Tire smoothness testing method and vehicle

Abstract

The invention relates to vehicle testing, and discloses a tire smoothness testing method and a vehicle, and the tire smoothness testing method comprises the following steps: rotating a tire to pass through a simulation obstacle; the dynamic force peak value and the dynamic force attenuation time of the tire are obtained; and judging the smoothness of the tire according to the dynamic force peak value and the dynamic force attenuation time. According to the method, the tolerance capacity of the tire to the road impact is judged through the dynamic force peak value, the attenuation capacity of the tire to the road impact is judged through the dynamic force attenuation time, and the smoothness of the tire can be systematically analyzed from different dimensions, so that the required tire is screened in a more targeted manner, and the use requirement is met.

Description

Technical Field

[0001] The invention relates to vehicle testing, and in particular to a tire smoothness testing method and a vehicle. Background Art

[0002] As an important component of vehicle performance, smoothness is easily perceived and evaluated by users during daily driving and riding. Therefore, smoothness is one of the primary performances of a vehicle. Elastic parts such as suspension, suspension, and tires are important factors affecting the smoothness of a vehicle. As tires are the direct contact parts between the vehicle and the road, the impact and vibration from the road are transmitted to the suspension, body, and seats after preliminary filtering and absorption by the tire's containment characteristics, and are further perceived by users. Therefore, tires are closely related to vehicle smoothness. At present, the evaluation indicators for tire smoothness are not perfect, and they are mainly tested and judged based on the user's subjective feelings in the car. There is no way to conduct a separate test on the smoothness of tires to systematically evaluate and judge the smoothness of tires. Therefore, there is an urgent need for a smoothness test method that can systematically evaluate and judge tires. Summary of the invention

[0003] The purpose of the present invention is to provide a tire smoothness testing method and a vehicle to solve one or more technical problems existing in the prior art and at least provide a beneficial choice or create conditions.

[0004] A tire smoothness testing method according to an embodiment of the first aspect of the present invention includes: rotating the tire past a simulated obstacle; Obtaining a dynamic force peak value and a dynamic force decay time of the tire; The smoothness of the tire is judged according to the dynamic force peak value and the dynamic force decay time.

[0005] This technical solution has at least the following beneficial effects: the tire rotates past a simulated obstacle, thereby simulating the situation of the tire passing over an uneven road while driving. At this time, the value when the tire is subjected to the maximum dynamic force is obtained, recorded as the dynamic force peak value, and the time it takes for the tire to recover to stable driving after being subjected to the maximum dynamic force is obtained, recorded as the dynamic force decay time. The dynamic force peak value and the dynamic force decay time are used as evaluation indicators for the smoothness of the tire. In this way, the tire's tolerance of road impact is judged by the dynamic force peak value, and the tire's attenuation ability of road impact is judged by the dynamic force decay time. The smoothness of the tire is systematically analyzed from different dimensions, so that the required tires can be screened more specifically to meet the usage requirements.

[0006] According to some embodiments of the present invention, rotating the tire past a simulated obstacle comprises: Arranging the simulated obstacle parallel to the tire so that the length direction of the simulated obstacle is parallel to the width direction of the tire; The tire is controlled to rotate past the simulated obstacle.

[0007] According to some embodiments of the present invention, the dynamic force peak value includes a first vertical force dynamic peak value and a first longitudinal force dynamic peak value, the dynamic force decay time includes a first vertical force decay time and a first longitudinal force decay time, and obtaining the dynamic force peak value and the dynamic force decay time of the tire includes: Obtaining all peak points of the vertical force of the tire when it is attenuated, and taking the peak with the largest absolute value as the first vertical force dynamic peak value; Obtaining the vertical force attenuation experience time of the tire, recorded as the first vertical force attenuation time; Obtaining all peak points of the longitudinal force of the tire when it is attenuated, taking the peak value with the largest absolute value as the first longitudinal force dynamic peak value; The longitudinal force attenuation experience time of the tire is obtained and recorded as the first longitudinal force attenuation time.

[0008] According to some embodiments of the present invention, the tire smoothness testing method further includes: Calculating a first vertical force attenuation area according to the first vertical force attenuation time and all peak points of the vertical force of the tire during attenuation; The smoothness of the tire is judged according to the first vertical force attenuation area.

