A method for predicting high speed uniformity of a vehicle tire

Abstract

The application provides a kind of automobile tire high speed uniformity prediction method, comprising the following steps: according to the information of the vehicle to be measured, the specification model of tire, sidewall load LI, use air pressure p, wheel load F parameter is determined;Tire is installed on the test rim, and is inflated to the use air pressure, after setting time, it is installed on the comprehensive stiffness machine, and the tire is loaded according to the set loading speed, and the load is applied to the sidewall load LI;The influence factor of tire air pressure on size is introduced, the relationship between the radius of tire under a certain air pressure and air pressure is calculated;The influence factor of load on size is introduced, the relationship between the radius of tire under the current air pressure and load is calculated.The application has the beneficial effects: according to the frequency characteristics inherent in automobile tire, the load influence coefficient and the air pressure influence coefficient are introduced, through the steps of each order cycle iteration calculation, a kind of calculation method for predicting the poor uniformity performance of automobile tire at a certain speed is proposed.

Description

Technical Field

[0001] This invention belongs to the field of automotive component performance testing technology, and in particular relates to a method for predicting the high-speed uniformity of automotive tires. Background Technology

[0002] With the continuous development of the automotive industry, vehicle ride comfort has gradually become a key factor in enhancing the market competitiveness of automotive products. As the only component in contact with the road surface, tire high-speed uniformity is one of the key indicators affecting vehicle ride comfort. Poor uniformity at a certain speed can lead to noticeable vibrations in the vehicle at that speed, resulting in a poor driving and riding experience. Currently, vehicle ride comfort is mainly evaluated subjectively at test tracks, requiring automakers to continuously submit samples and conduct tests during tire selection, incurring significant time and financial costs. Furthermore, uniformity tests on tire test benches typically only cover a few speed points; conducting tests at all speeds could damage the tires, posing a significant safety hazard. Therefore, this paper proposes a method for predicting tire high-speed uniformity, which can provide scientific and reasonable guidance for automakers in the early selection stage, reducing costs and minimizing the blind spots and uncertainties of testing.

[0003] As the only component in contact with the ground, the same tire used on different car models will exhibit altered performance due to variations in tire pressure and load. Given the wide variety of car models, conducting uniform performance tests on tires at all speeds under different tire pressures and loads is impractical. However, frequency characteristics, as an inherent property of tires, are unaffected by numerous usage factors. Summary of the Invention

[0004] In view of this, the present invention aims to propose a method for predicting the high-speed uniformity of automobile tires, which can reduce the automobile development cycle and development cost for vehicle manufacturers.

[0005] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0006] A method for predicting the high-speed uniformity of automobile tires includes the following steps:

[0007] S1. Based on the vehicle model information to be tested, determine the tire specifications, sidewall load LI, tire pressure p, and wheel load F parameters;

[0008] S2. Install the tire from step S1 onto the test rim, inflate it to the required air pressure, let it stand for a set time, then install it on the integrated stiffness machine and apply load to the tire at the set loading speed, applying the load to the tire sidewall load LI.

[0009] S3. Introduce the influence factor of tire pressure on size, and calculate the relationship between the tire radius and the tire pressure at a certain pressure.

[0010] S4. Introduce the influence factor of load on size, and calculate the relationship between the tire radius and load under the current air pressure;

[0011] S5. Normalize the tire dimensions to obtain the corrected tire dimensions under the current air pressure load conditions;

[0012] S6. Iteratively calculate the speed points where tire uniformity is poor.

[0013] Furthermore, in step S2, the tire deformation and radial force on the tire during the loading process are collected. The tire deformation and radial force on the tire have a linear function relationship. The least squares method is used for fitting to calculate the radial stiffness k of the tire.

[0014] Then, the tire and rim assembly after the radial stiffness test is lifted so that the tire does not contact other planes. Multiple acceleration sensors are evenly distributed around the tire circumference. A force hammer is used to excite the tread to collect response signals and obtain frequency response curves. After analysis, the first-order radial natural frequency fr and the first-order tangential natural frequency ft of the tire can be obtained.

[0015] Furthermore, in step S3, the tire specification is recorded as A / BRC, where A is the tire section width, B is the tire aspect ratio, and C is the nominal diameter of the rim used for the tire.

[0016] Record the constant m. When the tire is a standard tire, m = 180.

[0017] When the tire is a reinforced tire, m=220;

[0018] r1=H(p)=0.9858*(25*A*B+12.7*C)+5.09+(pm) / 25π;

[0019] in,

[0020] r1 represents the radius of the tire under a certain air pressure p;

[0021] p represents the tire pressure (kPa).

[0022] A represents the nominal section width of the tire (mm);

[0023] B indicates the tire's nominal aspect ratio (%).

