A vehicle underbody wind noise control method and device, and electronic equipment

Abstract

The embodiment of the application provides a vehicle underbody wind noise control method and device and electronic equipment, relates to the vehicle technical field, and the method comprises the following steps: firstly, the simulation flow field pressure data of the surface of the vehicle underbody is analyzed and processed according to a preset analysis strategy, and the frequency domain information of each sound transmission component is acquired; further, for each sound transmission component, the candidate sound transmission area is determined in the sound transmission component based on the frequency domain information; subsequently, the sound pressure level reduction of the candidate sound transmission area is acquired, and the candidate sound transmission area that meets the preset reduction threshold is determined as the target sound transmission area; finally, a sound insulation processing scheme for the target sound transmission area is generated to reduce the vehicle wind noise. The embodiment of the application can be used for vehicle underbody structure design and optimization, can accurately identify the main wind noise contribution area of the underbody, and can be targeted for sound insulation optimization to effectively reduce the wind noise in the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, particularly to the field of automotive wind noise control technology, and especially to a method, device, and electronic device for controlling wind noise under a vehicle body. Background Technology

[0002] Vehicles traveling at high speeds generate strong airflow pressure pulsations due to the interaction between airflow and the vehicle's surface or components. These pulsations produce wind noise, severely impacting the comfort of passengers. Currently, the industry has relatively mature methods for controlling high-frequency wind noise in the upper body of the vehicle. However, effective control measures for low-frequency wind noise in the lower body (chassis area) are still relatively lacking due to the more complex sound sources and propagation paths.

[0003] In the existing technology, there are already some methods to solve the wind noise problem. For example, one method is to obtain chassis flow field data through whole-vehicle computational fluid dynamics simulation, extract low-frequency modal features, and then identify potential sound sources or propagation paths, and optimize accordingly.

[0004] However, existing technologies are not accurate enough in identifying the transmission path of low-frequency wind noise under the vehicle body, and subsequent optimization measures are not targeted enough due to unclear objectives, which affects the actual effect of wind noise control under the vehicle body. Summary of the Invention

[0005] The purpose of this application is to provide a method, device, and electronic equipment for controlling wind noise under the vehicle body, which aims to effectively reduce wind noise inside the vehicle by accurately identifying the main wind noise contributing areas under the vehicle body and optimizing sound insulation accordingly.

[0006] In a first aspect, this application provides a method for controlling wind noise under a vehicle body. The method includes: analyzing and processing simulated flow field pressure data on the surface of the vehicle body according to a preset analysis strategy to obtain frequency domain information of each sound transmission component. The preset analysis strategy is used to convert the simulated flow field pressure data from the time domain to the frequency domain and separate sound energy and aerodynamic energy from the frequency domain. The frequency domain information includes at least sound energy frequency domain information and aerodynamic energy frequency domain information. For each sound transmission component, based on the frequency domain information, candidate sound transmission regions are determined in the sound transmission component. The candidate sound transmission regions are sound transmission regions where the sound energy amplitude and / or aerodynamic energy amplitude in the frequency domain information is greater than an amplitude threshold. The sound pressure level reduction of the candidate sound transmission regions is obtained. The candidate sound transmission regions whose sound pressure level reduction meets a preset reduction threshold are determined as target sound transmission regions. The sound pressure level reduction is determined by conducting wind tunnel tests on the vehicle. A sound insulation treatment scheme is generated for the target sound transmission region to reduce vehicle wind noise.

[0007] The vehicle underbody wind noise control method provided in this application first extracts the acoustic energy frequency domain information and aerodynamic energy frequency domain information of each sound transmission component from the flow field pressure data on the underbody surface, and determines whether the acoustic energy amplitude and aerodynamic energy amplitude exceed the threshold. This distinguishes whether the main source of in-vehicle wind noise is direct sound wave propagation or structural vibration caused by airflow, thereby identifying the sound transmission area dominated by acoustic energy or aerodynamic energy on the underbody surface. Then, wind tunnel tests are used to verify the contribution of this sound transmission area to in-vehicle wind noise, thus pinpointing specific target areas and generating targeted sound insulation solutions based on the source of wind noise. This effectively avoids blind noise reduction, improves the accuracy and efficiency of wind noise control, and enhances in-vehicle acoustic comfort while reducing R&D costs.

[0008] In conjunction with the first aspect mentioned above, in one possible implementation, the preset analysis strategy includes: performing time-frequency analysis on the simulated flow field pressure data of the vehicle's underbody surface to obtain frequency domain pressure data of the vehicle's underbody surface; and determining the frequency domain information of each sound transmission component based on the frequency domain pressure data and the spatial location range of each sound transmission component in the vehicle simulation model.

[0009] Based on the aforementioned technical means, this application performs time-frequency analysis on the simulated flow field pressure data of the lower vehicle body surface, converts the time-domain pressure data into frequency-domain pressure data, and then extracts the corresponding frequency-domain information based on the spatial position range of each sound transmission component in the whole vehicle simulation model. This enables precise location of the pressure fluctuation characteristics on each component, providing an accurate data basis for subsequent noise source identification, avoiding blind analysis of the entire vehicle surface, thereby improving data processing efficiency and targeting.

[0010] In conjunction with the first aspect mentioned above, in one possible implementation, based on frequency domain pressure data, the frequency domain information of each sound transmission component is determined according to the spatial location range of each sound transmission component in the vehicle simulation model. This includes: for any sound transmission component, extracting frequency domain pressure distribution data of the area covered by the spatial location range from the frequency domain pressure data, based on the spatial location range of the sound transmission component in the vehicle simulation model; converting the frequency domain pressure distribution data to the wavenumber domain to separate the acoustic energy and aerodynamic energy of the sound transmission component; and converting the acoustic energy and aerodynamic energy to the frequency domain to obtain the acoustic energy frequency domain information and aerodynamic energy frequency domain information of the sound transmission component.

[0011] Based on the above technical means, this application achieves effective separation of acoustic energy and aerodynamic energy in the wavenumber domain by converting the frequency domain pressure distribution data within the spatial range of the sound transmission component to the wavenumber domain, and then converting it back to the frequency domain to obtain their respective frequency domain information. This allows for a clear distinction between the pressure fluctuation components caused by sound wave propagation and turbulent pulsation, thereby more accurately identifying the type of wind noise source and providing a scientific basis for subsequent targeted noise reduction.

[0012] In conjunction with the first aspect mentioned above, in one possible implementation, the frequency domain pressure distribution data is converted to the wavenumber domain to separate the acoustic energy and aerodynamic energy of the sound transmission component. This includes: performing a spatial Fourier transform on the frequency domain pressure distribution data to obtain the pressure distribution of the sound transmission component in the wavenumber domain; and then, based on the frequency corresponding to the frequency domain pressure distribution data... Simulated propagation speed of sound waves on the surface of the lower vehicle body And the simulated flow velocity of airflow on the lower vehicle body surface The acoustic energy component and the aerodynamic energy component are separated in the following manner: [The following is a list of components that satisfy the following conditions] The pressure distribution corresponding to the wavenumber range is determined as the acoustic energy component of the sound transmission component; satisfying The pressure distribution corresponding to the wavenumber range is determined as the aerodynamic energy component of the sound transmission component; among which, and These are the wave values ​​for two orthogonal directions in the wavenumber domain.

[0013] Based on the above-mentioned technical means, this application utilizes the two physical characteristics of sound wave propagation speed and airflow flow speed to define the wavenumber intervals of sound energy and aerodynamic energy in the wavenumber domain, thereby achieving accurate separation of the two energy components and avoiding misjudgment caused by energy aliasing in traditional methods, thus improving the accuracy and reliability of wind noise source identification.

[0014] In conjunction with the first aspect above, in one possible implementation, the sound pressure level reduction is determined by the following method: based on the spatial location range of the candidate sound transmission region in the vehicle simulation model, a corresponding physical test area on the lower body of the real vehicle is determined; a first noise signal and a second noise signal are obtained, wherein the first noise signal is obtained by performing a wind tunnel test on the real vehicle after applying sound insulation material to the physical test area, and the second noise signal is obtained by performing a wind tunnel test on the real vehicle after removing the sound insulation material from the physical test area; and the sound pressure level reduction of the candidate sound transmission region is determined based on the difference between the first noise signal and the second noise signal.

[0015] Based on the above-mentioned technical means, this application can directly quantify the actual contribution of the candidate sound transmission area to the wind noise in the vehicle by comparing the difference in in-vehicle noise signals obtained before and after setting sound insulation materials on the candidate sound transmission area, eliminating other interference factors, making the evaluation results of the contribution more objective and accurate, and providing a reliable experimental basis for subsequently determining the specific target sound transmission area.

[0016] In conjunction with the first aspect mentioned above, in one possible implementation, the sound pressure level reduction is determined by the following formula: ; in, This represents the attenuation of the sound pressure level. The sound pressure level corresponding to the second noise signal. This represents the sound pressure level corresponding to the first noise signal.