[0009] According to some embodiments of the present invention, the tire smoothness testing method further includes: Calculating a first longitudinal force attenuation area according to the first longitudinal force attenuation time and all peak points of the longitudinal force of the tire during attenuation; The smoothness of the tire is judged according to the first longitudinal force attenuation area.

[0010] According to some embodiments of the present invention, rotating the tire past a simulated obstacle comprises: Arrange the simulated obstacle tilted toward the tire so that the length direction of the simulated obstacle forms an angle with the width direction of the tire; The tire is controlled to rotate past the simulated obstacle.

[0011] According to some embodiments of the present invention, the dynamic force peak value includes a second vertical force dynamic peak value, a second longitudinal force dynamic peak value, and a lateral force dynamic peak value, the dynamic force decay time includes a second vertical force decay time, a second longitudinal force decay time, and a lateral force decay time, and obtaining the dynamic force peak value and the dynamic force decay time of the tire includes: Obtaining all peak points of the vertical force of the tire when it is attenuated, and taking the peak with the largest absolute value as the second vertical force dynamic peak value; Obtaining the vertical force attenuation experience time of the tire, recorded as the second vertical force attenuation time; Obtaining all peak points of the longitudinal force of the tire when it is attenuated, taking the peak with the largest absolute value as the second longitudinal force dynamic peak value; Obtaining the longitudinal force attenuation experience time of the tire, recorded as the second longitudinal force attenuation time; Obtain all peak points of the lateral force of the tire when it is attenuated, and take the peak with the largest absolute value as the dynamic peak value of the lateral force; The lateral force attenuation experience time of the tire is obtained, and recorded as the lateral force attenuation time.

[0012] According to some embodiments of the present invention, the tire smoothness testing method further includes: Calculating a second vertical force attenuation area according to the second vertical force attenuation time and all peak points of the vertical force of the tire during attenuation; The smoothness of the tire is judged according to the second vertical force attenuation area.

[0013] According to some embodiments of the present invention, the tire smoothness testing method further includes: Calculating a second longitudinal force attenuation area according to the second longitudinal force attenuation time and all peak points of the longitudinal force of the tire during attenuation; The smoothness of the tire is judged according to the second longitudinal force attenuation area.

[0014] According to some embodiments of the present invention, the tire smoothness testing method further includes: Calculating a lateral force attenuation area according to the lateral force attenuation time and all peak points of the lateral force of the tire during attenuation; The smoothness of the tire is judged according to the lateral force attenuation area.

[0015] A vehicle according to an embodiment of the second aspect of the present invention includes tires, and the tires are screened using the above-mentioned tire smoothness test method.

[0016] This technical solution has at least the following beneficial effects: the vehicle determines the tire's tolerance to road impact through the dynamic force peak value, determines the tire's attenuation ability to road impact through the dynamic force attenuation time, and systematically analyzes the smoothness of the tire from different dimensions, so as to more specifically screen the required tires to meet usage requirements, which can greatly reduce the tire selection cost during vehicle design and production and effectively improve the vehicle's smoothness.

[0017] Additional aspects and advantages of the present invention will be described in part in the following description and will be apparent from the following description. This disclosure may be apparent or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly describes the drawings required for use in the description of the embodiments. Obviously, the drawings described are only part of the embodiments of the present invention, not all of the embodiments, and those skilled in the art can also obtain other design solutions and drawings based on these drawings without creative work.

[0019] Figure 1 It is a general flow chart of the tire smoothness testing method of the present invention.

[0020] Figure 2 It is a flow chart of step S100 and step S200 in embodiment 1 of the present invention.

[0021] Figure 3 It is a flow chart of step S100 and step S200 in the second embodiment of the present invention. DETAILED DESCRIPTION

[0022] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0023] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., and orientations or positional relationships indicated are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0024] In the description of the present invention, "several" means one or more, "more" means more than two, "greater than", "less than", "exceed" etc. are understood as not including the number itself, and "above", "below", "within" etc. are understood as including the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0025] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0026] Reference Figure 1 , a tire ride comfort testing method, including but not limited to the following steps: Step S100, rotating the tire to pass the simulated obstacle. There are many ways to simulate the tire passing the road surface, for example, directly loading the tire on the vehicle, fixing the simulated obstacle on the road surface, and simulating the scene of the tire passing the road surface through real vehicle testing; or directly installing the tire on the axle of the test bench, in which case the tire is completely separated from the vehicle operation, reducing the impact of other vehicle components on the tire, and the simulated obstacle is fixed to the outer circumference of the drum of the test bench, and the drum is pressed against the tire, thereby driving the tire to rotate, and the tire rotates relative to the drum and passes the simulated obstacle on the drum.

