mechanical motion parameters is taken as the current speed. When the current speed exceeds a first preset speed, a preset level of selective gain processing is applied to the high-frequency band of the target sound signal. When the current speed is lower than a second preset speed, a preset level of selective gain processing is applied to the low-frequency band of the target sound signal. The first and second preset speeds are pre-set speed thresholds, used to trigger high-frequency sound enhancement and low-frequency sound enhancement, respectively, corresponding to high-load and low-load engine operating conditions.

[0101] For example, the current rotational speed change rate is determined based on the mechanical motion parameters; when the current rotational speed change rate is greater than a preset change rate, the sound signal corresponding to the identified frequency band in the target sound wave signal is enhanced to adjust the timbre characteristics when the rotational speed changes.

[0102] For example, the sound processing algorithm may also include: a high-frequency component filtering algorithm for removing unnatural high-frequency components from the sound signal through low-pass filtering; a DC component filtering algorithm for removing DC components through high-pass filtering; an engine characteristic tone addition algorithm for adding engine characteristic harmonics, adjusting the spectral envelope, and adding subtle random variations based on preset variation rules; and a volume and frequency adjustment algorithm for controlling the dynamic range through the compressor, adjusting the level based on a preset level range to ensure appropriate output volume, and adjusting the phase based on a preset phase range to maintain the sense of sound localization.

[0103] For example, the sound processing algorithm may also include: a signal normalization algorithm for adjusting the peak level based on a preset peak level range to optimize the dynamic range and ensure that the sound is not distorted.

[0104] Please see Figure 2 , Figure 2 This is a schematic diagram of a configurable sound wave processing algorithm provided in an embodiment of this application. For example... Figure 2 As shown, the sound processing algorithm in this application embodiment has a variety of algorithms that can be flexibly selected. It improves the listening experience with a clear target through differentiated sound processing algorithms, and is strictly limited by physical data, providing users with differentiated sound listening experience optimization in different driving scenarios (such as rapid acceleration and low-speed cruising).

[0105] The single-signal enhancement algorithm before synthesis is optional, and the enhancement strategy can be automatically selected according to the load. For example, under high load, exhaust and intake noise can be enhanced to simulate the explosive feeling of a real race car accelerating at full speed; under low load, mechanical noise can be enhanced to improve the smoothness. For instance, when the load reaches 70%, it can be determined as a high load, and exhaust noise can be increased by 3 dB and intake noise by 2 dB to enhance both types of noise; when the load is less than 20%, it can be determined as a low load, and mechanical noise can be increased by 4 dB to enhance this type of noise. The specific degree of enhancement can be flexibly set and adjusted according to the user's listening experience.

[0106] The algorithm for adjusting the synthesis weights of the sound signals during synthesis is optional. By default, the three types of sound signals have no weight difference during synthesis, meaning that the synthesis weights of each type of noise are the same, at a ratio of 1:1:1. For specific car models or user preferences, the weights can be personalized or customized. For example, for a sports car equipped with a Ferrari F136 V8 engine, its exhaust noise is iconic and widely loved. To highlight the unique acoustic characteristics of this model, the proportion of exhaust noise in the synthesized signal can be increased; the adjusted weights can be set to "exhaust noise: intake noise: mechanical noise = 4:3:3". Specific weight values ​​can also be customized by users or engineers based on their listening experience.

[0107] The synthesized target acoustic signal supports an overall processing algorithm to process the initially synthesized target acoustic signal and optimize and update it. The overall processing algorithm includes a physical constraint algorithm, frequency band enhancement, and other algorithms. The physical constraint algorithm is mandatory, while frequency band enhancement and other algorithms are optional.

[0108] The physical constraint algorithm includes calculating sound wave attenuation based on exhaust pipe length and cylinder temperature, and filtering sound waves according to muffler characteristics to ensure that the sound propagation process conforms to physical laws and improve acoustic fidelity. These optimization strategies are enabled by default in all modes.

[0109] For example, sound wave attenuation can be calculated based on a classical physical model of sound wave attenuation as it propagates in a medium, to reconstruct how the amplitude of a sound wave attenuates with frequency, temperature and propagation distance after it has traveled a certain distance (such as the length of an exhaust pipe) in a medium (such as gas at cylinder temperature).