[0017] Based on the aforementioned technical means, this application calculates the attenuation before and after sound insulation using the sound pressure level difference formula, ensuring the accuracy and consistency of the contribution assessment and providing a reliable quantitative basis for subsequent decision-making.

[0018] In conjunction with the first aspect mentioned above, in one possible implementation, before analyzing and processing the simulated flow field pressure data on the surface of the vehicle's lower body according to a preset analysis strategy to obtain the frequency domain information of each sound transmission component, the method further includes: establishing a whole vehicle simulation model including the upper body and the lower body; performing flow field simulation on the whole vehicle simulation model to obtain the time domain pressure data of the lower body surface as the simulated flow field pressure data.

[0019] Based on the above-mentioned technical means, this application can obtain the pressure data of the lower vehicle body surface through whole vehicle flow field simulation, and can carry out wind noise analysis in advance during the design stage, effectively reducing the dependence on physical prototypes, shortening the development cycle and saving costs.

[0020] In conjunction with the first aspect mentioned above, in one possible implementation, the lower body includes at least a vehicle floor, a front bulkhead, and a battery pack housing.

[0021] Based on the aforementioned technical means, this application clarifies the scope of key sound transmission components in the lower body and related components in the upper body, enabling model building and data analysis to focus on the main wind noise sources, thereby improving the relevance and efficiency of the research object.

[0022] In conjunction with the first aspect above, in one possible implementation, generating a sound insulation treatment scheme for a target sound transmission area includes: obtaining the energy attributes of the target sound transmission area, the energy attributes including aerodynamic energy attributes and / or acoustic energy attributes, the aerodynamic energy attributes indicating that the aerodynamic energy amplitude of the target sound transmission area in the aerodynamic energy frequency domain information is greater than an aerodynamic energy amplitude threshold, and the acoustic energy attributes indicating that the acoustic energy amplitude of the target sound transmission area in the acoustic energy frequency domain information is greater than an acoustic energy amplitude threshold; generating a sound insulation treatment scheme for the target sound transmission area based on the energy attributes; wherein, if the energy attributes include aerodynamic energy attributes, the sound insulation treatment scheme includes a first sound insulation strategy for suppressing structural vibration; if the energy attributes include acoustic energy attributes, the sound insulation treatment scheme includes a second sound insulation strategy for blocking the airborne sound transmission path.

[0023] Based on the above-mentioned technical means, this application can select targeted sound insulation strategies according to energy properties, focusing on suppressing structural vibration in the aerodynamic energy-dominated area and blocking airborne sound transmission in the acoustic energy-dominated area, thereby achieving efficient and precise wind noise control, maximizing noise reduction effect and avoiding resource waste.

[0024] In conjunction with the first aspect mentioned above, in one possible implementation, the method further includes: establishing a sound transmission area database, which records at least one of the following: the spatial location of the target sound transmission area; the sound pressure level reduction of the target sound transmission area; the energy properties of the target sound transmission area; and the sound insulation treatment scheme for the target sound transmission area.

[0025] Based on the above technical means, this application can record the wind noise characteristics of each target sound transmission area through a database, which facilitates the design query and reuse of subsequent vehicle models or similar structures, forming knowledge accumulation and supporting platform-based noise reduction design.

[0026] Secondly, this application provides a vehicle underbody wind noise control device, the device including: a frequency domain analysis module, a region filtering module, a region determination module, and a scheme generation module. The system includes the following modules: a frequency domain analysis module, which analyzes and processes simulated flow field pressure data on the vehicle's underbody surface according to a preset analysis strategy to obtain frequency domain information for each sound transmission component; a region selection module, which determines candidate sound transmission regions for each sound transmission component based on frequency domain information; a region determination module, which obtains the sound pressure level reduction of candidate sound transmission regions and determines the target sound transmission regions based on the sound pressure level reduction that meets a preset reduction threshold; and a scheme generation module, which generates sound insulation treatment schemes for the target sound transmission regions to reduce vehicle wind noise.

[0027] In conjunction with the second aspect above, in one possible implementation, the frequency domain analysis module is specifically used to: perform time-frequency analysis on the simulated flow field pressure data of the vehicle's underbody surface to obtain frequency domain pressure data of the vehicle's underbody surface; and, based on the frequency domain pressure data, determine the frequency domain information of each sound transmission component according to the spatial position range of each sound transmission component in the whole vehicle simulation model.

[0028] In conjunction with the second aspect above, in one possible implementation, the frequency domain analysis module is specifically used for: for any sound transmission component, extracting frequency domain pressure distribution data of the area covered by the spatial location range of the sound transmission component in the vehicle simulation model from the frequency domain pressure data; converting the frequency domain pressure distribution data to the wavenumber domain to separate the acoustic energy and aerodynamic energy of the sound transmission component; and converting the acoustic energy and aerodynamic energy to the frequency domain to obtain the acoustic energy frequency domain information and aerodynamic energy frequency domain information of the sound transmission component.

[0029] In conjunction with the second aspect above, in one possible implementation, the frequency domain analysis module is specifically used for: performing a spatial Fourier transform on the frequency domain pressure distribution data to obtain the pressure distribution of the sound transmission component in the wavenumber domain; and analyzing the frequency corresponding to the frequency domain pressure distribution data. Simulated propagation speed of sound waves on the surface of the lower vehicle body And the simulated flow velocity of airflow on the lower vehicle body surface The acoustic energy component and the aerodynamic energy component are separated in the following manner: [The following is a list of components that satisfy the following conditions] The pressure distribution corresponding to the wavenumber range is determined as the acoustic energy component of the sound transmission component; satisfying The pressure distribution corresponding to the wavenumber range is determined as the aerodynamic energy component of the sound transmission component; among which, and These are the wave values ​​for two orthogonal directions in the wavenumber domain.

[0030] In conjunction with the second aspect above, in one possible implementation, the region determination module is specifically used for: determining the corresponding physical test area on the underside of the real vehicle based on the spatial location range of the candidate sound transmission region in the vehicle simulation model; acquiring a first noise signal and a second noise signal, wherein the first noise signal is obtained by performing a wind tunnel test on the real vehicle after applying sound insulation material to the physical test area, and the second noise signal is obtained by performing a wind tunnel test on the real vehicle after removing the sound insulation material from the physical test area; and determining the sound pressure level reduction of the candidate sound transmission region based on the difference between the first noise signal and the second noise signal.

[0031] In conjunction with the second aspect above, in one possible implementation, the region determination module determines the sound pressure level reduction using the following formula: ; in, This represents the attenuation of the sound pressure level. The sound pressure level corresponding to the second noise signal. This represents the sound pressure level corresponding to the first noise signal.

[0032] In conjunction with the second aspect above, in one possible implementation, the device further includes a flow field simulation module, specifically used for: establishing a whole vehicle simulation model including an upper vehicle body and a lower vehicle body; performing flow field simulation on the whole vehicle simulation model to obtain time-domain pressure data of the lower vehicle body surface as simulated flow field pressure data.

[0033] In conjunction with the second aspect mentioned above, in one possible implementation, the lower body in the vehicle simulation model includes at least the vehicle floor, the front bulkhead, and the battery pack casing.

[0034] In conjunction with the second aspect above, in one possible implementation, the scheme generation module is specifically used to: obtain the energy attributes of the target sound transmission area, the energy attributes including aerodynamic energy attributes and / or acoustic energy attributes, the aerodynamic energy attributes indicating that the aerodynamic energy amplitude of the target sound transmission area in the aerodynamic energy frequency domain information is greater than the aerodynamic energy amplitude threshold, and the acoustic energy attributes indicating that the acoustic energy amplitude of the target sound transmission area in the acoustic energy frequency domain information is greater than the acoustic energy amplitude threshold; and generate a sound insulation treatment scheme for the target sound transmission area based on the energy attributes; wherein, if the energy attributes include aerodynamic energy attributes, the sound insulation treatment scheme includes a first sound insulation strategy for suppressing structural vibration; and if the energy attributes include acoustic energy attributes, the sound insulation treatment scheme includes a second sound insulation strategy for blocking the airborne sound transmission path.

[0035] In conjunction with the second aspect above, in one possible implementation, the device further includes a data storage module, specifically used to: establish a sound transmission area database, the sound transmission area database being used to record at least one of the following: the spatial location of the target sound transmission area; the sound pressure level reduction of the target sound transmission area; the energy properties of the target sound transmission area; and the sound insulation treatment scheme for the target sound transmission area.

[0036] Thirdly, this application provides an electronic device comprising: a processor and a memory; the memory storing processor-executable instructions; when the processor is configured to execute the instructions, the electronic device implements the method of the first aspect described above.

[0037] Fourthly, this application provides a computer-readable storage medium comprising: computer software instructions; which, when executed in an electronic device, cause the electronic device to implement the method described in the first aspect.