[0027] Step S200, obtaining the dynamic force peak value and dynamic force decay time of the tire. The dynamic force value of the tire during the test is read out, and the difference between the peak value of the largest wave crest or wave trough and the initial value in the process of dynamic change over time is recorded as the dynamic force peak value; the time point when the tire reaches the dynamic force peak value is taken as the timing starting point, and when the tire returns to the normal driving state is taken as the timing end point, the time from the timing starting point to the timing end point is the dynamic force decay time, and when the tire returns to the normal driving state, it is determined that the dynamic force received by the tire is the dynamic force received when driving on the road normally, or the dynamic force received by the tire is 5% of the dynamic force peak value.

[0028] Step S300, judging the smoothness of the tire according to the dynamic force peak value and the dynamic force decay time. The smaller the dynamic force peak value, the smaller the impact on the tire when passing through the uneven road surface. At this time, the tire's tolerance to the road surface impact is evaluated and judged, and the better the smoothness of the tire. On the contrary, when the dynamic force peak value is larger, the worse the smoothness of the tire; the shorter the dynamic force decay time, the stronger the ability of the tire to overcome the influence of the dynamic force and restore stable driving. At this time, the tire's attenuation ability to the road surface impact is evaluated and judged, and the better the smoothness of the tire. On the contrary, when the dynamic force decay time is longer, the worse the smoothness of the tire.

[0029] From the above, it can be seen that the tire rotates through the simulated obstacle, thereby simulating the situation of the tire passing through an uneven road while driving. At this time, the value when the tire is subjected to the maximum dynamic force is obtained, recorded as the dynamic force peak value, and the time it takes for the tire to recover to stable driving after being subjected to the maximum dynamic force is obtained, recorded as the dynamic force decay time. The dynamic force peak value and the dynamic force decay time are used as evaluation indicators for the smoothness of the tire. In this way, the tire's tolerance of road impact is judged by the dynamic force peak value, and the tire's attenuation ability of road impact is judged by the dynamic force decay time. The smoothness of the tire is systematically analyzed from different dimensions, so that the required tires can be screened more specifically to meet the usage needs.

[0030] Since there are many uneven road conditions in the actual road surface, in order to better simulate different road conditions, the placement of the simulated obstacles can be adjusted. As an embodiment 1, the simulated obstacles are tested in the form of upright placement. Specifically, Figure 2 As shown, in step S100, rotating the tire to pass the simulated obstacle includes but is not limited to the following steps: Step S111, arranging the simulated obstacle parallel to the tire so that the length direction of the simulated obstacle is parallel to the width direction of the tire. For example, the projection of the simulated obstacle at the installation position is perpendicular to the forward direction of the tire, and the cross-section of the simulated obstacle is a square with a side length of 15 mm, which can be replaced with other sizes and shapes.

[0031] Step S112, controlling the tire to rotate and pass through the simulated obstacle. During the test, the tire is controlled to pass through the simulated obstacle multiple times, and the test is repeated multiple times to improve the accuracy of the test result.

[0032] When the test is performed in the form of simulating an obstacle placed upright, in step S200, the dynamic force is decomposed to further improve the accuracy of the evaluation of the tire performance. Specifically, the dynamic force peak value includes the first vertical force dynamic peak value and the first longitudinal force dynamic peak value, and the dynamic force decay time includes the first vertical force decay time and the first longitudinal force decay time. Obtaining the dynamic force peak value and the dynamic force decay time of the tire includes but is not limited to the following steps: Step S211, obtain all the peak points of the vertical force of the tire when it is attenuated, and take the peak with the largest absolute value as the first dynamic peak value of the vertical force. When the tire rotates and passes through the simulated obstacle, it will be subjected to the vertical impact force of the simulated obstacle on the tire. The change of the vertical force exerted on the tire in this process is obtained, and the maximum value of the vertical force exerted is taken out and recorded as the first dynamic peak value of the vertical force. The first dynamic peak value of the vertical force can be used to analyze the tolerance and attenuation capacity of the tire's vertical impact on the road surface.

