Method, device and storage medium for handling tire transient instability

Abstract

The application provides a tire transient instability processing method and device and a storage medium, relates to the tire vibration analysis technical field, and comprises the following steps: acquiring driving condition data of a tire, wherein the driving condition data comprises a rolling angular velocity, a vertical load and a dynamic unbalance eccentric moment; inputting the rolling angular velocity and the vertical load into a transient dynamics model to obtain a dynamic unbalance eccentric moment threshold value of tire transient instability, wherein the transient dynamics model is used for reflecting the corresponding relationship between the rolling angular velocity and the vertical load and the dynamic unbalance eccentric moment threshold value; and determining that the tire transient instability occurs when the dynamic unbalance eccentric moment is greater than or equal to the dynamic unbalance eccentric moment threshold value. According to the real-time driving condition data of the tire, the dynamic unbalance eccentric moment threshold value of tire transient instability is obtained through the transient dynamics model, the influence of the driving condition and the vertical load of the tire on the transient dynamics behavior of the tire is fully considered, the threshold value determination result is more accurate, and the safety and stability of the vehicle can be significantly improved.

Description

Technical Field

[0001] This application relates to the field of tire vibration analysis technology, and in particular to a method, apparatus and storage medium for handling tire transient instability. Background Technology

[0002] With the improvement of living standards, users have placed higher demands on vehicle dynamic performance. During vehicle service, tire dynamic imbalance may occur due to uneven tire mass distribution, rim installation errors, and deformation. Tire dynamic imbalance accelerates tire wear, reduces tire lifespan, and may induce front wheel shimmy and steering wheel vibration, thus affecting vehicle driving safety and ride comfort. Therefore, exploring the transient dynamic behavior of tires induced by tire dynamic imbalance and identifying the potential risks of transient instability are extremely important for improving vehicle driving stability and safety.

[0003] To monitor whether a tire is in a dynamic balance state, a tire dynamic balance monitoring scheme has been proposed: when the vibration amplitude of the tire is detected to be greater than a set threshold, a tire imbalance signal is sent.

[0004] However, the above-mentioned tire dynamic balance monitoring scheme cannot fully reflect the transient instability characteristics of tires under different driving conditions, and has the problem of low accuracy. Summary of the Invention

[0005] This application provides a method, apparatus, and storage medium for handling tire transient instability, in order to solve the problem of low accuracy in determining tire transient instability.

[0006] In a first aspect, this application provides a method for handling tire transient instability, comprising: acquiring tire driving condition data, including rolling angular velocity, vertical load, and dynamic unbalance eccentric moment; inputting the rolling angular velocity and vertical load into a transient dynamics model to obtain a dynamic unbalance eccentric moment threshold for tire transient instability, wherein the transient dynamics model is used to reflect the correspondence between the rolling angular velocity and vertical load and the dynamic unbalance eccentric moment threshold; and determining tire transient instability when the dynamic unbalance eccentric moment is greater than or equal to the dynamic unbalance eccentric moment threshold.

[0007] Optionally, the rolling angular velocity and vertical load are input into the transient dynamics model to obtain the dynamic unbalanced eccentric moment threshold for tire transient instability. This includes: inputting the rolling angular velocity and vertical load into the transient dynamics model and calibrating the value of the dynamic unbalanced eccentric moment in the transient dynamics model to 0, thereby obtaining the tire's sway angle modal angular frequency; and determining the dynamic unbalanced eccentric moment threshold for tire transient instability based on the sway angle modal angular frequency and the transient dynamics model.

[0008] Optionally, the rolling angular velocity and vertical load are input into the transient dynamic model, and the value of the dynamic unbalanced eccentric moment in the transient dynamic model is calibrated to 0 to obtain the tire's sway modal angular frequency. This includes: constructing the Jacobian matrix of the tire under driving conditions based on the transient dynamic model; obtaining the characteristic equation of the tire's dynamic system without external excitation based on the Jacobian matrix; solving the characteristic equation, and determining the absolute value of the eigenvalue of the smallest non-zero imaginary part in the solution result as the sway modal angular frequency.

[0009] Optionally, based on the angular frequency of the sway angle mode and the transient dynamic model, the threshold of the dynamic unbalance eccentric moment for tire transient instability is determined, including: constructing a complex variable function based on the angular frequency of the sway angle mode; inputting the complex variable function and its conjugate function into the transient dynamic model to obtain the slow-varying dynamic flow equation of the tire system; and obtaining the threshold of the dynamic unbalance eccentric moment for tire transient instability based on the slow-varying dynamic flow equation.

[0010] Optionally, the threshold of the dynamic unbalanced eccentric moment for tire transient instability is obtained based on the slow-varying dynamic flow equation, including: obtaining the equilibrium point equation of the tire system and the periodic solution characteristic equation of the tire system under dynamic unbalanced excitation based on the slow-varying dynamic flow equation and the nonlinear dynamic bifurcation theory; and obtaining the threshold of the eccentric moment for tire transient instability based on the equilibrium point equation and the periodic solution characteristic equation.