[0038] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the steps of the relevant method described in the first aspect above, so as to implement the method of the first aspect above.

[0039] The beneficial effects of the second to fifth aspects mentioned above can be referred to the corresponding description of the first aspect, and will not be repeated here.

[0040] It should be noted that any of the possible implementations of any of the above aspects can be combined, provided that the solutions do not contradict each other. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 A flowchart illustrating a method for controlling wind noise from the underside of a vehicle, provided in an embodiment of this application; Figure 2 A schematic diagram illustrating a method for sealing the sound transmission channel between a battery pack and the floor, provided in an embodiment of this application; Figure 3 A flowchart illustrating a method for determining candidate sound transmission regions provided in an embodiment of this application; Figure 4 A flowchart illustrating a method for determining sound pressure level reduction, provided in an embodiment of this application; Figure 5 A detailed flowchart illustrating a method for controlling wind noise under the vehicle body, provided in an embodiment of this application; Figure 6 A schematic diagram of the composition of a vehicle underbody wind noise control device provided in this application embodiment; Figure 7 This is a structural schematic diagram of a vehicle underbody wind noise control device provided in an embodiment of this application. Detailed Implementation

[0043] 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 embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0044] It should be noted that in the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplarily" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0045] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0046] In embodiments of this application, 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. Without further limitation, 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.

[0047] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0048] In related technologies, existing solutions assess the wind noise risk of parts by performing noise transfer function (NTF) analysis on the full interior body model and transient external flow field analysis on the whole vehicle model. However, these solutions only determine the wind noise risk of parts from a simulation perspective and do not provide specific control methods for low-frequency wind noise in vehicles, thus failing to solve the practical problem of low-frequency wind noise control in new energy vehicles.

[0049] Based on this, this application provides a method for controlling wind noise in the vehicle's underbody. First, by extracting the acoustic energy frequency domain information and aerodynamic energy frequency domain information of each sound-transmitting component from the flow field pressure data on the underbody surface, and determining whether the acoustic energy amplitude and aerodynamic energy amplitude exceed thresholds, it is possible to distinguish whether the main source of wind noise inside the vehicle is direct sound wave propagation or structural vibration caused by airflow. This allows for the identification of the sound transmission area dominated by acoustic energy or aerodynamic energy on the underbody surface. Then, wind tunnel testing is used to verify the contribution of this sound transmission area to the in-vehicle wind noise, thereby pinpointing specific target areas and generating targeted sound insulation solutions based on the source of wind noise. This effectively avoids blindly reducing noise, improves the accuracy and efficiency of wind noise control, and enhances in-vehicle acoustic comfort while reducing R&D costs.

[0050] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0051] The vehicle underbody wind noise control method provided in this application can be directly applied to automotive engineering R&D analysis equipment. This equipment can be a locally deployed automotive wind noise simulation workstation, automotive test data processing terminal, or industrial control computer (dedicated to automotive R&D); it can also be a cloud-deployed automotive engineering cloud server or wind noise control distributed cloud computing node; or it can be an integrated automotive R&D analysis platform that combines a local analysis terminal with a cloud computing server. This application does not impose specific limitations in this regard.

[0052] like Figure 1 As shown, the vehicle underbody wind noise control method provided in this application embodiment includes the following steps S101-S104: S101. Analyze and process the simulated flow field pressure data on the underside of the vehicle body according to the preset analysis strategy to obtain the frequency domain information of each sound transmission component.

[0053] The preset analysis strategy is used to convert the simulated flow field pressure data from the time domain to the frequency domain and separate the acoustic energy and aerodynamic energy from the frequency domain. The frequency domain information includes at least the acoustic energy frequency domain information and the aerodynamic energy frequency domain information.

[0054] In this embodiment, the simulated flow field pressure data refers to the time-domain data related to the pressure pulsations on the vehicle's underbody surface caused by airflow, obtained through simulation experiments. This data is the core data reflecting the interaction between airflow and the underbody surface. Sound transmission components refer to various components on the vehicle's underbody that can transmit wind noise; they are the main carriers of wind noise transmission. Frequency domain information refers to various characteristic information obtained after converting the time-domain simulated flow field pressure data to the frequency domain, reflecting the distribution characteristics of the data at different frequencies. Acoustic energy frequency domain information refers to the distribution characteristic data of the acoustic energy transmitted by the sound transmission components at different frequency dimensions, reflecting the variation law of acoustic energy with frequency. Aerodynamic energy frequency domain information refers to the distribution characteristic data of the aerodynamic energy generated by the airflow on the surface of the sound transmission components at different frequency dimensions, reflecting the variation law of aerodynamic energy with frequency.

[0055] In some embodiments, the simulated flow field pressure data may include: time-domain values ​​of pressure fluctuations at different surface locations of the vehicle's underbody, specifically including pressure data of key surfaces of the underbody such as the passenger compartment floor and front bulkhead within a set simulation period, as well as associated data such as sampling time and spatial grid node location corresponding to each pressure value.

[0056] In some embodiments, the sound transmission components may include: the vehicle body floor, front bulkhead, battery pack casing, and various components in the cabin that come into contact with the outside air. These components are important carriers for transmitting wind noise in the vehicle body.

[0057] In some embodiments, the frequency domain information may include: acoustic energy frequency domain information and aerodynamic energy frequency domain information corresponding to each sound transmission component, wherein the acoustic energy frequency domain information reflects the acoustic energy distribution characteristics of the sound transmission component at different center frequencies, and the aerodynamic energy frequency domain information reflects the aerodynamic energy distribution characteristics of the sound transmission component at different center frequencies.

[0058] In some embodiments, the automotive engineering research and development analysis equipment can establish a whole vehicle simulation model including the upper body and the lower body, and perform steady-state and transient flow field simulation operations on the whole vehicle simulation model, continuously sampling the pressure data of the lower body surface within a set sampling period to obtain the simulated flow field pressure data of the vehicle's lower body surface.

[0059] Optionally, the vehicle simulation model consists of an upper body and a lower body. The upper body model includes rearview mirrors, windshield wipers, A-pillars, triangular covers, windows, and body panels—surfaces in contact with the outside air. The lower body model includes the battery pack, front bulkhead, floor, and engine compartment components—parts in contact with the air, while also establishing detailed channels between the battery and the floor. Following computational fluid dynamics (CFD) modeling requirements, the upper and lower body parts are organically connected. Then, steady-state and transient flow field simulations are performed on the vehicle simulation model using CFD technology. For steady-state simulation, the k-ω model is used for turbulence, and a weakly compressible model is selected. For transient simulation, a detached eddy simulation (DES) model is used. The transient simulation step size is set to 1*10. -4 The simulation duration is 3 seconds, and the sampling period is from 1 to 3 seconds. The sampling objects are set to the pressure data of the lower vehicle body surfaces such as the crew compartment floor and the front bulkhead.

[0060] In some embodiments, the automotive engineering research and development analysis equipment can also: preprocess the acquired simulated flow field pressure data on the underside of the vehicle body, and sort out the pressure data and matching spatial location information corresponding to each grid node. Simultaneously, it performs preliminary classification and organization of the pressure data according to a 1 / 3 octave band frequency statistical rule, preparing data for the subsequent extraction of frequency domain information from various sound transmission components.

[0061] In one possible implementation, the specific implementation of step S101 is described below. Figure 3 The corresponding implementation examples are described in detail here.

[0062] As can be seen from step S101, by obtaining the frequency domain information of each sound transmission component through simulated flow field pressure data, the time domain pressure data can be converted into frequency domain dimension feature information, realizing the effective separation of acoustic energy and aerodynamic energy, accurately grasping the energy distribution characteristics of each sound transmission component at different frequencies, providing accurate and comprehensive data support for subsequent screening of target sound transmission components and carrying out wind noise control, effectively improving the pertinence and accuracy of vehicle underbody wind noise analysis, and laying a reliable foundation for the formulation of subsequent wind noise control measures.

[0063] S102. For each sound transmission component, based on frequency domain information, determine the candidate sound transmission region in the sound transmission component.

[0064] Among them, the candidate sound transmission region is the sound transmission region in the frequency domain information where the sound energy amplitude and / or aerodynamic energy amplitude is greater than the amplitude threshold.

[0065] In this embodiment of the application, the candidate sound transmission area refers to the area that has a significant impact on wind noise inside the vehicle and is selected from all sound transmission components in the lower body. It is the core target area for subsequent wind noise control in the lower body.

[0066] In some embodiments, the candidate sound transmission region may include: the region in the lower body sound transmission component where the sound energy and aerodynamic energy indicators exceed a preset safety threshold, specifically the core region that plays a dominant role in the transmission of low-frequency wind noise in the lower body.