[0033] Step S212, obtain the vertical force attenuation time of the tire, which is recorded as the first vertical force attenuation time. The time from the beginning of the vertical force acting on the tire by the simulated obstacle until the tire recovers to the point where the vertical force has no effect on it is recorded as the first vertical force attenuation time. The first vertical force attenuation time can be used to analyze the attenuation ability of the tire's vertical impact on the road surface.

[0034] Step S213, obtain all peak points of the longitudinal force of the tire when it is attenuated, and take the peak with the largest absolute value as the first longitudinal force dynamic peak. When the tire rotates through the simulated obstacle, it will be subjected to the longitudinal impact force of the simulated obstacle on the tire. The change of the longitudinal force received by the tire in this process is obtained, and the maximum longitudinal force received is taken out and recorded as the first longitudinal force dynamic peak. The first longitudinal force dynamic peak can be used to analyze the tolerance and attenuation capacity of the tire to the longitudinal impact of the road surface.

[0035] Step S214, obtaining the longitudinal force attenuation time of the tire, recorded as the first longitudinal force attenuation time. The time from the beginning of the tire being subjected to the longitudinal force of the simulated obstacle until the tire recovers to the point where the longitudinal force has no effect on it is recorded as the first longitudinal force attenuation time. The first longitudinal force attenuation time can be used to analyze the attenuation capacity of the tire's longitudinal impact on the road surface.

[0036] When testing in the form of simulating an obstacle placed upright, in order to more comprehensively test and evaluate the performance of the tire, the tire smoothness test method also includes but is not limited to the following steps: Step S411, calculate the first vertical force attenuation area according to the first vertical force attenuation time and all the peak points of the vertical force of the tire when it is attenuated. With the first vertical force attenuation time as the abscissa and the vertical force of the tire as the ordinate, fit all the peak points of the vertical force of the tire when it is attenuated within the first vertical force attenuation time to obtain a fitting curve , where F is the force value, t is the time, a, b, c are the fitting parameters, and the area enclosed by the fitting curve when projected to the abscissa and ordinate is calculated. The obtained value is recorded as the first vertical force attenuation area S= , where t1 is the time from when the tire contacts the simulated obstacle to when the maximum peak value of the vertical dynamic force appears, and t2 is the time from when the tire contacts the simulated obstacle to when the vertical force decays to the normal driving state. In this way, the smoothness of the tire can be comprehensively evaluated from two dimensions: the peak force attenuation size and the attenuation speed during the entire process of vertical dynamic force attenuation.

[0037] Step S412, judging the smoothness of the tire according to the first vertical force attenuation area. When the first vertical force attenuation area is smaller, the comprehensive performance of the tire when subjected to external force in the vertical direction is higher, and the smoothness felt by the user is better.

[0038] Step S421, calculate the first longitudinal force attenuation area according to the first longitudinal force attenuation time and all the peak points of the longitudinal force of the tire during attenuation. With the first longitudinal force attenuation time as the horizontal coordinate and the longitudinal force of the tire as the vertical coordinate, within the first longitudinal force attenuation time, fit all the peak points of the longitudinal force of the tire during attenuation to obtain a fitting curve, calculate the area enclosed by the fitting curve when projected to the horizontal coordinate and the vertical coordinate, and record the obtained value as the first longitudinal force attenuation area, wherein the calculation of the fitting curve and the calculation of the first longitudinal force attenuation area formed by the fitting curve can refer to the calculation method of the vertical force in step S411, so that the smoothness of the tire can be comprehensively evaluated from the two dimensions of the peak force attenuation size and the attenuation speed during the entire process of longitudinal dynamic force attenuation.

[0039] Step S422, judging the smoothness of the tire according to the first longitudinal force attenuation area. When the first longitudinal force attenuation area is smaller, the comprehensive performance of the tire when subjected to an external force in the longitudinal direction is higher, and the smoothness felt by the user is better.

[0040] Different from the above-mentioned method of testing with the simulated obstacle placed upright, in order to better simulate different road conditions, the placement of the simulated obstacle can be adjusted. As a second embodiment, the simulated obstacle is tested in the form of being placed sideways. Specifically, Figure 3 As shown, in step S100, rotating the tire to pass the simulated obstacle includes but is not limited to the following steps: Step S121, the simulated obstacle is arranged tilted to the tire so that the length direction of the simulated obstacle forms an angle with the width direction of the tire. The projection shape of the simulated obstacle on the mounting surface forms an angle of 45° with the forward direction of the tire, and the cross section of the protrusion is a square with a side length of 15 mm, which can also be replaced with other sizes and shapes.