[0011] Optionally, the transient dynamics model is established based on the following formula:

[0012]

[0013] F y =d1F z0 α+d1F z0 α 3 Formula 3

[0014] Where m0 represents the total mass of the tire assembly, y represents the lateral displacement of the tire, θ represents the sway angle of the tire about the kingpin axis, b represents the lateral distance from the tire's center of mass to the kingpin axis, c1 represents the lateral damping of the vehicle frame on which the tire is located, k1 represents the lateral stiffness of the vehicle frame on which the tire is located, and F y This represents the tire lateral force. d1 and d2 are coefficients used to define the nonlinear relationship between the tire lateral force and the slip angle. F z0 Let represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, k2 represent the equivalent angular stiffness of the tire assembly about its kingpin, and M represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, and k2 represent the equivalent angular stiffness of the tire assembly about its kingpin. Z M represents the tire return torque. Z =F y n, where n represents the tire aerodynamic trail, M uM represents the component of the tire's dynamic unbalance torque about the kingpin center. u =M t sin(Ωt), M t M represents the eccentric torque indicating tire dynamic imbalance. t =m0r x r y Ω 2 r x It is the longitudinal eccentricity of the tire dynamic imbalance, r y Ω represents the lateral eccentricity of the tire's dynamic imbalance, t represents the tire's rolling angular velocity, and t represents time. The transient dynamic constraint relationship between θ and α is:

[0015]

[0016] Where σ represents the slack length of the tire, v represents the vehicle speed, v = Ωr, and r represents the radius of the tire.

[0017] Optionally, after determining tire transient instability, the method further includes: issuing a warning signal to characterize tire transient instability.

[0018] Secondly, this application provides a tire transient instability processing device, comprising: an acquisition module for acquiring tire driving condition data, including rolling angular velocity, vertical load, and dynamic unbalance eccentric torque; an input module for inputting the rolling angular velocity and vertical load into a transient dynamics model to obtain a dynamic unbalance eccentric torque threshold for tire transient instability, the transient dynamics model reflecting the correspondence between the rolling angular velocity and vertical load and the dynamic unbalance eccentric torque threshold; and a determination module for determining tire transient instability when the dynamic unbalance eccentric torque is greater than or equal to the dynamic unbalance eccentric torque threshold.

[0019] Thirdly, this application provides an electronic device, including: a memory and a processor; the memory for storing program instructions; and the processor for calling the program instructions to execute a tire transient instability processing method as provided in any of the first aspects above.

[0020] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the tire transient instability handling method as provided in any of the first aspects above.

[0021] Fifthly, this application provides a computer program product, including a computer program; when the computer program is executed, it implements the tire transient instability handling method provided in the first aspect above.

[0022] The tire transient instability handling method, apparatus, and storage medium provided in this application acquire tire driving condition data, including rolling angular velocity, vertical load, and dynamic imbalance eccentric moment. The rolling angular velocity and vertical load are input into a transient dynamics model to obtain a dynamic imbalance eccentric moment threshold for tire transient instability. The transient dynamics model reflects the correspondence between rolling angular velocity, vertical load, and the dynamic imbalance eccentric moment threshold. When the dynamic imbalance eccentric moment is greater than or equal to the threshold, tire transient instability is determined. This application obtains the dynamic imbalance eccentric moment threshold for tire transient instability based on multiple real-time tire driving condition data through a transient dynamics model, fully considering the influence of tire driving conditions and vertical load on tire transient dynamic behavior. The threshold determination result is more accurate, significantly improving vehicle safety and stability. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0024] Figure 1 This is a schematic diagram illustrating an application scenario provided in the embodiments of this application;

[0025] Figure 2 A schematic flowchart illustrating the tire transient instability handling method provided in this application embodiment;

[0026] Figure 3 This is a schematic diagram of a tire dynamics model under dynamic unbalanced excitation provided in an embodiment of this application;

[0027] Figure 4 This is a schematic diagram of the transient dynamic bifurcation characteristics and instability boundary of a tire provided in an embodiment of this application;

[0028] Figure 5 A schematic diagram of the tire transient instability handling device provided in the embodiments of this application;

[0029] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0030] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0031] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0032] Figure 1 This is a schematic diagram illustrating an application scenario provided in an embodiment of this application. For example... Figure 1 As shown, this application scenario involves a signal acquisition unit 101, an electronic control unit 102, and a notification unit 103.

[0033] The signal acquisition unit 101 is used to acquire various driving condition parameters of the tire. The signal acquisition unit 101 may include one or more sensors, which may be placed near the tire or at other locations where the required parameters can be acquired. In the same vehicle, different tires may each have one or more signal acquisition units 101 installed. The signal acquisition unit 101 may also include a signal processing unit, which is used to perform calculations or corrections on one or more acquired parameters. Multiple signal processing units may also be present.

[0034] The electronic control unit 102 is used to determine whether the tire is in an unstable state based on various tire parameters. For example, the electronic control unit 102 may be a vehicle electronic control unit (ECU). The electronic control unit 102 is capable of receiving parameters output from the signal acquisition unit 101 and has the ability to perform certain calculations on these parameters.