[0067] In some embodiments, the automotive engineering research and development analysis equipment can retrieve the frequency domain information of each sound transmission component determined in step S101, including the acoustic energy frequency domain information and aerodynamic energy frequency domain information of each sound transmission component, and simultaneously retrieve preset candidate sound transmission region screening and judgment conditions to obtain all data and judgment criteria for determining candidate sound transmission regions.

[0068] In some embodiments, the automotive engineering R&D analysis equipment can also: divide each sound transmission component into regions and quantify the frequency domain information of each sound transmission region to obtain the comprehensive contribution index of sound energy and aerodynamic energy of each sound transmission region in the low-to-mid frequency band of the vehicle. Simultaneously, it compares and analyzes the frequency domain characteristics of each sound transmission region with previously accumulated wind noise data of similar vehicle models to help verify the rationality of the candidate sound transmission region selection results. It can also record various parameters and calculation results during the selection process, facilitating subsequent R&D traceability and parameter optimization.

[0069] In one possible implementation, automotive engineering R&D analysis equipment can first retrieve the acoustic energy frequency domain information and aerodynamic energy frequency domain information of each sound transmission component, and set acoustic energy amplitude thresholds and aerodynamic energy amplitude thresholds in the low-to-mid-frequency band of the vehicle as screening criteria. Then, it calculates the average acoustic energy amplitude and average aerodynamic energy amplitude of each sound transmission region within that frequency range, identifying transmission regions where both average amplitudes exceed the corresponding thresholds, or where one amplitude is significantly higher than the threshold and ranks high in overall contribution. Simultaneously, considering the structural characteristics of each sound transmission component, pre-selected components that are difficult to soundproof or have excessively high processing costs are eliminated, ultimately locking in the core candidate sound transmission regions.

[0070] As shown in step S102, by identifying candidate sound transmission regions from various sound transmission components using frequency domain information, the core areas with the greatest impact on wind noise transmission inside the vehicle can be accurately located. This eliminates the need for indiscriminate analysis and control of all sound transmission components under the vehicle body, improving the targeting and efficiency of preliminary work in wind noise control under the vehicle body. Simultaneously, relying on acoustic energy and aerodynamic energy frequency domain information for screening ensures the accuracy and reliability of the candidate sound transmission region selection results, providing clear targets for wind tunnel testing and sound insulation treatment. This effectively reduces ineffective investment in the R&D process and lowers the R&D costs and workload for wind noise control.

[0071] S103. Obtain the sound pressure level reduction of the candidate transmission region, and determine the candidate transmission region whose sound pressure level reduction meets the preset reduction threshold as the target transmission region.

[0072] The reduction in sound pressure level was determined by conducting wind tunnel tests on the vehicle.

[0073] In this embodiment, wind tunnel testing refers to a field test conducted in an acoustic wind tunnel to verify the wind noise characteristics of the vehicle's underbody. It is the core measurement method for verifying the wind noise contribution of candidate transmission areas. Sound pressure level reduction refers to the degree of influence of candidate transmission areas on the vehicle's interior wind noise, and is an indicator for quantifying the wind noise transmission effect of each area. The target transmission area refers to the area among the candidate transmission areas whose contribution to the vehicle's interior wind noise meets preset conditions; it is the specific target area for underbody wind noise sound insulation treatment.

[0074] In some embodiments, wind tunnel testing may include: comparative tests of candidate sound transmission regions conducted in an acoustic wind tunnel (comparison of candidate sound transmission regions before and after applying sound insulation material), the test process includes the acquisition of sound pressure level data at designated measurement points inside the vehicle, the measurement of wind noise under the vehicle body with test conditions set according to different center frequencies, and targeted testing of different local areas of the target sound transmission component to lock the contribution amount.

[0075] In some embodiments, the preset reduction threshold may include: a critical value for sound pressure level reduction preset according to vehicle wind noise control targets, driving comfort standards and relevant industry specifications. It can be calibrated in combination with wind noise test data of similar models. The threshold corresponding to different models and different target sound transmission components can be flexibly adjusted to ensure that the sound transmission areas that have a significant impact on in-vehicle wind noise can be accurately screened.

[0076] In some embodiments, the target acoustic transmission area may include: the area in the candidate acoustic transmission area where the sound pressure level reduction at each center frequency reaches a preset threshold.

[0077] In one possible implementation, automotive engineering R&D analysis equipment can obtain the sound pressure level reduction by inputting wind tunnel test data from R&D personnel. Then, combining this data with a pre-stored reduction threshold, the equipment identifies the target sound transmission region from multiple candidate transmission regions where the sound pressure level reduction exceeds the preset threshold.

[0078] As shown in step S103, by obtaining the sound pressure level reduction of the candidate sound transmission areas and determining the target sound transmission area, the candidate sound transmission areas determined based on simulation data in the early stage can be further accurately located to specific sound transmission areas. This abandons the indiscriminate wind noise control method for all candidate sound transmission areas and improves the accuracy and targeting of wind noise control under the vehicle body. At the same time, the measured data from the wind tunnel test can verify the reliability of the previous simulation analysis results, effectively reduce the deviation between simulation analysis and actual engineering applications, and provide real and effective experimental data support for subsequent targeted sound insulation treatment.

[0079] S104. Generate a sound insulation treatment plan for the target sound transmission area to reduce vehicle wind noise.

[0080] In this application embodiment, the sound insulation treatment scheme refers to various technical solutions for blocking and weakening the transmission of wind noise in the target sound transmission area under the vehicle body. It is the core implementation means to directly reduce the low-frequency wind noise under the vehicle body.

[0081] In some embodiments, the sound insulation treatment scheme may include: structural reinforcement of the target sound transmission area, acoustic material application, and sound transmission channel sealing. Specifically, it includes schemes to increase the surface density or damping of the target sound transmission area, schemes to apply damping sheets or sound insulation materials, schemes to seal the gaps or sound transmission channels in the target sound transmission area with foam materials, and schemes to integrate the relevant components of the undercarriage to structurally block the wind noise transmission path.

[0082] In some embodiments, the automotive engineering research and development analysis equipment can retrieve the frequency domain information obtained in step S101 and combine it with the detailed structural design drawings of the vehicle's underbody to obtain core information such as the spatial location and energy attributes of the target sound transmission area for targeted sound insulation treatment.

[0083] In some embodiments, the automotive engineering R&D analysis equipment can also: establish a sound transmission region database, and completely record the spatial location of the target sound transmission region, the sound pressure level reduction of the target sound transmission region, the energy attributes of the target sound transmission region, and the sound insulation treatment scheme of the target sound transmission region into the database. The energy attributes include aerodynamic energy attributes and / or acoustic energy attributes. Simultaneously, the various types of information in the database are classified, organized, and stored according to different center frequencies of the vehicle's low and mid-frequency range, facilitating rapid retrieval and searching when conducting wind noise control on vehicles of the same platform or type.

[0084] In some embodiments, the automotive engineering R&D analysis equipment can also: accurately obtain the energy attributes corresponding to the target sound transmission region from a pre-established sound transmission region database, and then generate a sound insulation treatment scheme for the target sound transmission region based on the energy attributes. Wherein, if the energy attribute includes aerodynamic energy attributes, the sound insulation treatment scheme includes a first sound insulation strategy for suppressing structural vibration. If the energy attribute includes acoustic energy attributes, the sound insulation treatment scheme includes a second sound insulation strategy for blocking the airborne sound transmission path. In this way, the sound insulation treatment technology can be adapted to the energy attributes of the target sound transmission region.

[0085] In one possible implementation, automotive engineering R&D analysis equipment can first determine a suitable sound insulation treatment scheme based on the spatial location, structural characteristics, and energy properties of the target sound transmission area. For target sound transmission channels such as the area between the lower vehicle floor and the battery pack, a sound insulation treatment scheme can be generated, which involves sealing the gaps in the channel with foam materials such as PU foam or foam adhesive, or a sound insulation treatment scheme can be generated by integrating the battery pack with the floor to increase the surface density of the floor. For planar target sound transmission areas such as the vehicle floor and front bulkhead, a sound insulation treatment scheme can be generated, which involves attaching damping sheets or sound insulation materials to increase the surface density or damping of the area. Subsequently, vehicle production personnel can adopt corresponding sound insulation treatment schemes to achieve sound insulation treatment of the target sound transmission area, thereby weakening or even blocking the generation or transmission of low-frequency wind noise in the lower vehicle body.

[0086] Optional, such as Figure 2 As shown, a sound transmission channel exists between the battery pack in the vehicle's lower body and the passenger compartment floor. This channel is a crucial pathway for low-to-mid-frequency wind noise to travel from the lower body to the passenger compartment. For example, this sound transmission channel can be sealed using materials such as PU foam or expanding foam, or by integrating the battery pack with the vehicle floor, increasing the floor's surface density and sound insulation performance. This effectively seals the sound transmission channel between the battery pack and the floor, preventing wind noise from entering the passenger compartment and significantly reducing the level of low-to-mid-frequency wind noise within the passenger compartment, thus improving the driving and riding experience.