[0041] Step S122, control the tire to rotate and pass through the simulated obstacle. During the test, control the tire to pass through the simulated obstacle multiple times, and perform multiple repeated tests to improve the accuracy of the test results. When the test is performed in the form of simulating an obstacle placed sideways, in step S200, the dynamic force is decomposed. Since the tire passes through the simulated obstacle placed obliquely relative to it, the dynamic force is decomposed into vertical, longitudinal and lateral forces. The dynamic force peak value includes the second vertical force dynamic peak value, the second longitudinal force dynamic peak value, and the lateral force dynamic peak value. The dynamic force decay time includes the second vertical force decay time, the second longitudinal force decay time, and the lateral force decay time. Obtaining the dynamic force peak value and the dynamic force decay time of the tire includes but is not limited to the following steps: Step S221, obtain all the peak points of the vertical force of the tire when it is attenuated, and take the peak with the largest absolute value as the second vertical force dynamic peak. When the tire rotates and passes the simulated obstacle, it will be subjected to the vertical impact force of the simulated obstacle on the tire. The change of the vertical force on the tire in this process is obtained, and the maximum value of the vertical force is taken out and recorded as the second vertical force dynamic peak. The second vertical force dynamic peak can be used to analyze the tolerance and attenuation capacity of the tire's vertical impact on the road surface.

[0042] Step S222, obtain the vertical force attenuation time of the tire, which is recorded as the second vertical force attenuation time. The time from the beginning of the vertical force acting on the tire by the simulated obstacle until the tire recovers to the point where the vertical force has no effect on it is recorded as the second vertical force attenuation time. The second vertical force attenuation time can be used to analyze the attenuation ability of the tire's vertical impact on the road surface.

[0043] Step S223, obtain all the peak points of the longitudinal force of the tire when it is attenuated, and take the peak with the largest absolute value as the second longitudinal force dynamic peak. When the tire rotates and passes through the simulated obstacle, it will be subjected to the impact force of the simulated obstacle on the tire in the longitudinal direction. The change of the longitudinal force on the tire in this process is obtained, and the maximum longitudinal force received is taken out and recorded as the second longitudinal force dynamic peak. The second longitudinal force dynamic peak can be used to analyze the tolerance and attenuation capacity of the tire to the impact of the road in the longitudinal direction.

[0044] Step S224, obtaining the longitudinal force attenuation time of the tire, recorded as the second longitudinal force attenuation time. The time from the time the tire is subjected to the longitudinal force of the simulated obstacle until the tire recovers to the time when the longitudinal force has no effect on it is recorded as the second longitudinal force attenuation time. The second longitudinal force attenuation time can be used to analyze the attenuation ability of the tire to the longitudinal impact of the road surface.

[0045] Step S225, obtain all peak points of the lateral force of the tire when it is attenuated, and take the peak with the largest absolute value as the dynamic peak value of the lateral force. When the tire rotates through the simulated obstacle, it will be subjected to the impact force of the simulated obstacle on the tire. The change of the lateral force on the tire in this process is obtained, and the maximum value of the lateral force is taken out and recorded as the dynamic peak value of the lateral force. The dynamic peak value of the lateral force can be used to analyze the tolerance and attenuation capacity of the tire's lateral impact on the road surface.

[0046] Step S226, obtaining the lateral force attenuation time of the tire, recorded as the lateral force attenuation time. The time from the time when the tire is subjected to the lateral force of the simulated obstacle until the tire recovers to the time when the lateral force has no effect on it is recorded as the lateral force attenuation time. The lateral force attenuation time can be used to analyze the attenuation ability of the tire's lateral impact on the road surface.

[0047] When testing in the form of simulating an obstacle sideways, in order to more comprehensively test and evaluate the performance of the tire, the tire smoothness test method also includes but is not limited to the following steps: Step S431, calculate the second vertical force attenuation area according to the second vertical force attenuation time and all the peak points of the vertical force of the tire during attenuation. Similarly, the second vertical force attenuation area can be calculated by referring to the method of calculating the first vertical force attenuation area, so that the smoothness of the tire can be comprehensively evaluated from two dimensions: the peak force attenuation size and the attenuation speed during the entire process of vertical dynamic force attenuation.