[0035] The notification unit 103 is used to present the determination result of whether the tire is unstable. The notification unit 103 can receive control signals output by the electronic control unit 102 and present different results according to different control signals. For example, the notification unit 103 can be configured to have a display screen that can display information about whether the tire is unstable or not. The notification unit 103 can also be configured to include an indicator light, which is off when the tire is not unstable and flashes when the tire is unstable. The main function of the notification unit 103 is to remind the user to pay attention to the dynamic imbalance of the tire in a timely manner so as to take appropriate corrective action.

[0036] During vehicle operation, while the tires are in driving condition, the signal acquisition unit 101 periodically collects various tire parameters and outputs these parameters to the electronic control unit 102. The electronic control unit 102 receives these parameters, performs certain calculations on them, and determines whether the tire is dynamically unbalanced based on the results. It then outputs the determination result to the notification unit 103. The notification unit 103 presents the determination result, especially when tire instability is determined.

[0037] Based on the above, this application proposes a method for handling tire transient instability. It establishes a tire dynamics model considering dynamic imbalance excitation, using tire rolling angular velocity and vertical load as inputs. The tire sway angle modal angular frequency is calculated using the system Jacobian matrix. Then, using tire rolling angular velocity and vertical load as inputs, the slowly varying dynamic flow of the system at the resonant frequency is solved using the complex variable-average method, thereby obtaining the system equilibrium point equation and characteristic equation. Finally, based on nonlinear dynamic bifurcation theory, the tire transient instability condition is obtained. When the real-time parameters of the tire exceed this transient instability condition, a tire dynamic imbalance correction prompt is issued, thereby ensuring the smooth and safe operation of the vehicle.

[0038] The tire transient instability handling method provided in this application will be described in detail below with reference to application scenarios and specific embodiments.

[0039] Figure 2 This is a schematic flowchart illustrating the tire transient instability handling method provided in an embodiment of this application. Figure 2 As shown, the processing method includes:

[0040] S201: Obtain tire operating condition data, including rolling angular velocity, vertical load, and dynamic unbalanced eccentric torque.

[0041] Tire operating condition data can be collected using a signal acquisition unit and output to the electronic control unit (ECU). The ECU then obtains the tire operating condition data from the signal acquisition unit. For example, the tire's rolling angular velocity can be collected using a wheel speed sensor (WPSS). The WPSS can be mounted on the wheel, or it can be mounted in the final drive or transmission.

[0042] For example, the rolling angular velocity of a tire can also be determined based on the vehicle's speed and the tire's radius. Specifically, the ratio of the vehicle's speed to the tire's radius is determined as the tire's rolling angular velocity, where the vehicle's speed can be collected using a vehicle speed sensor.

[0043] The signal acquisition unit can periodically acquire tire driving condition data, and its acquisition cycle can be adjusted according to the actual application scenario. It can also respond to the input detection command to trigger the step of acquiring tire driving condition data. For example, the user can input a detection command to the electronic control unit to detect tire stability. In response to the detection command, the electronic control unit sends a signal acquisition command to the signal acquisition unit to control the signal acquisition unit to acquire driving condition data once or multiple times in a row.

[0044] S202: Input the rolling angular velocity and vertical load into the transient dynamic model to obtain the dynamic unbalanced eccentric moment threshold of tire transient instability. The transient dynamic model is used to reflect the correspondence between the rolling angular velocity and vertical load and the dynamic unbalanced eccentric moment threshold.

[0045] The dynamic imbalance eccentricity moment threshold refers to the boundary value of the dynamic imbalance eccentricity moment that causes tire instability. If the real-time dynamic imbalance eccentricity moment of the tire exceeds the dynamic imbalance eccentricity moment threshold, it indicates that the tire is in an unstable state. If the real-time dynamic imbalance eccentricity moment of the tire does not exceed the dynamic imbalance eccentricity moment threshold, it indicates that the tire is in a stable motion state.

[0046] The transient dynamics model can perform certain calculations on the input rolling angular velocity and vertical load, and output the dynamic unbalanced eccentricity moment threshold. In a specific embodiment, taking the left front wheel of a vehicle as an example, a tire dynamics model is established. Figure 3 This is a schematic diagram of a tire dynamics model under dynamic imbalance excitation provided in an embodiment of this application. Figure 3 As shown, the dynamic model includes a tire 301, a tire kingpin center 302, and a frame 303. The dynamic model mainly includes two degrees of freedom: the lateral motion of the tire and the oscillation of the tire around its kingpin.