[0087] As shown in step S104, by generating corresponding sound insulation treatment schemes to target the sound transmission area, the core sound transmission path of low-frequency wind noise in the lower part of the vehicle body can be directly blocked or weakened, effectively reducing low-frequency wind noise in the passenger compartment and significantly improving the riding comfort of passengers. Furthermore, the precise sound insulation treatment targeting the target sound transmission area avoids indiscriminate sound insulation of the entire lower part of the vehicle body, reducing the amount of acoustic materials used and achieving low-cost wind noise control in the lower part of the vehicle body. In addition, the differentiated sound insulation strategy adapted to the energy properties of the target sound transmission area can improve the efficiency and effectiveness of sound insulation treatment, avoiding research and development and material waste caused by ineffective sound insulation operations.

[0088] In this embodiment of the application, in step S101 above, the automotive engineering R&D analysis equipment can convert simulated flow field pressure data into frequency domain information, and then determine candidate sound transmission regions from the frequency domain information in step S102. For example, as shown... Figure 3 As shown, the above step S101 can be specifically implemented as S301-S302: S301. Perform time-frequency analysis on the simulated flow field pressure data of the vehicle's underbody surface to obtain frequency domain pressure data of the vehicle's underbody surface.

[0089] In this embodiment, time-frequency analysis refers to the analysis operation of converting the time-domain simulated flow field pressure data of the vehicle's underbody surface to the frequency domain. This converts the distribution characteristics of the pressure data in the time dimension into distribution characteristics in the frequency dimension. The frequency domain pressure data, obtained after time-frequency analysis, reflects the distribution of pressure on the vehicle's underbody surface at different frequencies and is the core foundational data for subsequent separation of acoustic energy and aerodynamic energy.

[0090] In some embodiments, time-frequency analysis may include: converting time-domain simulated flow field pressure data using a fast fourier transform (FFT) algorithm; dividing the frequency domain results according to a preset frequency resolution; and smoothing the frequency domain data to eliminate noise interference. These operations together achieve an effective conversion from the time domain to the frequency domain.

[0091] In some embodiments, the frequency domain pressure data may include: pressure amplitude and phase information of each spatial grid node on the underside of the vehicle body at different center frequencies. Specifically, it includes frequency domain pressure distribution data corresponding to each frequency band divided into 1 / 3 octave bands, and also includes spatial location identification information corresponding to each frequency domain pressure data, which facilitates subsequent extraction of corresponding data according to the spatial range of the sound transmission component.

[0092] In some embodiments, the automotive engineering research and development analysis equipment can perform a Fast Fourier Transform (FFT) operation on the time-domain simulated flow field pressure data of the vehicle's underbody surface to convert the time-domain pressure data into frequency-domain data, and then organize the frequency-domain data according to a preset frequency division rule to obtain the frequency-domain pressure data of the vehicle's underbody surface.

[0093] In some embodiments, the automotive engineering R&D analysis equipment can also: perform outlier removal and data smoothing on the frequency domain pressure data obtained from time-frequency analysis to eliminate noise interference generated during simulation or sampling. Simultaneously, it can classify and organize the frequency domain pressure data according to different spatial regions of the vehicle's underbody, facilitating the subsequent extraction of corresponding frequency domain information based on the spatial location range of the sound transmission components in the vehicle simulation model.

[0094] In one possible implementation, automotive engineering R&D analysis equipment can first preprocess the simulated flow field pressure data of the vehicle's underbody surface, removing abnormal fluctuations. Then, a Fast Fourier Transform (FFT) algorithm is used to convert the preprocessed time-domain pressure data to obtain the corresponding frequency-domain spectral data. The spectral data is then statistically analyzed and organized according to a 1 / 3 octave band frequency division rule to form the frequency-domain pressure data of the vehicle's underbody surface, providing a foundation for subsequent extraction of frequency-domain information from various sound transmission components.

[0095] As can be seen from step S301, by performing time-frequency analysis on the simulated flow field pressure data of the vehicle's underbody surface to obtain frequency domain pressure data, the wind noise-related pressure pulsation characteristics that were originally difficult to distinguish in the time domain can be converted into clearly discernible distribution information in the frequency domain. This facilitates the subsequent accurate extraction of frequency domain information from each sound transmission component. At the same time, the frequency domain pressure data can intuitively reflect the distribution characteristics of the underbody pressure pulsation at different frequencies, providing key data support for identifying the main sources of low- and mid-frequency wind noise and improving the accuracy and pertinence of the preliminary analysis for underbody wind noise control.

[0096] S302. Based on frequency domain pressure data, determine the frequency domain information of each sound transmission component according to the spatial location range of each sound transmission component in the vehicle simulation model.

[0097] In this embodiment of the application, the spatial location range refers to the specific spatial area occupied by each sound transmission component on the lower surface of the vehicle body in the whole vehicle simulation model, which is used to clarify the extraction boundary of frequency domain pressure data.

[0098] In some embodiments, the spatial location range may include: the three-dimensional coordinate boundaries of each sound-transmitting component on the surface of the vehicle's underbody in the whole-vehicle simulation model, the range of flow field sampling grid nodes covered, and the spatial boundary range between each sound-transmitting component and adjacent components. Specifically, it can be precisely defined according to the structural design drawings of the vehicle's underbody and the installation position of the sound-transmitting components to ensure that the flow field region corresponding to each sound-transmitting component can be accurately delineated.

[0099] In some embodiments, the automotive engineering research and development analysis equipment can first retrieve the spatial location range data of each sound transmission component under the vehicle body in the whole vehicle simulation model, and then, based on the spatial location range, filter out all frequency domain pressure-related data in the corresponding spatial area from the acquired frequency domain pressure data of the vehicle body surface, and then obtain the frequency domain information corresponding to each sound transmission component through subsequent data processing.

[0100] In some embodiments, the automotive engineering R&D analysis equipment can also: for each sound transmission component, firstly, based on its preset spatial location range in the vehicle simulation model, extract frequency domain pressure distribution data of all flow field sampling points within that range. Then, perform wavenumber domain conversion processing on the extracted frequency domain pressure distribution data to achieve effective separation of the sound energy and aerodynamic energy of the sound transmission component. Finally, convert the separated sound energy and aerodynamic energy to the frequency domain dimension respectively, thereby completely obtaining the sound energy frequency domain information and aerodynamic energy frequency domain information corresponding to the sound transmission component.

[0101] Optionally, the formula for obtaining frequency domain pressure distribution data is as follows: ; in, The angular frequency corresponding to the frequency domain pressure distribution data. This refers to pressure pulsations within the time domain. This refers to pressure pulsations in the frequency domain. and For spatial quantity, For time.

[0102] Optionally, to obtain pressure data in the wavenumber domain , can be exist Xianghe The formula for converting frequency domain pressure distribution data to the wavenumber domain by performing an upward Fourier transform is as follows: ; in, for Wave number in direction, for Wave number in direction.

[0103] In some embodiments, after converting the simulated flow field pressure data from the time domain to the frequency domain to obtain frequency domain pressure data, the automotive engineering R&D analysis equipment can use methods such as modal decomposition, thin film acoustic impedance identification, and wavenumber domain decomposition to separate acoustic energy and aerodynamic energy from the frequency domain pressure data in order to obtain the acoustic energy frequency domain information and aerodynamic energy frequency domain information of each sound transmission component.

[0104] In one possible implementation, when using the modal decomposition method, the automotive engineering R&D analysis equipment can: perform modal decomposition based on the spatiotemporal coherence characteristics of flow field pressure pulsation, and separate the modal components belonging to acoustic radiation from the vortex modal components belonging to airflow pulsation to achieve the separation of acoustic energy and aerodynamic energy.

[0105] In one possible implementation, when using the thin-film acoustic impedance identification method, the automotive engineering R&D analysis equipment can: based on the acoustic impedance response characteristics of a preset thin-film structure and combined with the impedance matching characteristics of frequency domain pressure data, distinguish between the acoustic energy generated by sound wave excitation and the aerodynamic energy generated by the direct impact of airflow, thereby completing the separation of acoustic energy and aerodynamic energy.

[0106] In one possible implementation, when using the wavenumber domain decomposition method, the automotive engineering R&D analysis equipment can: combine the preset simulated propagation speed of sound waves in the air to accurately define the wavenumber interval corresponding to the sound energy in the wavenumber domain pressure distribution, and then extract the sound energy component of the sound transmission component; at the same time, combine the actual simulated flow speed of airflow on the vehicle's underbody surface to define the wavenumber interval corresponding to the aerodynamic energy, extract the aerodynamic energy component of the sound transmission component, and complete the separation of sound energy and aerodynamic energy.