[0024] C indicates the nominal diameter (inch) of the rim to which the tire is fitted;

[0025] Furthermore, in step S4, a load-size influence factor is introduced to calculate the relationship between the tire radius and the load under the current air pressure:

[0026] r2=G(F)=r1-F / k

[0027] in,

[0028] r2 represents the tire radius (mm) after taking into account both tire pressure and load.

[0029] F represents the tire design load (N).

[0030] k represents the tire radial stiffness (N / mm);

[0031] Normalizing r1 and r2 yields the tire radius.

[0032] .

[0033] Furthermore, in step S5, the tire dimensions are normalized using the formula r=M(F,P) to obtain the corrected tire dimensions under the current air pressure load condition.

[0034] Furthermore, in step S6, the speed points with poor tire uniformity are calculated iteratively using the following formula:

[0035]

[0036] Where Ni is an integer from 1 to 16;

[0037] a For unit conversion constants;

[0038] f The natural frequency of the tire (Hz);

[0039] p Set the current tire pressure (kPa);

[0040] F Design the wheel load (N) for the tire;

[0041] k Tire radial stiffness (N / mm);

[0042] A is the nominal section width of the tire (mm);

[0043] B represents the tire's nominal aspect ratio (%).

[0044] C is the nominal diameter (in inches) of the rim used with the tire;

[0045] m is a tire type constant. When the tire is standard, m = 180 kPa; when the tire is reinforced, m = 220 kPa.

[0046] Furthermore, the tire's natural frequency is substituted into the formula. f When the first radial frequency is ， By using the value of cyclic Ni, the speed points where all tire uniformity performance is poor can be calculated, that is, the speed at which the RFV peaks.

[0047] Substitute the tire's natural frequency into the formula f When the first tangential frequency is ， By using the value of cyclic Ni, the speed points where all tire uniformity is poor can be calculated, i.e., the speeds at which TFV peaks appear.

[0048] An electronic device includes a processor and a memory communicatively connected to the processor and used to store processor-executable instructions, the processor being used to execute a method for predicting the high-speed uniformity of automobile tires.

[0049] A server includes at least one processor and a memory communicatively connected to the processor, the memory storing instructions executable by the at least one processor, the instructions being executed by the processor to cause the at least one processor to perform a method for predicting the high-speed uniformity of automobile tires.

[0050] A computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for predicting the high-speed uniformity of automobile tires.

[0051] Compared with existing technologies, the method for predicting the high-speed uniformity of automobile tires described in this invention has the following advantages:

[0052] The method for predicting the high-speed uniformity of automobile tires described in this invention can quickly and accurately calculate the speed at which the uniformity of automobile tires is poor under a certain operating pressure and load. It can not only effectively predict the speed at which automobile products may vibrate when a certain type of tire is installed, but also reduce the range of tire selection for enterprises during the automobile development stage, and further effectively reduce the time and financial costs of automobile enterprises during the development stage. Attached Figure Description

[0053] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0054] Figure 1This is a schematic diagram of a method for predicting the high-speed uniformity of automobile tires according to an embodiment of the present invention. Detailed Implementation

[0055] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0056] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0057] This invention addresses the shortcomings of existing automotive component performance testing technologies by introducing load influence coefficients and air pressure influence coefficients based on the inherent frequency characteristics of automotive tires. Through iterative calculations at various orders, it proposes a calculation method to predict poor uniformity performance of automotive tires at a certain speed.

[0058] The objective of this invention is achieved through the following measures:

[0059] First, based on the design specifications of the target vehicle model, determine the tire specifications, sidewall load (LI), operating air pressure (p), and wheel load (F). It's also necessary to determine whether the tire type is standard or reinforced. These parameters are determined during the vehicle design phase and do not require testing.

[0060] The tire was mounted on the test rim and inflated to the required pressure. After resting for 3 hours, it was mounted on a composite stiffness tester and loaded at a speed of 50 mm / min, applying a load to the tire sidewall load LI. The tire deformation and radial force experienced during loading were recorded. The tire deformation and radial force exhibited a linear function relationship. The radial stiffness k of the tire was calculated by fitting the relationship using the least squares method.

[0061] Then, the tire-rim assembly after the radial stiffness test is lifted so that the tire does not contact other planes. Twelve acceleration sensors are evenly distributed around the tire circumference, and a force hammer is used to excite the tire tread to collect response signals, obtaining frequency response curves. After analysis, the first-order radial natural frequency fr and the first-order tangential natural frequency ft of the tire can be obtained.

[0062] By introducing the influence factor of tire pressure on dimensions, the relationship between the tire radius *r* and the tire pressure *p* at a certain pressure is calculated. The tire specification A / BRC is recorded, where A is the tire section width, B is the tire aspect ratio, and C is the nominal rim diameter used with the tire. A constant *m* is also recorded: *m* = 180 for a standard tire and *m* = 220 for a reinforced tire.