[0047] Therefore, the transient dynamic model can be established based on the following formulas (Formulas 1 to 4):

[0048]

[0049] F y =d1F z0 α+d1F z0 α 3 Formula 3

[0050] Where m0 represents the total mass of the tire assembly, y represents the lateral displacement of the tire, θ represents the sway angle of the tire about the kingpin axis, b represents the lateral distance from the tire's center of mass to the kingpin axis, c1 represents the lateral damping of the vehicle frame on which the tire is located, k1 represents the lateral stiffness of the vehicle frame on which the tire is located, and F yThis represents the tire lateral force. d1 and d2 are coefficients used to define the nonlinear relationship between the tire lateral force and the slip angle. F z0 Let represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, k2 represent the equivalent angular stiffness of the tire assembly about its kingpin, and M represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, and k2 represent the equivalent angular stiffness of the tire assembly about its kingpin. Z M represents the tire return torque. Z =F y n, where n represents the tire aerodynamic trail, M u M represents the component of the tire's dynamic unbalance torque about the kingpin center. u =M t sin(Ωt), M t M represents the eccentric torque indicating tire dynamic imbalance. t =m0r x r y Ω 2 r x It is the longitudinal eccentricity of the tire dynamic imbalance, r y Ω represents the lateral eccentricity of the tire's dynamic imbalance, t represents the tire's rolling angular velocity, and t represents time. The transient dynamic constraint relationship between θ and α is:

[0051]

[0052] Where σ represents the slack length of the tire, v represents the vehicle speed, v = Ωr, and r represents the radius of the tire.

[0053] In other embodiments, other transient dynamic models can be used to reflect the correspondence between rolling angular velocity and vertical load and dynamic unbalanced eccentric moment threshold.

[0054] S203: When the dynamic unbalanced eccentric torque is greater than or equal to the dynamic unbalanced eccentric torque threshold, the tire is determined to be in transient instability.

[0055] After obtaining the dynamic unbalanced eccentricity moment threshold using S202, the real-time dynamic unbalanced eccentricity moment of the tire under driving conditions obtained in S201 is compared with the dynamic unbalanced eccentricity moment threshold. If the comparison result shows that the dynamic unbalanced eccentricity moment is greater than or equal to the dynamic unbalanced eccentricity moment threshold, it is determined that the tire is in an unstable state and there is a safety hazard.

[0056] Optionally, after determining tire transient instability, the process may further include: issuing a warning signal to characterize the tire transient instability. The warning signal may be displayed on a visual device or manifested as a flashing light; there is no limitation on this. Optionally, the warning signal may also be a warning signal issued to correct the tire transient instability.

[0057] In this embodiment, tire driving condition data, including rolling angular velocity, vertical load, and dynamic unbalance eccentric moment, is acquired. The rolling angular velocity and vertical load are input into a transient dynamics model to obtain a threshold value for the dynamic unbalance eccentric moment that causes transient tire instability. The transient dynamics model reflects the correspondence between the rolling angular velocity, vertical load, and the threshold value. When the dynamic unbalance eccentric moment is greater than or equal to the threshold value, tire transient instability is determined. This embodiment, based on real-time multiple driving condition data of the tire, obtains the threshold value for the dynamic unbalance eccentric moment that causes transient tire instability through a transient dynamics model. It fully considers the influence of tire driving conditions and vertical load on the tire's transient dynamic behavior, resulting in a more accurate threshold value determination and significantly improving vehicle safety and stability.

[0058] Based on the above embodiments, optionally, the rolling angular velocity and vertical load are input into the transient dynamics model to obtain the dynamic unbalanced eccentric moment threshold for tire transient instability, including: inputting the rolling angular velocity and vertical load into the transient dynamics model, calibrating the value of the dynamic unbalanced eccentric moment in the transient dynamics model to 0, and obtaining the tire's sway angle modal angular frequency; determining the dynamic unbalanced eccentric moment threshold for tire transient instability based on the sway angle modal angular frequency and the transient dynamics model.

[0059] Optionally, the rolling angular velocity and vertical load are input into the transient dynamic model, and the value of the dynamic unbalanced eccentric moment in the transient dynamic model is calibrated to 0 to obtain the tire's sway modal angular frequency. This includes: constructing the Jacobian matrix of the tire under driving conditions based on the transient dynamic model; obtaining the characteristic equation of the tire's dynamic system without external excitation based on the Jacobian matrix; solving the characteristic equation, and determining the absolute value of the eigenvalue of the smallest non-zero imaginary part in the solution result as the sway modal angular frequency.

[0060] Taking the transient dynamics model established according to Formulas 1 to 4 as an example, the Jacobian matrix of the tire under driving conditions is constructed based on the transient dynamics model, including: introducing variables into Formulas 1 to 4. The differential equations of the tire dynamics system shown in Equations 1 to 4 are transformed into a state matrix:

[0061]

[0062] Take the partial derivative of the state matrix with respect to x:

[0063]

[0064] Among them, [U] i×j Let represent the Jacobian matrix, where i and j represent the index, i,j = 1, 2, ..., 5.

[0065] Based on the state matrix shown in Formula 6, the Jacobian matrix U of the tire's state matrix under driving conditions is obtained. Then, U is substituted into the following formula:

[0066] det|U-λI|=0, Formula 7

[0067] Where λ represents the eigenvalues ​​related to tire performance, and I represents the identity matrix. According to Formula 7, the characteristic equation of the tire dynamics system under no external excitation is obtained as follows:

[0068] β5λ 5 +β4λ 4 +β3λ 3 +β2λ 2 +β1λ+β0=0. Formula Eight

[0069] Where β0~β5 represent the eigenvalues ​​of the tire dynamics system. By solving Formula 8, the system eigenvalues ​​can be obtained. In the solution, for the eigenvalues ​​with non-zero imaginary parts, the absolute value of the imaginary part of the complex eigenvalues ​​is the two modal angular frequencies ω1 and ω2 of the tire dynamics system. Since the tire sway angle frequency is relatively small compared to its lateral motion frequency, the tire sway angle modal angular frequency is determined to be ω1. s =min(ω1,ω2).