[0048] Step S432, judging the smoothness of the tire according to the second vertical force attenuation area. When the second vertical force attenuation area is smaller, the comprehensive performance of the tire when subjected to external force in the vertical direction is higher, and the smoothness felt by the user is better.

[0049] Step S441, the second longitudinal force attenuation area is calculated based on the second longitudinal force attenuation time and all the peak points of the longitudinal force of the tire during attenuation. Similarly, the second longitudinal force attenuation area can be calculated by referring to the calculation method of the first vertical force attenuation area, so that the smoothness of the tire can be comprehensively evaluated from the two dimensions of the peak force attenuation size and the attenuation speed during the entire process of longitudinal dynamic force attenuation.

[0050] Step S442, judging the smoothness of the tire according to the second longitudinal force attenuation area. When the second longitudinal force attenuation area is smaller, the comprehensive performance of the tire when subjected to the external force in the longitudinal direction is higher, and the smoothness felt by the user is better.

[0051] Step S451, calculate the lateral force attenuation area according to the lateral force attenuation time and all the peak points of the lateral force of the tire during attenuation. Similarly, the lateral force attenuation area can be calculated by referring to the method of calculating the first vertical force attenuation area, so that the smoothness of the tire can be comprehensively evaluated from the two dimensions of the peak force attenuation size and the attenuation speed during the entire process of lateral dynamic force attenuation, and the influence of the inclined simulated obstacle on the tire in the lateral direction can be determined.

[0052] Step S452, judging the smoothness of the tire according to the lateral force attenuation area. When the lateral force attenuation area is smaller, the comprehensive performance of the tire when subjected to external force in the lateral direction is higher, and the smoothness felt by the user is better.

[0053] In practical applications, the test results of the simulated obstacle placed upright can be further compared with the test results of the simulated obstacle placed tilted, so as to better analyze and judge the impact of the tire's smoothness when passing through different road conditions.

[0054] A vehicle according to an embodiment of the second aspect of the present invention includes tires, and the tires are screened using the above-mentioned tire smoothness test method. The vehicle can be a private car, such as a sedan, SUV, MPV or pickup truck. The vehicle can also be an operating vehicle, such as a van, bus, small truck or large trailer. The vehicle needs to have an electric motor that can output power or store mechanical energy as a generator. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0055] The vehicle determines the tire's ability to tolerate road impacts through the dynamic force peak value, and determines the tire's ability to attenuate road impacts through the dynamic force attenuation time. It systematically analyzes the smoothness of the tire from different dimensions, thereby more specifically screening the required tires to meet usage requirements. This can greatly reduce the tire selection cost during vehicle design and production, and effectively improve the vehicle's smoothness.

[0056] In addition, an embodiment of the present invention further provides a computer-readable storage medium, which stores computer-executable instructions, and the computer-executable instructions are used to execute the above-mentioned tire smoothness testing method.

[0057] It is worth noting that since the computer-readable storage medium of an embodiment of the present invention can execute the tire smoothness testing method of any of the above-mentioned embodiments, the specific implementation manner and technical effects of the computer-readable storage medium of an embodiment of the present invention can refer to the specific implementation manner and technical effects of the tire smoothness testing method of any of the above-mentioned embodiments.

[0058] In addition, an embodiment of the present invention also provides a computer program product, including a computer program or computer instructions, the computer program or computer instructions are stored in a computer-readable storage medium, the processor of a computer device reads the computer program or computer instructions from the computer-readable storage medium, and the processor executes the computer program or computer instructions, so that the computer device executes the above-mentioned tire smoothness test method.

[0059] It is worth noting that since the computer program product of the embodiment of the present invention can execute the tire smoothness testing method of any of the above-mentioned embodiments, the specific implementation manner and technical effects of the computer program product of the embodiment of the present invention can refer to the specific implementation manner and technical effects of the tire smoothness testing method of any of the above-mentioned embodiments.

[0060] It will be appreciated by those skilled in the art that all or some of the steps and systems in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable medium, which may include a computer storage medium (or non-transitory medium) and a communication medium (or transient medium). As known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disk (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and can be accessed by a computer. Furthermore, it is well known to those skilled in the art that communication media generally include computer readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0061] The preferred embodiments of the present invention are specifically described above, but the invention is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of this application.