[0110] The classical physical model can be:

[0111] ;

[0112] in, For the frequency of the sound waves, The actual amplitude of the sound wave after propagating a distance L. The initial amplitude of the sound wave. The attenuation coefficient, measured in dB / m, represents the energy loss per unit distance and is related to the frequency of the sound wave and temperature (such as cylinder temperature). This refers to the distance the sound waves travel (such as the length of an exhaust pipe).

[0113] For example, when the vehicle is a 2.0L inline four-cylinder production car, the exhaust pipe length is 1.2 m, and the cylinder temperature is taken as a typical value at the exhaust manifold, which is 700 K, the sound wave attenuation coefficient is approximately 0.6 dB / m when the sound wave frequency is 200 Hz; and approximately 1.8 dB / m when the sound wave frequency is 800 Hz. The specific values ​​can be determined based on prior data.

[0114] The attenuation changes approximately linearly with variations in exhaust pipe length and cylinder temperature. For example, when the exhaust pipe length increases from 1.2 m to 1.8 m, the attenuation increases from 0.72 dB to 1.08 dB at a sound frequency of 200 Hz; and from 2.16 dB to 3.24 dB at a sound frequency of 800 Hz. Furthermore, when the cylinder temperature increases from 500 K to 800 K, the high temperature causes viscosity, reducing the relative proportion of heat conduction losses and increasing the sound velocity. The attenuation decreases by approximately 10% to 20% within the same frequency band and length, resulting in a more transparent and clearer sound.

[0115] Frequency band enhancement refers to enhancing specific frequency bands (such as the identification band, low frequency, and high frequency) of the target sound wave signal, or filtering or modifying the target sound wave signal, but to prevent over-modification.

[0116] For example, when the vehicle is a mid-to-large-sized sedan, the core need of the target user group is comfort. A combination of a dual-chamber muffler and a Helmholtz resonator is used to suppress the 120 Hz to 180 Hz frequency band (such as the rumble of cruising) in the engine sound of this type of vehicle. In this case, a band-stop filter (Parametric Notch) is set with the following parameters: center frequency f0 = 150 Hz; quality factor Q = 3.0, covering the 120 Hz to 180 Hz frequency band with a bandwidth of 50 to 60 Hz; and attenuation gain Gain = -12 dB, to simulate the targeted attenuation of this frequency band by the muffler. If it is necessary to simultaneously suppress high-frequency harsh harmonics (such as 1.2 to 2.0 kHz), a second band-stop filter can be superimposed with the following parameters: center frequency f0 = 1500 Hz, quality factor Q = 2.0, and attenuation gain Gain = -6 dB.

[0117] For example, when the vehicle is a sports car equipped with a V8 engine, its designated frequency band is 120 Hz to 180 Hz. In this case, the corresponding peak equalization filter (Parametric Peaking EQ) is set with the following parameters: center frequency f0 = 150 Hz, quality factor Q = 2.5, and attenuation gain Gain = +4 dB, in order to enhance the specific frequency band.

[0118] For example, if the vehicle is a turbocharged inline-four hatchback, and the current engine speed is higher than a first preset speed (e.g., 4000 rpm), enhancing the high-frequency components of the target sound signal (e.g., the 1500 Hz to 3500 Hz frequency band) can be achieved by setting the parameters of the High-Shelf EQ. When the current engine speed is lower than a second preset speed (e.g., 1500 rpm), enhancing the low-frequency components of the target sound signal (e.g., the 80 Hz to 180 Hz frequency band) can be achieved by setting the parameters of the Low-Shelf EQ. Furthermore, for the transition range of 1500 to 4000 rpm, linear interpolation can be performed on the gains of the High-Shelf and Low-Shelf filters to avoid abrupt changes.

[0119] In some embodiments, it can be configured to support only a preset number (e.g., 2) of sound wave processing algorithms to ensure that sound characteristics are still based on physical simulation.

[0120] For example, gain processing for a specific frequency band can be achieved through filters, and specific filters can be flexibly selected according to actual needs and application scenarios.