[0070] Optionally, based on the angular frequency of the sway angle mode and the transient dynamic model, the threshold of the dynamic unbalance eccentric moment for tire transient instability is determined, including: constructing a complex variable function based on the angular frequency of the sway angle mode; inputting the complex variable function and its conjugate function into the transient dynamic model to obtain the slow-varying dynamic flow equation of the tire system; and obtaining the threshold of the dynamic unbalance eccentric moment for tire transient instability based on the slow-varying dynamic flow equation.

[0071] To analyze the bifurcation characteristics of the tire system under dynamic unbalance excitation, complex variables are introduced. Taking the transient dynamic model established according to Equations 1-4 as an example, firstly, complex variables Φ1-Φ3 are introduced. Based on the angular frequencies of the swing angle modal, a complex variable function is constructed, including: based on the modal parameter ω... s Construct the following complex variables:

[0072]

[0073] Where e is the natural exponent, i is the imaginary unit, and Ψ1 to Ψ3 represent complex variable functions.

[0074] Substituting the complex variable function and its conjugate function into the transient dynamic model yields the slowly varying dynamic flow equations for the tire system, which may include: The conjugate function of the complex variable function is obtained according to Equation Nine:

[0075]

[0076] The asterisk (*) in the upper right corner of each variable indicates conjugation.

[0077] By inputting the complex variable function and its conjugate function into the transient dynamics model, the slowly varying dynamic flow equations of the tire system can be obtained. This can include substituting the complex variables shown in Equation 9 and the conjugate variables shown in Equation 10 into the transient dynamics model (Equations 1-4) to extract... By applying coefficients, we obtain the slow-varying dynamic flow equations for the tire system:

[0078]

[0079] in, k0=d1F z0 ,k0 c =d2F z0 ;

[0080]

[0081] Among them, J h =J-m0b 2 ,

[0082]

[0083] Optionally, the threshold of the dynamic unbalanced eccentric moment for tire transient instability is obtained based on the slow-varying dynamic flow equation, including: obtaining the slow-varying dynamic flow equilibrium point equation of the tire system and the periodic solution characteristic equation of the tire system under dynamic unbalanced excitation based on the slow-varying dynamic flow equation and the nonlinear dynamic bifurcation theory; and obtaining the threshold of the eccentric moment for tire transient instability based on the equilibrium point equation and the periodic solution characteristic equation.

[0084] Taking the slowly varying dynamic flow equations shown in formulas 11-13 as an example, the slowly varying dynamic flow equilibrium point equation of the tire system can be obtained based on these equations, which may include: Let Substituting into formulas 11-13, we obtain the equilibrium point equations for the slowly varying dynamic flow of the tire system:

[0085] ρ3Z 3 +ρ2Z 2 +ρ1Z+ρ=0, Formula Fourteen

[0086] Where Z = |Φ3| 2 ρ1, ρ2 and ρ3 are coefficients related to tire properties.

[0087] To study the stability of the periodic solution of the tire system under dynamic unbalanced excitation, a small perturbation is introduced near the equilibrium point. First, the perturbation function of the tire system near the equilibrium point is established:

[0088]

[0089] Where, Φ 10 ~Φ 30 δ1 to δ3 represent the equilibrium points of solutions in each period, and δ1 to δ3 represent small perturbations near the equilibrium points of solutions in each period.

[0090] Based on the slowly varying dynamic flow equation, the characteristic equation of the periodic solution of the tire system under dynamic imbalance excitation can be obtained, which may include: substituting the disturbance function into the slowly varying dynamic flow equation shown in formulas 11-13, and retaining the linear terms, the disturbance equation can be obtained as follows:

[0091]

[0092]

[0093] Taking the conjugate of the above equation and combining them, we can obtain the characteristic equation of the periodic solution of the tire system under dynamic unbalanced excitation as follows:

[0094] ζ1μ 4 +ζ2μ 3 +ζ3μ 2 +ζ4μ+ζ5=0, Formula Nineteen

[0095] Among them, ζ1~ζ5 are parameters related to tire properties and periodic solutions, and μ represents the eigenvalue of the periodic solution.

[0096] Based on the equilibrium point equation and the periodic solution characteristic equation, the eccentric moment threshold for tire transient instability is obtained, including: solving the equilibrium point equation and the periodic solution characteristic equation simultaneously, i.e., solving formulas fourteen and nineteen simultaneously, yields:

[0097]

[0098] Take M t1 and M t2 The minimum median value is used as the threshold for eccentric moment in tire transient instability.