[0063] r1=H(p)=0.9858*(25*A*B+12.7*C)+5.09+(pm) / 25π

[0064] By introducing the load-size influence factor, the relationship between the tire radius and the load under the current air pressure is calculated.

[0065] r2=G(F)=r1-F / k

[0066] Normalizing r1 and r2 yields the tire radius.

[0067]

[0068] The velocity points with poor uniformity can then be calculated iteratively using the following formula.

[0069]

[0070] Where Ni is an integer from 1 to 16.

[0071] a For unit conversion constants;

[0072] f The natural frequency of the tire (Hz);

[0073] p Set the current tire pressure (kPa);

[0074] F Design the wheel load (N) for the tire;

[0075] k Tire radial stiffness (N / mm);

[0076] A is the nominal section width of the tire (mm);

[0077] B represents the tire's nominal aspect ratio (%).

[0078] C is the nominal diameter (in inches) of the rim used with the tire;

[0079] m is a tire type constant. When the tire is standard, m = 180 kPa; when the tire is reinforced, m = 220 kPa.

[0080] When the tire's natural frequency f in the formula is the first-order radial frequency, the speed points where all tire uniformity is poor, i.e. the speeds at which the RFV peaks, can be calculated using the value of cyclic Ni.

[0081] When the tire's natural frequency f in the formula is the first-order tangential frequency, the speed points where all tire uniformity is poor, i.e. the speeds at which the TFV peaks, can be calculated using the value of cyclic Ni.

[0082] Step 1: Based on the vehicle model information, determine the tire specifications, sidewall load (LI), tire pressure (p), and wheel load (F). At the same time, determine whether the tire is a standard or reinforced type.

[0083] Step 2: Mount the tire on the test rim and inflate it to the required pressure. After resting for 3 hours, mount it on a comprehensive stiffness tester and apply load to the tire at a loading speed of 50 mm / min, up to the sidewall load LI. Collect the tire deformation and the radial force it experiences during loading. The tire deformation and radial force exhibit a linear function relationship; use the least squares method to fit this relationship and calculate the tire's radial stiffness k.

[0084] Then, the tire-rim assembly after the radial stiffness test is lifted so that the tire does not contact other planes. Twelve acceleration sensors are evenly distributed around the tire circumference, and a force hammer is used to excite the tire tread to collect response signals, obtaining frequency response curves. After analysis, the first-order radial natural frequency fr and the first-order tangential natural frequency ft of the tire can be obtained.

[0085] Step 3: Introduce the influence factor of tire pressure on dimensions, and calculate the relationship between the tire radius r and the tire pressure p at a certain pressure. Record the tire specification A / BRC, where A is the tire section width, B is the tire aspect ratio, and C is the nominal rim diameter used with the tire. Also record the constant m; when the tire is a standard tire, m = 180; when the tire is a reinforced tire, m = 220.

[0086] r1=H(p)=0.9858*(25*A*B+12.7*C)+5.09+(pm) / 25π

[0087] Step 4: Introduce the load-size influence factor and calculate the relationship between the tire radius and the load under the current air pressure.

[0088] r2=G(F)=r1-F / k

[0089] Normalizing r1 and r2 yields the tire radius.

[0090]

[0091] Step 5: Normalize the tire dimensions using the formula r=M(F,P) to obtain the corrected tire dimensions under the current air pressure load condition.

[0092] Step 6: Calculate using the following formula:

[0093]

[0094] Where Ni is an integer from 1 to 16.

[0095] a For unit conversion constants;

[0096] f The natural frequency of the tire (Hz);

[0097] p Set the current tire pressure (kPa);

[0098] F Design the wheel load (N) for the tire;

[0099] k Tire radial stiffness (N / mm);

[0100] A is the nominal section width of the tire (mm);

[0101] B represents the tire's nominal aspect ratio (%).

[0102] C is the nominal diameter (in inches) of the rim used with the tire;

[0103] m is a tire type constant. When the tire is standard, m = 180 kPa; when the tire is reinforced, m = 220 kPa.

[0104] Substitute the tire's natural frequency into the formula f When the first radial frequency is ， By using the value of cyclic Ni, the speed points where all tire uniformity performance is poor can be calculated, i.e., the speeds at which RFV peaks appear.

[0105] Substitute the tire's natural frequency into the formula f When the first tangential frequency is ， By using the value of cyclic Ni, the speed points where all tire uniformity is poor can be calculated, i.e., the speeds at which TFV peaks appear.