[0121] In some embodiments, the first sound wave signal, the second sound wave signal, and the third sound wave signal are synthesized and a physical constraint algorithm is executed to obtain a standard sound wave signal. Based on a preset sound wave processing algorithm, at least one of the first sound wave signal, the second sound wave signal, and the third sound wave signal is processed and synthesized to obtain a target sound wave signal. The target sound wave signal and the standard sound wave signal are compared. When the difference between the two is greater than a preset difference threshold, the preset sound wave processing algorithm is adjusted to a single signal enhancement algorithm and a physical constraint algorithm. This avoids over-adjustment of the sound wave signal, which could lead to a deviation from the realistic sound wave signal generated by the physical simulation data.

[0122] In some embodiments, the method further includes: obtaining a vehicle model to be simulated input by a user, and updating the simulation configuration parameters of the mechanical motion simulation, the thermodynamic simulation, and the fluid dynamics simulation based on the configuration parameters of the vehicle model to be simulated; and matching a corresponding sound wave generation algorithm as a preset sound wave generation algorithm based on the updated configuration parameters of the vehicle model to be simulated.

[0123] Specifically, users can input or select a specific vehicle type to obtain pre-set configuration parameters for that vehicle type, such as the physical and engineering parameters of the vehicle model itself required for the sound simulation. Based on these configuration parameters, users can update parameters that change dynamically with the vehicle model or configuration parameters during the simulation, including but not limited to simulation configuration parameters, sound mapping algorithms, and the conversion relationship between control commands and driving parameters.

[0124] In some embodiments, the method further includes: acquiring driving environment data, updating the simulation configuration parameters of the mechanical motion simulation, the thermodynamic simulation, and the fluid dynamics simulation based on the driving environment data; and matching a corresponding sound wave generation algorithm as a preset sound wave generation algorithm based on the updated configuration parameters of the vehicle to be simulated.

[0125] Specifically, driving environment data (such as continuous driving duration, air density, and ambient temperature) is collected in real time through sensors or external data sources. This data is then used to update parameters that dynamically change with the driving environment during the simulation, including but not limited to simulation configuration parameters and sound mapping algorithms. For example, in thermodynamic simulations, parameters such as cooling system heat dissipation efficiency and fuel evaporation rate are affected by ambient temperature and humidity; in fluid dynamics simulations, airflow resistance in the intake and exhaust channels is affected by wind speed and air pressure data. Furthermore, during continuous driving, the engine runs continuously, its temperature rises, and thermal expansion and contraction cause changes in volume, requiring adjustments to the corresponding simulation configuration parameters. It should be understood that updating simulation configuration parameters and sound mapping algorithms by combining the configuration parameters of the vehicle being simulated with environmental data allows for better adaptation to actual driving environments.

[0126] In some embodiments, a vehicle model database is pre-set, along with an associated simulation configuration parameter library and a sound generation algorithm library. The simulation configuration parameter library stores configuration parameters for various vehicle models, such as engine displacement, number of cylinders, intake and exhaust system design, muffler structure, etc., as well as sound generation algorithms applicable to various vehicle models. For example, for a certain type of sports car equipped with a muffler, the sound generation algorithm will be configured with the physical constraint algorithm corresponding to the muffler. For a certain type of vehicle model that produces a highly recognizable and attractive sound due to its unique engine design and exhaust system, the frequency band enhancement algorithm corresponding to the identified frequency band will be preferentially applied. Furthermore, a driving environment database is pre-set, storing adjustment values ​​of simulation configuration parameters based on various driving environment data. The simulation configuration parameters corresponding to the vehicle model are obtained and adjusted according to the driving environment data. It should be noted that the specific relationships and parameter values ​​between the databases can be determined through experimental measurement or simulation modeling or customized settings.

[0127] Therefore, based on the configuration parameters of the vehicle model to be simulated input by the user, the corresponding simulation configuration parameters and sound generation algorithm can be quickly matched from the simulation configuration parameter library and the sound generation algorithm library. Furthermore, the simulation configuration parameters and sound generation algorithm can be adaptively adjusted based on driving environment data.