[0107] Optionally, according to the definition of wavenumber theory, the ratio of frequency to wavenumber corresponding to the frequency domain pressure distribution data is exactly the simulated propagation speed of aerodynamic energy and acoustic energy. Furthermore, frequency... ,cycle , wave number and simulated propagation speed The relationship between them is shown in the following formula: ; Optionally, the energy distribution of the acoustic energy component can be determined by the following formula: ; in, The speed of sound.

[0108] Optionally, the energy distribution of the aerodynamic component can be determined by the following formula: ; in, This represents the airflow velocity.

[0109] In one possible implementation, the automotive engineering R&D analysis equipment can first retrieve the spatial location range of each sound-transmitting component in the whole vehicle simulation model from the vehicle's underbody structure database, including the three-dimensional coordinate boundaries and covered mesh node list of each component such as the body floor and battery pack casing. Then, from the frequency domain pressure data obtained by S301, all frequency domain pressure data within the spatial location range of each sound-transmitting component are filtered out. Subsequently, a spatial Fourier transform is performed on the filtered frequency domain pressure data to convert it into a wavenumber domain pressure distribution. The wavenumber intervals of acoustic energy and aerodynamic energy are determined by combining the simulated sound wave propagation speed and the simulated airflow velocity, separating the acoustic energy and aerodynamic energy components. Finally, the two types of components are converted to the frequency domain respectively to obtain the acoustic energy frequency domain information and aerodynamic energy frequency domain information corresponding to each sound-transmitting component, thus completing the determination of the frequency domain information of each sound-transmitting component.

[0110] As shown in step S302, by determining the corresponding frequency domain information based on frequency domain pressure data and the spatial location range of each sound transmission component in the vehicle simulation model, the frequency domain pressure data and sound transmission components can be accurately correlated, avoiding confusion of frequency domain information of different sound transmission components. Simultaneously, by separating acoustic energy frequency domain information and aerodynamic energy frequency domain information, the acoustic energy and aerodynamic energy distribution characteristics of each sound transmission component at different frequencies can be clearly understood. This provides accurate and comprehensive data support for subsequent selection of candidate sound transmission regions based on frequency domain information, effectively improving the accuracy and targeting of candidate sound transmission region selection, and laying a reliable foundation for the preliminary analysis of wind noise control under the vehicle body.

[0111] In this embodiment of the application, after selecting candidate sound transmission regions, the sound pressure level reduction can be determined by obtaining wind tunnel test data for comparison. For example, as shown... Figure 4 As shown, the sound pressure level reduction is determined through steps S401-S403: S401. Based on the spatial location range of the candidate sound transmission area in the whole vehicle simulation model, determine the corresponding physical test area on the lower body of the real vehicle.

[0112] In this embodiment, the physical test area refers to the actual area on the underside of the real vehicle that completely corresponds to the spatial position of the candidate sound transmission area in the whole vehicle simulation model, and is the specific operating area for conducting wind tunnel tests.

[0113] In some embodiments, the physical test area may include: an actual area on the underside of a real vehicle that perfectly matches the spatial coordinates and coverage of the candidate sound transmission area. Its boundaries can be marked on the real vehicle using markers, positioning stickers, etc., to ensure that it corresponds one-to-one with the spatial position of the candidate sound transmission area. At the same time, the area should be easy to attach and remove sound insulation materials.

[0114] In some embodiments, automotive engineering research and development analysis equipment can retrieve the three-dimensional coordinate data and spatial boundary parameters of candidate sound transmission areas in the whole vehicle simulation model, and combine them with the structural design drawings and actual dimensions of the real vehicle's underbody to obtain the corresponding physical test area on the real vehicle's underbody through coordinate mapping and spatial comparison.

[0115] In some embodiments, the automotive engineering research and development analysis equipment can also: verify the spatial correspondence between the candidate sound transmission area and the physical test area, compare the actual size of the physical test area of ​​the real vehicle with the size of the candidate sound transmission area in the whole vehicle simulation model, correct the coordinate mapping deviation, ensure that the two are completely consistent in spatial position, and mark the key positioning points of the physical test area to facilitate the precise operation of subsequent wind tunnel tests.

[0116] In one possible implementation, the automotive engineering R&D analysis equipment can first retrieve the spatial location range of candidate sound transmission regions from the vehicle simulation database, including their three-dimensional coordinate boundaries, covered components, and mesh node information. Then, it retrieves the actual structural parameters and coordinate system of the real vehicle's underbody, converting the coordinates of the candidate sound transmission regions in the simulation model into the physical coordinates of the real vehicle. Subsequently, by locating and marking the real vehicle's underbody according to the converted coordinates, the physical test area precisely corresponding to the candidate sound transmission region is determined, while simultaneously recording the coordinate deviation data during the positioning process for subsequent experimental accuracy calibration.

[0117] S402, Obtain the first noise signal and the second noise signal.

[0118] The first noise signal was obtained by conducting a wind tunnel test on a real vehicle after applying sound insulation material to the physical test area, and the second noise signal was obtained by conducting a wind tunnel test on a real vehicle after removing the sound insulation material from the physical test area.

[0119] In this embodiment, the first noise signal refers to the vehicle interior noise-related signal measured by wind tunnel testing after sound insulation material is installed in the physical test area, reflecting the vehicle interior noise level after sound insulation treatment. The second noise signal refers to the vehicle interior noise-related signal measured by wind tunnel testing after the sound insulation material is removed from the physical test area, reflecting the vehicle interior noise level without sound insulation treatment.

[0120] In some embodiments, the noise signal inside the vehicle includes: noise sound pressure level signal and noise spectrum signal collected from different locations in the vehicle's passenger compartment (such as the driver's seat, the front passenger seat, and the rear seats), focusing on noise characteristic data in the low-to-mid frequency band of the vehicle, and also including related information such as the noise signal acquisition time and the corresponding wind tunnel test wind speed, which can provide complete data support for subsequent calculation of sound pressure level reduction.

[0121] In one possible implementation, a test vehicle can be placed within a wind tunnel testing area, and the wind tunnel can be controlled to simulate the airflow environment of actual vehicle operation. Then, noise sensors installed inside the vehicle collect noise signals before and after applying simulated sound insulation material of a predetermined specification to candidate sound transmission areas. Researchers can then input the acquired noise signals into automotive engineering research and analysis equipment to obtain a first noise signal and a second noise signal.

[0122] In another possible implementation, the automotive engineering research and analysis equipment can also communicate directly with the noise sensors installed inside the vehicle to directly acquire the first noise signal and the second noise signal.

[0123] S403. Based on the difference between the first noise signal and the second noise signal, determine the sound pressure level reduction of the candidate transmission region.

[0124] In some embodiments, the automotive engineering research and analysis equipment can preprocess the acquired first noise signal and second noise signal to remove interference noise from the signals and extract the sound pressure level data corresponding to the two types of signals. Then, it can calculate the sound pressure level reduction of the two types of sound pressure levels.

[0125] Optionally, the sound pressure level reduction is determined by the following formula: ; in, For the angular frequency is The amount of sound pressure level attenuation under these conditions. For the angular frequency is The second sound pressure level under these conditions, For the angular frequency is The first sound pressure level under the given conditions.

[0126] In one possible implementation, a specific implementation of S401-S403 is as follows: The automotive engineering R&D analysis equipment first retrieves the three-dimensional coordinate boundaries, covered mesh nodes, and corresponding sound transmission component information of the candidate sound transmission areas in the vehicle simulation model. Combined with the structural design drawings and actual dimensional parameters of the actual vehicle's underbody, the coordinates of the candidate sound transmission areas in the simulation model are converted into the physical coordinates of the actual vehicle. Then, by positioning and marking the actual vehicle's underbody according to the converted coordinates, a physical test area precisely corresponding to the candidate sound transmission area is determined. Simultaneously, R&D personnel can measure the actual dimensions of the physical test area and compare them with the dimensions of the candidate sound transmission areas in the simulation model to correct coordinate deviations and ensure complete spatial consistency. Subsequently, the R&D personnel place the test vehicle in a wind tunnel test area, control the wind tunnel to simulate the airflow environment during actual vehicle operation (such as preset wind speed and airflow direction), and place noise sensors in key locations such as the driver's seat, passenger seat, and rear seats inside the vehicle. Researchers can first apply pre-defined sound insulation materials to the physical testing area, initiate a wind tunnel test, and collect in-vehicle noise signals using noise sensors. These signals are then transmitted to automotive engineering analysis equipment as the first noise signal. Afterward, researchers can remove the sound insulation materials from the physical testing area, maintaining the airflow environment and sensor positions unchanged, and restart the wind tunnel test to collect in-vehicle noise signals as the second noise signal. Finally, the automotive engineering analysis equipment preprocesses the acquired first and second noise signals, using filtering algorithms to remove interference noise and outliers, extracting the sound pressure level data for both signals in the mid-to-low frequency band, and determining the sound pressure level reduction of candidate transmission areas according to the sound pressure level reduction calculation formula.