[0099] In one specific embodiment, the rolling angular velocity of the tire and the vertical load are respectively taken as:

[0100] Ω = 57.14 rad / s, F z0 =4700N. The calibration parameters in the tire's transient dynamic model are m0 = 15kg, J = 0.48kg·m. 2 , c1=220N·s / m, c2=68N·m·s / rad, k1=150000N / m, k2=25000N / m, n=0.05m, b=0.2m, σ=0.6m, r=0.35m, d1=-9.01rad -1 d2 = 171.02 rad-3 Based on the above transient dynamics model, the eccentric moment threshold for tire transient instability can be obtained as: M t1 = 11.22 N·m, M t2 = 12.94 N·m.

[0101] Figure 4 This diagram illustrates the transient dynamic bifurcation characteristics and instability boundary of a tire, as provided in an embodiment of this application. It shows the results of the system's periodic bifurcation characteristics. The horizontal axis M in the diagram represents the system's periodic bifurcation characteristics. t (N·m) represents the eccentric torque, and the vertical axis θ (rad) represents the tire's sway angle around the kingpin axis. For example... Figure 4 As shown, in M t1 and M t2 Between the two boundaries, the tire system exhibits saddle-joint bifurcation and Hope bifurcation phenomena. At this point, the tire dynamics system experiences dangerous amplitude jumps, causing a sharp increase in tire rotation amplitude after being subjected to significant external disturbances. This poses a serious threat to vehicle driving safety. Therefore, the smaller value M at the system dynamics bifurcation point is chosen. t1 As the threshold of eccentric moment for tire transient instability.

[0102] The above embodiments provide a detailed description of the tire transient instability handling method provided in this application. The tire transient instability handling device, electronic device, storage medium, and program product provided in the embodiments of this application will be explained in detail below.

[0103] Figure 5 This is a schematic diagram of the tire transient instability handling device provided in an embodiment of this application. Figure 5 As shown, the processing apparatus 500 includes:

[0104] The acquisition module 501 is used to acquire tire driving condition data, including rolling angular velocity, vertical load and dynamic unbalanced eccentric torque.

[0105] Input module 502 is used to input the rolling angular velocity and vertical load into the transient dynamic model to obtain the dynamic unbalanced eccentric moment threshold of tire transient instability. The transient dynamic model is used to reflect the correspondence between the rolling angular velocity and vertical load and the dynamic unbalanced eccentric moment threshold.

[0106] The determination module 503 is used to determine the transient instability of the tire when the dynamic unbalanced eccentric torque is greater than or equal to the dynamic unbalanced eccentric torque threshold.

[0107] Optionally, the input module 502 can be used to: input the rolling angular velocity and vertical load into the transient dynamic model, calibrate the value of the dynamic unbalanced eccentric moment in the transient dynamic model to 0, and obtain the tire's sway angle modal angular frequency; and determine the threshold of the dynamic unbalanced eccentric moment for tire transient instability based on the sway angle modal angular frequency and the transient dynamic model.

[0108] Optionally, the input module 502 includes a first determining module, which can be used to: construct the Jacobian matrix of the tire under driving conditions based on the transient dynamic model; obtain the characteristic equation of the dynamic system of the tire under no external excitation based on the Jacobian matrix; solve the characteristic equation, and determine the absolute value of the eigenvalue of the smallest non-zero imaginary part in the solution result as the angular frequency of the swing angle mode.

[0109] Optionally, the input module 502 includes a second determining module, which can be used to: construct a complex variable function based on the angular frequency of the swing angle mode; input the complex variable function and its conjugate function into the transient dynamic model to obtain the slow-varying dynamic flow equation of the tire system; and obtain the dynamic unbalanced eccentricity moment threshold of the tire transient instability based on the slow-varying dynamic flow equation.

[0110] Optionally, the second determining module can also be used to: obtain the equilibrium point equation of the slow-varying dynamic flow of the tire system and the periodic solution characteristic equation of the tire system under dynamic imbalance excitation based on the slow-varying dynamic flow equation and the nonlinear dynamic bifurcation theory; and obtain the eccentric torque threshold of the tire transient instability based on the equilibrium point equation and the periodic solution characteristic equation.

[0111] Optionally, the transient dynamics model is established based on the following formula:

[0112]

[0113]

[0114] F y =d1F z0 α+d1F z0 α 3 Formula 3

[0115] Where m0 represents the total mass of the tire assembly, y represents the lateral displacement of the tire, θ represents the sway angle of the tire about the kingpin axis, b represents the lateral distance from the tire's center of mass to the kingpin axis, c1 represents the lateral damping of the vehicle frame on which the tire is located, k1 represents the lateral stiffness of the vehicle frame on which the tire is located, and F y This represents the tire lateral force. d1 and d2 are coefficients used to define the nonlinear relationship between the tire lateral force and the slip angle. F z0Let represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, k2 represent the equivalent angular stiffness of the tire assembly about its kingpin, and M represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, and k2 represent the equivalent angular stiffness of the tire assembly about its kingpin. Z M represents the tire return torque. Z =F y n, where n represents the tire aerodynamic trail, M u M represents the component of the tire's dynamic unbalance torque about the kingpin center. u =M t sin(Ωt), M t M represents the eccentric torque indicating tire dynamic imbalance. t =m0r x r y Ω 2 r x It is the longitudinal eccentricity of the tire dynamic imbalance, r y Ω represents the lateral eccentricity of the tire's dynamic imbalance, t represents the tire's rolling angular velocity, and t represents time. The transient dynamic constraint relationship between θ and α is:

[0116]

[0117] Where σ represents the slack length of the tire, v represents the vehicle speed, v = Ωr, and r represents the radius of the tire.