[0128] For example, the updating of simulation configuration parameters includes, but is not limited to: simulation configuration parameters for mechanical motion simulation, such as the mechanical parameters and kinematic friction parameters of the crank-connecting rod mechanism used in the vehicle model, and updating the dynamic kinematic model of the crank-connecting rod mechanism accordingly; simulation configuration parameters for thermodynamic simulation, such as the combustion chamber volume used in the vehicle model, and updating the combustion model accordingly; and simulation configuration parameters for fluid dynamics simulation, such as the channel geometry and airflow drag coefficient of the intake and exhaust systems used in the vehicle model, and updating the models of the intake and exhaust channels accordingly.

[0129] For example, the update of the sound wave generation algorithm includes, but is not limited to: adjusting the preset acoustic conversion coefficient in the sound wave generation algorithm of the first sound wave signal; adjusting the exhaust pipe length value in the sound wave attenuation of physical constraints; and selecting configuration items such as physical constraint adjustment, scene enhancement, and frequency band enhancement.

[0130] It should be understood that the simulation configuration parameters construct a dynamic simulation environment that conforms to the characteristics of the target vehicle model, and the sound generation algorithm provides preset rules for generation and fusion that conform to the characteristics of the target vehicle model, thereby highly reproducing the sound of the target vehicle model.

[0131] In some embodiments, this application provides another sound wave simulation method, which may include steps S101 to S105.

[0132] In some embodiments, the dynamic kinematic model, combustion model, intake passage, and exhaust passage model of the crank-connecting rod mechanism can be a complete engine model or separate models.

[0133] In some embodiments, this application provides another sound wave simulation method, which may include: S201, updating driving parameters in response to a user-inputted control command; S202, inputting the driving parameters into a preset engine model for simulation, and outputting mechanical motion parameters, thermodynamic parameters, intake parameters, and exhaust parameters, wherein the thermodynamic parameters include cylinder pressure parameters; S203, generating a first sound wave signal based on the cylinder pressure parameters and the exhaust parameters, generating a second sound wave signal based on the driving parameters and the intake parameters, and generating a third sound wave signal based on the mechanical motion parameters, based on a preset sound wave generation algorithm; S204, processing at least one of the first sound wave signal, the second sound wave signal, and the third sound wave signal based on a preset sound wave processing algorithm to obtain a target sound wave signal.

[0134] This application's embodiments construct a dynamic closed-loop simulation system for mechanical system simulation, thermodynamic simulation, and fluid dynamics simulation. Please refer to... Figure 3 , Figure 3 This is a schematic flowchart illustrating the generation of sound waves based on a closed-loop simulation system, provided in an embodiment of this application.

[0135] like Figure 3 As shown, firstly, based on the user-input control commands (commands during driving, such as upshifting, downshifting, throttle, and clutch), the driving parameters are updated according to the initial driving parameters. The driving parameters trigger a mechanical system simulation to recreate the motion process and friction characteristics of the crankshaft and connecting rod mechanism, outputting mechanical motion parameters. Among these, piston position is used to calculate cylinder volume, piston speed is used to calculate gas flow, and crankshaft angle is used to determine ignition timing. Based on the mechanical motion parameters, a thermodynamic simulation is performed to simulate the thermodynamic process of fuel combustion in the cylinder, outputting thermodynamic parameters. Among these, cylinder pressure is used to calculate fluid driving force, i.e., intake and exhaust flow rates, valve speeds, etc., temperature is used to calculate gas properties, and combustion state (such as combustion efficiency) determines exhaust characteristics. Based on the thermodynamic parameters, a fluid dynamics simulation is performed to simulate air flow in the intake and exhaust channels, outputting intake and exhaust parameters. Based on the intake and exhaust parameters, gas pressure and flow resistance can be calculated. Among these, gas pressure is used to calculate piston force, and flow resistance is used to calculate valve movement resistance. Finally, the piston position and speed, and valve speed are updated to obtain the driving parameters for this simulation cycle, which are also the initial driving parameters for the next simulation cycle.

[0136] As can be seen, the entire simulation system (mechanical system simulation, thermodynamic simulation, and fluid dynamics simulation) of this application embodiment has closed-loop and dynamic evolution characteristics. Through a progressive and mutually coupled simulation mechanism, the simulation parameters are continuously updated as the sound waves change in real time with parameters such as throttle opening and gear switching, depending on user operation and the passage of time. This achieves the decoupling and independent generation of complex sound sources from real internal combustion engines.