[0127] As can be seen from steps S401-S403, by comparing the simulated wind tunnel test process, the contribution of the candidate sound transmission area to the propagation of wind noise inside the vehicle can be determined, avoiding the misjudgment that may occur if only the initial frequency domain information is used for screening, and ensuring the accuracy and reliability of the target sound transmission area screening results.

[0128] In summary, such as Figure 5 As shown, the detailed process of the vehicle underbody wind noise control method is as follows: First, a flow field simulation is performed on the entire vehicle to simulate the airflow environment during actual vehicle operation, obtaining the frequency domain pressure distribution data of the flow field on the surface of each component of the underbody. Then, pressure pulsation data of the flow field on the surface of each component is extracted; this data reflects the pressure fluctuation characteristics of the component surface under the action of airflow. Next, the acoustic and aerodynamic energy of the pressure data of each component are decoupled, and the acoustic and aerodynamic energy components in the pressure data are separated through wavenumber domain conversion, clarifying the source and distribution of different energy forms. Then, based on the pressure safety threshold, the regions exceeding the threshold for each component are determined; these regions are potential critical paths for wind noise transmission. Then, through wind tunnel testing or simulation analysis, the contribution of each high-amplitude region to the in-vehicle noise (sound pressure level reduction) is measured, quantifying the influence of each region on wind noise transmission. Finally, the contribution, frequency characteristics, structural location, and other information of each sound transmission region are integrated to establish a database of the contribution of the entire vehicle's sound transmission path, providing data support for wind noise control. Finally, for high-amplitude sound transmission paths that contribute significantly, targeted sound insulation solutions such as soundproofing and structural optimization are generated to assist in the key control of low- and mid-frequency wind noise during vehicle production and design, thereby blocking high-amplitude sound transmission paths and controlling low- and mid-frequency wind noise.

[0129] The vehicle underbody wind noise control method provided in this application first extracts the acoustic energy frequency domain information and aerodynamic energy frequency domain information of each sound transmission component from the flow field pressure data on the underbody surface, and determines whether the acoustic energy amplitude and aerodynamic energy amplitude exceed the threshold. This distinguishes whether the main source of in-vehicle wind noise is direct sound wave propagation or structural vibration caused by airflow, thereby identifying the sound transmission area dominated by acoustic energy or aerodynamic energy on the underbody surface. Then, wind tunnel tests are used to verify the contribution of this sound transmission area to in-vehicle wind noise, thus pinpointing specific target areas and generating targeted sound insulation solutions based on the source of wind noise. This effectively avoids blind noise reduction, improves the accuracy and efficiency of wind noise control, and enhances in-vehicle acoustic comfort while reducing R&D costs.

[0130] In an exemplary embodiment, such as Figure 6As shown, the vehicle underbody wind noise control device includes: a frequency domain analysis module 601, a region screening module 602, a region determination module 603, and a scheme generation module 604. The system includes the following modules: a frequency domain analysis module 601, which analyzes and processes simulated flow field pressure data on the underside of the vehicle body according to a preset analysis strategy to obtain frequency domain information for each sound transmission component; a preset analysis strategy, which converts the simulated flow field pressure data from the time domain to the frequency domain and separates acoustic energy and aerodynamic energy from the frequency domain; a region filtering module 602, which determines candidate sound transmission regions for each sound transmission component based on the frequency domain information; a candidate sound transmission region is a sound transmission region where the acoustic energy amplitude and / or aerodynamic energy amplitude in the frequency domain information is greater than an amplitude threshold; a region determination module 603, which obtains the sound pressure level reduction of candidate sound transmission regions and determines the candidate sound transmission regions whose sound pressure level reduction meets a preset reduction threshold as target sound transmission regions; and a scheme generation module 604, which generates a sound insulation treatment scheme for the target sound transmission region to reduce vehicle wind noise.

[0131] In this embodiment of the application, the frequency domain analysis module 601 is specifically used to: perform time-frequency analysis on the simulated flow field pressure data of the vehicle's underbody surface to obtain frequency domain pressure data of the vehicle's underbody surface; and determine the frequency domain information of each sound transmission component based on the frequency domain pressure data and the spatial position range of each sound transmission component in the whole vehicle simulation model.

[0132] In this embodiment, the frequency domain analysis module 601 is specifically used for: for any sound transmission component, extracting frequency domain pressure distribution data of the area covered by the spatial location range of the sound transmission component in the vehicle simulation model from the frequency domain pressure data; converting the frequency domain pressure distribution data to the wavenumber domain to separate the acoustic energy and aerodynamic energy of the sound transmission component; and converting the acoustic energy and aerodynamic energy to the frequency domain to obtain the acoustic energy frequency domain information and aerodynamic energy frequency domain information of the sound transmission component.

[0133] In this embodiment, the frequency domain analysis module 601 is specifically used for: performing a spatial Fourier transform on the frequency domain pressure distribution data to obtain the pressure distribution of the sound transmission component in the wavenumber domain; and analyzing the frequency corresponding to the frequency domain pressure distribution data. Simulated propagation speed of sound waves on the surface of the lower vehicle body And the simulated flow velocity of airflow on the lower vehicle body surface The acoustic energy component and the aerodynamic energy component are separated in the following manner: [The following is a list of components that satisfy the following conditions] The pressure distribution corresponding to the wavenumber range is determined as the acoustic energy component of the sound transmission component; satisfying The pressure distribution corresponding to the wavenumber range is determined as the aerodynamic energy component of the sound transmission component; among which, and These are the wave values ​​for two orthogonal directions in the wavenumber domain.

[0134] In this embodiment, the region determination module 603 is specifically used for: determining the corresponding physical test area on the underside of the real vehicle based on the spatial location range of the candidate sound transmission region in the vehicle simulation model; acquiring a first noise signal and a second noise signal, wherein the first noise signal is obtained by performing a wind tunnel test on the real vehicle after applying sound insulation material to the physical test area, and the second noise signal is obtained by performing a wind tunnel test on the real vehicle after removing the sound insulation material from the physical test area; and determining the sound pressure level reduction of the candidate sound transmission region based on the difference between the first noise signal and the second noise signal.

[0135] In this embodiment, the region determination module 603 determines the sound pressure level reduction using the following formula: ; in, This represents the attenuation of the sound pressure level. The sound pressure level corresponding to the second noise signal. This represents the sound pressure level corresponding to the first noise signal.

[0136] In this embodiment of the application, the device further includes a flow field simulation module, specifically used for: establishing a whole vehicle simulation model including an upper vehicle body and a lower vehicle body; performing flow field simulation on the whole vehicle simulation model to obtain time-domain pressure data of the lower vehicle body surface as simulated flow field pressure data.

[0137] In this embodiment of the application, in the whole vehicle simulation model, the lower body includes at least the vehicle floor, the front bulkhead, and the battery pack shell.

[0138] In this embodiment, the scheme generation module 604 is specifically used to: obtain the energy attributes of the target sound transmission area, the energy attributes including aerodynamic energy attributes and / or acoustic energy attributes, wherein the aerodynamic energy attribute indicates that the aerodynamic energy amplitude of the target sound transmission area in the aerodynamic energy frequency domain information is greater than the aerodynamic energy amplitude threshold, and the acoustic energy attribute indicates that the acoustic energy amplitude of the target sound transmission area in the acoustic energy frequency domain information is greater than the acoustic energy amplitude threshold. Based on the energy attributes, a sound insulation treatment scheme is generated for the target sound transmission area. Wherein, if the energy attribute includes aerodynamic energy attributes, the sound insulation treatment scheme includes a first sound insulation strategy for suppressing structural vibration. If the energy attribute includes acoustic energy attributes, the sound insulation treatment scheme includes a second sound insulation strategy for blocking the airborne sound transmission path.

[0139] In this embodiment of the application, the device further includes a data storage module, specifically used to: establish a sound transmission area database, the sound transmission area database being used to record at least one of the following: the spatial location of the target sound transmission area; the sound pressure level reduction of the target sound transmission area; the energy properties of the target sound transmission area; and the sound insulation treatment scheme of the target sound transmission area.

[0140] In an exemplary embodiment, this application also provides an electronic device, which may be the vehicle underbody wind noise control device in the above method embodiments. For example... Figure 7 As shown, the vehicle underbody wind noise control device may include a processor 701 and a memory 702. The memory 702 stores instructions executable by the processor 701. When the processor 701 is configured to execute instructions, it causes an electronic device, network device, or manager to perform the system functions described in the foregoing method embodiments.

[0141] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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.