[0106] Those skilled in the art will recognize that the units and method steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0107] In the several embodiments provided in this application, it should be understood that the disclosed methods and systems can be implemented in other ways. For example, the division of units described above is merely a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. The aforementioned units may or may not be physically separated. The components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of the present invention according to actual needs.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

[0109] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for predicting the high-speed uniformity of automobile tires, characterized in that, Includes the following steps: S1. Based on the vehicle model information to be tested, determine the tire specifications, sidewall load LI, tire pressure p, and wheel load F parameters; S2. Install the tire from step S1 onto the test rim, inflate it to the required air pressure, let it stand for a set time, then install it on the integrated stiffness machine and apply load to the tire at the set loading speed, applying the load to the tire sidewall load LI. S3. Introduce the influence factor of tire pressure on size, and calculate the relationship between the tire radius and the tire pressure at a certain pressure. S4. Introduce the influence factor of load on size, and calculate the relationship between the tire radius and load under the current air pressure; S5. Normalize the tire dimensions to obtain the corrected tire dimensions under the current air pressure load conditions; S6. Iteratively calculate the speed points where tire uniformity is poor.

2. The method for predicting the high-speed uniformity of automobile tires according to claim 1, characterized in that, In step S2, the tire deformation and radial force on the tire are collected during the loading process. The tire deformation and radial force on the tire have a linear function relationship. The least squares method is used for fitting to calculate the radial stiffness k of the tire. Then, the tire and rim assembly after the radial stiffness test is lifted so that the tire does not contact other planes. Multiple acceleration sensors are evenly distributed around the tire circumference. A force hammer is used to excite the tread to collect response signals and obtain frequency response curves. After analysis, the first-order radial natural frequency fr and the first-order tangential natural frequency ft of the tire can be obtained.

3. The method for predicting the high-speed uniformity of automobile tires according to claim 1, characterized in that, In step S3, the tire specification is recorded as A / BRC, where A is the tire section width, B is the tire aspect ratio, and C is the nominal diameter of the rim used for the tire. Record the constant m. When the tire is a standard tire, m = 180. When the tire is a reinforced tire, m=220; r1=H(p)=0.9858*(25*A*B+12.7*C)+5.09+(pm) / 25π; in, r1 represents the radius of the tire under a certain air pressure p; p represents the tire pressure, measured in kPa. A represents the nominal section width of the tire, in mm; B indicates the nominal aspect ratio of the tire, expressed as % C represents the nominal diameter of the rim to which the tire is fitted, in inches.

4. A method for predicting the high-speed uniformity of automobile tires according to claim 1 or 3, characterized in that, In step S4, the influence factor of load on size is introduced, and the relationship between the tire radius and the load under the current air pressure is calculated: r2=G(F)=r1-F / k in, r2 represents the tire radius after considering both tire pressure and load, in mm. F represents the tire design load, in N; k represents the radial stiffness of the tire, with units of N / mm; Normalizing r1 and r2 yields the tire radius. 。 5. The method for predicting the high-speed uniformity of automobile tires according to claim 4, characterized in that, In step S5, the tire dimensions are normalized using the formula r=M(F,P) to obtain the corrected tire dimensions under the current air pressure load condition.

6. The method for predicting the high-speed uniformity of automobile tires according to claim 5, characterized in that, In step S6, the speed points with poor tire uniformity are calculated iteratively using the following formula: Where Ni is an integer from 1 to 16; 'a' is a unit conversion constant; f is the natural frequency of the tire, measured in Hz; p represents the current tire pressure, measured in kPa. F represents the tire design load, in N; k is the radial stiffness of the tire, in N / mm; A represents the nominal section width of the tire, in mm; B represents the nominal aspect ratio of the tire, expressed as a percentage (%). C is the nominal diameter of the rim used with the tire, in inches; m is a tire type constant. When the tire is standard, m = 180 kPa; when the tire is reinforced, m = 220 kPa.

7. The method for predicting the high-speed uniformity of automobile tires according to claim 6, characterized in that: When the tire natural frequency f in the formula is the first-order radial frequency, the speed points where all tire uniformity is poor can be calculated using the value of cyclic Ni, i.e. the speeds at which the RFV peaks. When the tire's natural frequency f in the formula is the first-order tangential frequency, the speed points where all tire uniformity is poor, i.e. the speeds at which the TFV peaks, can be calculated using the value of cyclic Ni.

8. An electronic device comprising a processor and a memory communicatively connected to the processor and used for storing processor-executable instructions, characterized in that: The processor is used to execute a method for predicting the high-speed uniformity of automobile tires as described in any one of claims 1-7.

9. A server, characterized in that: The device includes at least one processor and a memory communicatively connected to the processor, the memory storing instructions executable by the at least one processor, the instructions being executed by the processor to cause the at least one processor to perform a method for predicting the high-speed uniformity of automobile tires as described in any one of claims 1-7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by the processor, it implements the method for predicting the high-speed uniformity of automobile tires as described in any one of claims 1-7.

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