[0137] Furthermore, based on the sound wave generation algorithm, the output simulation parameters are converted into first sound wave signals, second sound wave signals, and third sound wave signals, and then the target sound wave signal is obtained based on the sound wave processing algorithm. At the same time, the simulation configuration parameters and sound wave processing algorithm are dynamically optimized from different dimensions such as different vehicle models and driving environment data (such as temperature), so that the sound wave responds to operation and environmental changes in real time and presents differentiated acoustic characteristics in different scenarios.

[0138] Ultimately, every throttle input and every load change by the user can be instantly reflected through rich, dynamic, and physically intuitive sound levels, ensuring that the sound is always synchronized with the vehicle's status, enhancing the immersive driving experience and the entertainment value of the toy race car.

[0139] Please see Figure 4 , Figure 4 This is a schematic block diagram illustrating the structure of a computer device according to an embodiment of this application. The computer device may be a terminal device or a server.

[0140] For example, the above method can be implemented as a computer program, which can be used in, for example... Figure 4 It runs on the computer device shown.

[0141] like Figure 4 As shown, the computer device includes a processor, memory, and network interface connected via a system bus, wherein the memory may include non-volatile storage media and internal memory.

[0142] Non-volatile storage media can store operating systems and computer programs. These computer programs include program instructions that, when executed, cause the processor to perform any sound simulation method.

[0143] The processor provides computing and control capabilities, supporting the operation of the entire computer device.

[0144] Internal memory provides an environment for the execution of computer programs stored in non-volatile storage media. When these computer programs are executed by a processor, the processor can perform any sound simulation method.

[0145] This network interface is used for network communication, such as sending assigned tasks.

[0146] It should be understood that the processor can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among these, a general-purpose processor can be a microprocessor or any conventional processor.

[0147] In one embodiment, the processor is configured to run a computer program stored in memory to perform the following steps:

[0148] S101 updates driving parameters in response to user-inputted control commands;

[0149] S102, Based on the driving parameters, perform mechanical system simulation to simulate the motion of the crank-connecting rod mechanism and obtain mechanical motion parameters;

[0150] S103, Perform thermodynamic simulation based on the mechanical motion parameters to simulate the combustion of fuel inside the cylinder and obtain thermodynamic parameters, including cylinder pressure parameters.

[0151] S104, Perform fluid dynamics simulation based on the thermodynamic parameters to simulate the airflow in the cylinder, intake passage and exhaust passage, and obtain intake parameters and exhaust parameters;

[0152] S105, based on a preset sound generation algorithm, generates a first sound signal according to the cylinder pressure parameters and the exhaust parameters, generates a second sound signal according to the driving parameters and the intake parameters, and generates a third sound signal according to the mechanical motion parameters;

[0153] S106, based on a preset sound wave processing algorithm, at least one of the first sound wave signal, the second sound wave signal, and the third sound wave signal is processed to obtain the target sound wave signal.

[0154] For example, the processor is used to run a computer program stored in the memory, and is also used to implement the steps and specific implementation steps of the sound wave simulation method provided in any embodiment of this application, which will not be repeated here.

[0155] The embodiments of this application also provide a computer-readable storage medium storing a computer program, the computer program including program instructions, and the processor executing the program instructions to implement the steps of the sound wave simulation method provided in any of the embodiments of this application, as well as the specific implementation steps of the method.

[0156] The computer-readable storage medium may be an internal storage unit of the computer device described in the foregoing embodiments, such as the hard disk or memory of the computer device. The computer-readable storage medium may also be an external storage device of the computer device, such as a plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the computer device.