[0118] Optionally, the processing device 500 also includes a warning module, which can be used to: issue a warning signal to characterize the tire transient instability after determining that the tire has transient instability, or issue a warning signal to correct the tire transient instability.

[0119] The device provided in this application embodiment can be used to perform the above-described tire transient instability handling method. Its implementation and technical effects are similar, and will not be described again here.

[0120] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 600 includes: a processor 601, a memory 602, a communication interface 603, and a system bus 604.

[0121] The memory 602 and the communication interface 603 are connected to the processor 601 via the system bus 604 and communicate with each other. The memory 602 is used to store computer execution instructions, the communication interface 603 is used to communicate with other devices, and the processor 601 is used to execute the computer execution instructions to implement the tire transient instability handling method as described in the above method embodiment.

[0122] Specifically, processor 601 may include one or more processing units. For example, processor 601 may be a CPU, a Digital Signal Processing (DSP), an Application Specific Integrated Circuit (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0123] The memory 602 can be used to store program instructions. The memory 602 may include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function (such as sound playback), etc. The data storage area may store data created during the use of the electronic device 600 (such as audio data), etc. Furthermore, the memory 602 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, Universal Flash Storage (UFS), etc. The processor 601 executes various functional applications and data processing of the electronic device 600 by running the program instructions stored in the memory 602.

[0124] Communication interface 603 can provide solutions for wireless communication, including 2G / 3G / 4G / 16G, applied to electronic device 600. Communication interface 603 can receive electromagnetic waves via an antenna, and perform filtering, amplification, and other processing on the received electromagnetic waves before transmitting them to a modem processor for demodulation. Communication interface 603 can also amplify the signal modulated by the modem processor and radiate it as electromagnetic waves via the antenna. In some embodiments, at least some functional modules of communication interface 603 can be housed in processor 601. In some embodiments, at least some functional modules of communication interface 603 and at least some modules of processor 601 can be housed in the same device.

[0125] The system bus 604 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This system bus 604 can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0126] It should be noted that the number of memory units 602 and processor units 601 is not limited in this embodiment; each can be one or more. Figure 6 The illustration shows an example; the memory 602 and the processor 601 can be connected via wired or wireless means, such as a bus connection. In practical applications, the electronic device 600 can be various forms of computers or mobile terminals. Computers include, for example, laptops, desktop computers, workbenches, servers, blade servers, mainframe computers, etc.; mobile terminals include, for example, personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices.

[0127] The electronic device in this embodiment can be used to execute the technical solutions in the above method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0128] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the tire transient instability handling method in the above-described method embodiments.

[0129] This application also provides a computer program product, including a computer program; when the computer program is executed, it implements a solution for handling tire transient instability as described in the above method embodiments.

[0130] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0131] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for handling tire transient instability, characterized in that, include: Acquire tire driving condition data, including rolling angular velocity, vertical load, and dynamic unbalanced eccentric torque; The rolling angular velocity and the vertical load are input into the transient dynamic model to obtain the dynamic unbalanced eccentric moment threshold of tire transient instability. The transient dynamic model is used to reflect the correspondence between the rolling angular velocity and the vertical load and the dynamic unbalanced eccentric moment threshold. When the dynamic unbalanced eccentric torque is greater than or equal to the dynamic unbalanced eccentric torque threshold, the tire is determined to be in transient instability. The transient dynamic model is established based on the following formula: F y =d1F z0 α+d1F z0 α 3 Formula 3 Where m0 represents the total mass of the tire assembly, y represents the lateral displacement of the tire, θ represents the sway angle of the tire about the kingpin axis, b represents the lateral distance from the tire's center of mass to the kingpin axis, c1 represents the lateral damping of the vehicle frame on which the tire is located, k1 represents the lateral stiffness of the vehicle frame on which the tire is located, and F y This represents the tire lateral force. d1 and d2 are coefficients used to define the nonlinear relationship between the tire lateral force and the slip angle. F z0 Let represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, k2 represent the equivalent angular stiffness of the tire assembly about its kingpin, and M represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, and k2 represent the equivalent angular stiffness of the tire assembly about its kingpin. Z M represents the tire return torque. Z =F y n, where n represents the tire aerodynamic trail, M u M represents the component of the tire's dynamic imbalance torque about the kingpin center. u =M t sin(Ωt), M t M represents the eccentric torque indicating tire dynamic imbalance. t =m0r x r y Ω 2 r x It is the longitudinal eccentricity of the tire dynamic imbalance, r y Ω represents the lateral eccentricity of the tire's dynamic imbalance, t represents the tire's rolling angular velocity, and t represents time. The transient dynamic constraint relationship between θ and α is: Where σ represents the slack length of the tire, v represents the vehicle speed, v = Ωr, and r represents the radius of the tire.