[0142] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0143] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0144] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0145] If the integrated unit is implemented as 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 solutions of the embodiments of this application, essentially, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0146] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included 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 method for controlling wind noise from under a vehicle body, characterized in that, The method includes: According to the preset analysis strategy, the simulated flow field pressure data on the surface of the vehicle under body is analyzed and processed to obtain the frequency domain information of each sound transmission component. The preset analysis strategy is used to convert the simulated flow field pressure data from the time domain to the frequency domain and separate the sound energy and aerodynamic energy from the frequency domain. The frequency domain information includes at least the sound energy frequency domain information and the aerodynamic energy frequency domain information. For each of the sound transmission components, based on the frequency domain information, a candidate sound transmission region is determined in the sound transmission component. The candidate sound transmission region is the sound transmission region in the frequency domain information where the sound energy amplitude and / or aerodynamic energy amplitude is greater than the amplitude threshold. The sound pressure level reduction of the candidate sound transmission region is obtained, and the candidate sound transmission region whose sound pressure level reduction meets the preset reduction threshold is determined as the target sound transmission region. The sound pressure level reduction is determined by wind tunnel testing of the vehicle. A sound insulation treatment scheme is generated for the target sound transmission area to reduce vehicle wind noise.

2. The method for controlling wind noise under the vehicle body according to claim 1, characterized in that, The preset analysis strategy includes: Time-frequency analysis was performed on the simulated flow field pressure data of the vehicle's underbody surface to obtain the frequency domain pressure data of the vehicle's underbody surface. Based on the frequency domain pressure data, the frequency domain information of each sound transmission component is determined according to the spatial location range of each sound transmission component in the vehicle simulation model.

3. The method for controlling wind noise under the vehicle body according to claim 2, characterized in that, Based on the frequency domain pressure data, and according to the spatial location range of each sound transmission component in the vehicle simulation model, the frequency domain information of each sound transmission component is determined, including: For any sound transmission component, based on the spatial location range of the sound transmission component in the vehicle simulation model, the frequency domain pressure distribution data of the area covered by the spatial location range is extracted from the frequency domain pressure data; The frequency domain pressure distribution data is converted to the wavenumber domain to separate the acoustic energy and aerodynamic energy of the sound transmission component. The acoustic energy and the aerodynamic energy are converted into the frequency domain to obtain the acoustic energy frequency domain information and the aerodynamic energy frequency domain information of the sound transmission component.

4. The method for controlling wind noise under the vehicle body according to claim 3, characterized in that, The step of converting the frequency domain pressure distribution data to the wavenumber domain to separate the acoustic energy and aerodynamic energy of the sound transmission component includes: The frequency domain pressure distribution data is subjected to a spatial Fourier transform to obtain the pressure distribution of the sound transmission component in the wavenumber domain. According to the frequency corresponding to the frequency domain pressure distribution data Simulated propagation speed of sound waves on the surface of the lower vehicle body and the simulated flow velocity of airflow on the surface of the lower vehicle body. The acoustic energy component and the aerodynamic energy component are separated in the following manner: Will satisfy The pressure distribution corresponding to the wavenumber range is determined as the acoustic energy component of the sound transmission component; Will satisfy The pressure distribution corresponding to the wavenumber range is determined as the aerodynamic energy component of the sound transmission component. in, and These are the wave values ​​for two orthogonal directions in the wavenumber domain.

5. The method for controlling wind noise under the vehicle body according to claim 1, characterized in that, The reduction in sound pressure level is determined by the following method: Based on the spatial location range of the candidate sound transmission area in the vehicle simulation model, the corresponding physical test area on the lower body of the real vehicle is determined. A first noise signal and a second noise signal are obtained. The first noise signal is obtained by performing a wind tunnel test on a real vehicle after applying sound insulation material to the physical test area. The second noise signal is obtained by performing a wind tunnel test on a real vehicle after removing the sound insulation material from the physical test area. Based on the difference between the first noise signal and the second noise signal, the sound pressure level reduction of the candidate transmission region is determined.

6. The method for controlling wind noise under the vehicle body according to claim 5, characterized in that, The reduction in sound pressure level is determined by the following formula: ； in, This represents the attenuation of the sound pressure level. The sound pressure level corresponding to the second noise signal. The sound pressure level is the sound pressure level corresponding to the first noise signal.

7. The method for controlling wind noise from under the vehicle body according to claim 1, characterized in that, Before analyzing and processing the simulated flow field pressure data on the underside of the vehicle according to a preset analysis strategy to obtain the frequency domain information of each sound transmission component, the method further includes: Establish a full vehicle simulation model that includes the upper and lower body; A flow field simulation is performed on the vehicle simulation model to obtain the time-domain pressure data of the lower vehicle body surface as the simulated flow field pressure data.

8. The method for controlling wind noise under the vehicle body according to claim 7, characterized in that, The lower body includes at least the vehicle floor, the front bulkhead, and the battery pack casing.

9. The method for controlling wind noise under the vehicle body according to claim 1, characterized in that, The generation of a sound insulation treatment scheme for the target sound transmission area includes: The energy attributes of the target sound transmission area are obtained, the energy attributes include aerodynamic energy attributes and / or acoustic energy attributes, the aerodynamic energy attributes indicate that the aerodynamic energy amplitude of the target sound transmission area in the aerodynamic energy frequency domain information is greater than the aerodynamic energy amplitude threshold, and the acoustic energy attributes indicate that the acoustic energy amplitude of the target sound transmission area in the acoustic energy frequency domain information is greater than the acoustic energy amplitude threshold. Based on the energy properties, a sound insulation treatment scheme is generated for the target sound transmission area; If the energy attribute includes aerodynamic energy attribute, the sound insulation treatment scheme includes a first sound insulation strategy for suppressing structural vibration. If the energy attribute includes acoustic energy attribute, the sound insulation treatment scheme includes a second sound insulation strategy for blocking the airborne sound transmission path.

10. The method for controlling wind noise from under the vehicle body according to any one of claims 1-9, characterized in that, The method further includes: Establish a sound transmission region database, which is used to record at least one of the following: The spatial location of the target sound transmission area; The reduction in sound pressure level in the target sound transmission area; The energy properties of the target sound transmission area; The sound insulation treatment scheme for the target sound transmission area.

11. A vehicle underbody wind noise control device, characterized in that, The device includes: The frequency domain analysis module is used to analyze and process the simulated flow field pressure data on the surface of the vehicle under body according to a preset analysis strategy, and obtain the frequency domain information of each sound transmission component. The preset analysis strategy is used to convert the simulated flow field pressure data from the time domain to the frequency domain and separate the acoustic energy and aerodynamic energy from the frequency domain. The frequency domain information includes at least acoustic energy frequency domain information and aerodynamic energy frequency domain information. The region filtering module is used to determine candidate sound transmission regions in each of the sound transmission components based on the frequency domain information. The candidate sound transmission regions are sound transmission regions in the frequency domain information whose sound energy amplitude and / or aerodynamic energy amplitude is greater than the amplitude threshold. The region determination module is used to obtain the sound pressure level reduction of the candidate sound transmission region, and determine the candidate sound transmission region whose sound pressure level reduction meets the preset reduction threshold as the target sound transmission region. The sound pressure level reduction is determined by wind tunnel testing of the vehicle. The solution generation module is used to generate a sound insulation treatment solution for the target sound transmission area to reduce vehicle wind noise.

12. The vehicle underbody wind noise control device according to claim 11, characterized in that, The frequency domain analysis module is specifically used for: Time-frequency analysis was performed on the simulated flow field pressure data of the vehicle's underbody surface to obtain the frequency domain pressure data of the vehicle's underbody surface. Based on the frequency domain pressure data, the frequency domain information of each sound transmission component is determined according to the spatial location range of each sound transmission component in the vehicle simulation model.

13. The vehicle underbody wind noise control device according to claim 11, characterized in that, The device also includes a flow field simulation module for: Establish a full vehicle simulation model that includes the upper and lower body; A flow field simulation is performed on the vehicle simulation model to obtain the time-domain pressure data of the lower vehicle body surface as the simulated flow field pressure data.

14. The vehicle underbody wind noise control device according to claim 11, characterized in that, The scheme generation module is specifically used for: The energy attributes of the target sound transmission area are obtained, the energy attributes include aerodynamic energy attributes and / or acoustic energy attributes, the aerodynamic energy attributes indicate that the aerodynamic energy amplitude of the target sound transmission area in the aerodynamic energy frequency domain information is greater than the aerodynamic energy amplitude threshold, and the acoustic energy attributes indicate that the acoustic energy amplitude of the target sound transmission area in the acoustic energy frequency domain information is greater than the acoustic energy amplitude threshold. Based on the energy properties, a sound insulation treatment scheme is generated for the target sound transmission area; If the energy attribute includes aerodynamic energy attribute, the sound insulation treatment scheme includes a first sound insulation strategy for suppressing structural vibration. If the energy attribute includes acoustic energy attribute, the sound insulation treatment scheme includes a second sound insulation strategy for blocking the airborne sound transmission path.

15. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the vehicle underbody wind noise control method as described in any one of claims 1-10.

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