Claims

1. A tire ride comfort testing method, characterized in that: include: rotating the tire past a simulated obstacle; Obtaining a dynamic force peak value and a dynamic force decay time of the tire; The smoothness of the tire is judged according to the dynamic force peak value and the dynamic force decay time.

2. A tire smoothness testing method according to claim 1, characterized in that: The step of rotating the tire past a simulated obstacle comprises: Arranging the simulated obstacle parallel to the tire so that the length direction of the simulated obstacle is parallel to the width direction of the tire; The tire is controlled to rotate past the simulated obstacle.

3. A tire smoothness testing method according to claim 2, characterized in that: The dynamic force peak value includes a first vertical force dynamic peak value and a first longitudinal force dynamic peak value, the dynamic force decay time includes a first vertical force decay time and a first longitudinal force decay time, and obtaining the dynamic force peak value and the dynamic force decay time of the tire includes: Obtaining all peak points of the vertical force of the tire when it is attenuated, and taking the peak with the largest absolute value as the first vertical force dynamic peak value; Obtaining the vertical force attenuation experience time of the tire, recorded as the first vertical force attenuation time; Obtaining all peak points of the longitudinal force of the tire when it is attenuated, taking the peak value with the largest absolute value as the first longitudinal force dynamic peak value; The longitudinal force attenuation experience time of the tire is obtained and recorded as the first longitudinal force attenuation time.

4. A tire smoothness testing method according to claim 3, characterized in that: The tire smoothness testing method further includes: Calculating a first vertical force attenuation area according to the first vertical force attenuation time and all peak points of the vertical force of the tire during attenuation; The smoothness of the tire is judged according to the first vertical force attenuation area.

5. A tire smoothness testing method according to claim 3, characterized in that: The tire smoothness testing method further includes: Calculating a first longitudinal force attenuation area according to the first longitudinal force attenuation time and all peak points of the longitudinal force of the tire during attenuation; The smoothness of the tire is judged according to the first longitudinal force attenuation area.

6. A tire smoothness testing method according to claim 1, characterized in that: The step of rotating the tire past a simulated obstacle comprises: Arrange the simulated obstacle tilted toward the tire so that the length direction of the simulated obstacle forms an angle with the width direction of the tire; The tire is controlled to rotate past the simulated obstacle.

7. A tire smoothness testing method according to claim 6, characterized in that: The dynamic force peak value includes a second vertical force dynamic peak value, a second longitudinal force dynamic peak value, and a lateral force dynamic peak value, the dynamic force decay time includes a second vertical force decay time, a second longitudinal force decay time, and a lateral force decay time, and obtaining the dynamic force peak value and the dynamic force decay time of the tire includes: Obtaining all peak points of the vertical force of the tire when it is attenuated, and taking the peak with the largest absolute value as the second vertical force dynamic peak value; Obtaining the vertical force attenuation experience time of the tire, recorded as the second vertical force attenuation time; Obtaining all peak points of the longitudinal force of the tire when it is attenuated, taking the peak with the largest absolute value as the second longitudinal force dynamic peak value; Obtaining the longitudinal force attenuation experience time of the tire, recorded as the second longitudinal force attenuation time; Obtain all peak points of the lateral force of the tire when it is attenuated, and take the peak with the largest absolute value as the dynamic peak value of the lateral force; The lateral force attenuation experience time of the tire is obtained, and recorded as the lateral force attenuation time.

8. A tire smoothness testing method according to claim 7, characterized in that: The tire smoothness testing method further includes: Calculating a second vertical force attenuation area according to the second vertical force attenuation time and all peak points of the vertical force of the tire during attenuation; The smoothness of the tire is judged according to the second vertical force attenuation area.

9. A tire smoothness testing method according to claim 7, characterized in that: The tire smoothness testing method further includes: Calculating a second longitudinal force attenuation area according to the second longitudinal force attenuation time and all peak points of the longitudinal force of the tire during attenuation; The smoothness of the tire is judged according to the second longitudinal force attenuation area.

10. A tire smoothness testing method according to claim 7, characterized in that: The tire smoothness testing method further includes: Calculating a lateral force attenuation area according to the lateral force attenuation time and all peak points of the lateral force of the tire during attenuation; The smoothness of the tire is judged according to the lateral force attenuation area.

11. A vehicle, characterized in that: Comprising a tire, wherein the tire is screened by using the tire smoothness testing method according to any one of claims 1 to 10.

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