2. The processing method according to claim 1, characterized in that, The step of inputting the rolling angular velocity and the vertical load into the transient dynamic model to obtain the dynamic unbalance eccentricity moment threshold for tire transient instability includes: The rolling angular velocity and the vertical load are input into the transient dynamic model, and the value of the dynamic unbalanced eccentric torque in the transient dynamic model is calibrated to 0 to obtain the tire's yaw modal angular frequency. Based on the swing angle mode angular frequency and the transient dynamic model, the threshold of dynamic unbalanced eccentric torque for tire transient instability is determined.

3. The processing method according to claim 2, characterized in that, The step of inputting the rolling angular velocity and the vertical load into the transient dynamic model, and calibrating the value of the dynamic unbalanced eccentric moment in the transient dynamic model to 0, to obtain the tire's yaw modal angular frequency, includes: Based on the transient dynamics model, construct the Jacobian matrix of the tire under the driving conditions; Based on the Jacobian matrix, the characteristic equation of the dynamic system of the tire under no external excitation is obtained; Solve the characteristic equation, and determine the absolute value of the eigenvalue with the smallest non-zero imaginary part in the solution result as the angular frequency of the swing angle mode.

4. The processing method according to claim 2, characterized in that, The step of determining the dynamic unbalance eccentricity moment threshold for tire transient instability based on the swing angle modal angular frequency and the transient dynamic model includes: Based on the angular frequency of the swing angle mode, a complex variable function is constructed; By inputting the complex variable function and its conjugate function into the transient dynamic model, the slow-varying dynamic flow equation of the tire system is obtained; Based on the slow-varying dynamic flow equation, the threshold of dynamic unbalanced eccentric torque for tire transient instability is obtained.

5. The processing method according to claim 4, characterized in that, The step of obtaining the dynamic unbalanced eccentricity moment threshold for tire transient instability based on the slowly varying dynamic flow equation includes: Based on the slow-varying dynamic flow equation and the nonlinear dynamic bifurcation theory, the slow-varying dynamic flow equilibrium point equation of the tire system and the periodic solution characteristic equation of the tire system under dynamic unbalance excitation are obtained. Based on the equilibrium point equation and the periodic solution characteristic equation, the eccentric torque threshold for the transient instability of the tire is obtained.

6. The processing method according to any one of claims 1 to 5, characterized in that, After determining tire transient instability, the process also includes issuing a warning signal to characterize tire transient instability.

7. A device for handling tire transient instability, characterized in that, include: The acquisition module is used to acquire tire driving condition data, including rolling angular velocity, vertical load, and dynamic unbalanced eccentric torque. The input module is used to input the rolling angular velocity and the vertical load into the transient dynamic model to obtain the dynamic unbalanced eccentric moment threshold of the tire transient instability. The transient dynamic model is used to reflect the correspondence between the rolling angular velocity and the vertical load and the dynamic unbalanced eccentric moment threshold. The determination module is used to determine tire transient instability when the dynamic unbalance eccentric torque is greater than or equal to the dynamic unbalance eccentric torque threshold. The transient dynamic model is established based on the following formula: F y =d1F z0 α+d1F z0 α 3 Formula 3 Where m0 represents the total mass of the tire assembly, y represents the lateral displacement of the tire, θ represents the sway angle of the tire about the kingpin axis, b represents the lateral distance from the tire's center of mass to the kingpin axis, c1 represents the lateral damping of the vehicle frame on which the tire is located, k1 represents the lateral stiffness of the vehicle frame on which the tire is located, and F y This represents the tire lateral force. d1 and d2 are coefficients used to define the nonlinear relationship between the tire lateral force and the slip angle. F z0 Let represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, k2 represent the equivalent angular stiffness of the tire assembly about its kingpin, and M represent the vertical load on the tire, α represent the slip angle, J represent the moment of inertia of the tire assembly about its kingpin, c2 represent the equivalent angular damping of the tire assembly about its kingpin, and k2 represent the equivalent angular stiffness of the tire assembly about its kingpin. Z M represents the tire return torque. Z =F y n, where n represents the tire aerodynamic trail, M u M represents the component of the tire's dynamic imbalance torque about the kingpin center. u =M t sin(Ωt), M t M represents the eccentric torque indicating tire dynamic imbalance. t =m0r x r y Ω 2 r x It is the longitudinal eccentricity of the tire dynamic imbalance, r y Ω represents the lateral eccentricity of the tire's dynamic imbalance, t represents the tire's rolling angular velocity, and t represents time. The transient dynamic constraint relationship between θ and α is: Where σ represents the slack length of the tire, v represents the vehicle speed, v = Ωr, and r represents the radius of the tire.

8. An electronic device, characterized in that, include: Memory, processor; The memory is used to store program instructions; The processor is configured to invoke the program instructions to execute the tire transient instability handling method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the tire transient instability handling method as described in any one of claims 1 to 6.

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