[0157] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A sound wave simulation method characterized by, The method comprises: S101, updating a driving parameter in response to a user inputted manipulation instruction; S102, performing mechanical system simulation based on the driving parameter to simulate the motion of a crank and connecting rod mechanism to obtain mechanical motion parameters; S103, performing thermodynamic simulation according to the mechanical motion parameters to simulate the combustion of fuel inside a cylinder to obtain thermodynamic parameters, the thermodynamic parameters comprising a cylinder pressure parameter; S104, performing fluid dynamics simulation according to the thermodynamic parameters to simulate the air flow in the cylinder, an intake passage and an exhaust passage to obtain intake parameters and exhaust parameters; S105, generating a first sound wave signal according to the cylinder pressure parameter and the exhaust parameter based on a preset sound wave generation algorithm, generating a second sound wave signal according to the driving parameter and the intake parameter, and generating a third sound wave signal according to the mechanical motion parameter; S106, processing the first sound wave signal, the second sound wave signal and the third sound wave signal based on a preset sound wave processing algorithm to obtain a target sound wave signal; The sound wave processing algorithm comprises a single signal enhancement algorithm for independently preprocessing one or more of the first sound wave signal, the second sound wave signal and the third sound wave signal, and a whole processing algorithm for processing the target sound wave signal obtained by synthesizing the first sound wave signal, the second sound wave signal and the third sound wave signal to update the target sound wave signal.

2. The method of claim 1, wherein, The mechanical system simulation comprises mechanical motion simulation and motion friction simulation of the crank and connecting rod mechanism, and the mechanical motion parameters comprise piston motion parameters and crankshaft motion parameters.

3. The method of claim 1, wherein, The exhaust parameters comprise exhaust flow and exhaust pipe pressure, and the intake parameters comprise intake flow, intake pipe pressure and throttle valve gas flow rate.

4. The method of claim 1, wherein, The S106 further comprises: determining a current load according to the driving parameter; when the current load is greater than a first preset load, enhancing the sound intensity of the first sound wave signal and / or the second sound wave signal; when the current load is less than a second preset load, enhancing the sound intensity of the first sound wave signal and / or the third sound wave signal; wherein the first preset load is greater than or equal to the second preset load.

5. The method of claim 1, wherein, The thermodynamic parameters comprise a cylinder temperature parameter, and the S106 comprises: calculating the sound wave attenuation of the target sound wave signal in the propagation process based on the exhaust pipe length and the cylinder temperature parameter, and updating the target sound wave signal according to the sound wave attenuation; and / or processing the target sound wave signal based on a preset muffler transfer function to update the target sound wave signal.

6. The method of claim 1, wherein, The S106 further comprises: obtaining sound wave characteristics of a vehicle model to be simulated, the sound wave characteristics comprising an identified frequency band, and enhancing the sound signal corresponding to the identified frequency band in the target sound wave signal; and / or determining a current rotational speed according to the mechanical motion parameters; when the current rotational speed is greater than a first preset rotational speed, enhancing the high frequency component of the target sound wave signal; When the current rotating speed is less than a second preset rotating speed, low frequency components of the target sound wave signal are enhanced; wherein the first preset rotating speed is greater than or equal to the second preset rotating speed.

7. The method of claim 1, wherein, The method further comprises: When the to-be-simulated vehicle model is a multi-cylinder engine, steps S102 to S104 are executed respectively; Based on a preset sound wave generation algorithm, a sub-sound wave signal of each cylinder is generated according to the cylinder pressure parameter and the exhaust parameter of each cylinder respectively; Based on the ignition sequence and the phase difference between each cylinder, the sub-sound wave signals of each cylinder are synthesized to obtain a first sound wave signal of the multi-cylinder engine.

8. The method of claim 1, wherein, The method further comprises: Obtaining a to-be-simulated vehicle model input by a user, and updating the simulation configuration parameters of the mechanical motion simulation, the thermodynamic simulation and the fluid dynamics simulation based on the configuration parameters of the to-be-simulated vehicle model; and / or, Obtaining driving environment data, and updating the simulation configuration parameters of the mechanical motion simulation, the thermodynamic simulation and the fluid dynamics simulation based on the driving environment data; Based on the updated configuration parameters of the to-be-simulated vehicle model, a corresponding sound wave generation algorithm is matched as the preset sound wave generation algorithm.

9. A computer device, comprising: The device comprises: a memory for storing a computer program; a processor for executing the computer program and implementing the sound wave simulation method according to any one of claims 1 to 8 when the computer program is executed.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, and the computer program makes the processor implement the sound wave simulation method according to any one of claims 1 to 8 when the computer program is executed by the processor.

Images