Tire cavity noise reduction method, device, electronic device and storage medium

Abstract

The present invention relates to a tire cavity noise reduction method, device, electronic device, and storage medium. The method comprises: determining a primary transmission path of force in a vehicle's suspension system when a wheel center is subjected to force; determining the functional performance of hardware located in the primary transmission path; and, if the functional performance does not meet preset functional requirements, adjusting the hardware's properties to reduce tire cavity noise. The present invention effectively reduces tire cavity noise.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a tire cavity noise reduction method, device, electronic equipment and storage medium. Background Art

[0002] With the increasing development of new energy technologies, the impact of powertrains and transmission systems on vehicle interior noise is gradually decreasing, while the impact of tire noise is becoming increasingly prominent. Tire cavity noise is a major component of tire noise. This occurs when the enclosed cavity within the tire is excited by the road surface, generating resonance at a specific frequency. This resonance is transmitted through the suspension system to the vehicle body, and then propagates into the vehicle interior, forming structure-borne noise. Because tire cavity noise has a fixed frequency, it can seriously affect the comfort of drivers and passengers.

[0003] To optimize tire cavity noise, most car companies have adopted the method of adding sound-absorbing materials or installing noise reduction devices inside the tire. However, these all start from the tire to optimize tire cavity noise. Tire cavity noise is not always caused by the tire. This optimization method has certain limitations, and the effect of reducing tire cavity noise is not obvious. Summary of the Invention

[0004] The object of the present invention is to provide a tire cavity noise reduction method, device, electronic device and storage medium to solve the problem in the prior art that tire cavity noise reduction is not obvious.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0006] A method for reducing tire cavity noise, the method comprising:

[0007] When a wheel center of a vehicle is subjected to a force, determining a main transmission path of the force in a suspension system of the vehicle;

[0008] determining the functional performance of hardware located in the primary delivery path;

[0009] If the functional performance does not meet the preset functional requirements, the attribute performance of the hardware is adjusted to reduce the tire cavity sound.

[0010] Furthermore, when the wheel center of the vehicle is subjected to a force, determining a main transmission path of the force in the suspension system of the vehicle includes:

[0011] When the wheel center of the vehicle is subjected to forces in the x, y and z directions in a three-dimensional coordinate system, a static force analysis is performed on the suspension system;

[0012] determining a transmission path of force in each direction in the suspension system;

[0013] Determining the angle between the direction of the transmission path and the orientation of the force transmission rod in the suspension system;

[0014] The transmission path of the force transmission rod corresponding to the angle smaller than the angle threshold is used as the main transmission path.

[0015] Furthermore, the functional performance of the hardware is the vibration isolation performance of the bushing, and determining the vibration isolation performance of the bushing located in the main transmission path includes:

[0016] Determine the number of bushings through which each major transfer path flow passes;

[0017] The main transfer path with the smallest number of bushings is selected as the preferred transfer path;

[0018] The vibration isolation performance of the bushing located in the preferred transmission path is determined.

[0019] Furthermore, determining the vibration isolation performance of the bushing located in the preferred transmission path includes:

[0020] determining a first cavity acoustic frequency and a second cavity acoustic frequency of a vehicle tire, wherein the first cavity acoustic frequency and the second cavity acoustic frequency are different;

[0021] determining a dynamic stiffness of a bushing located in the preferred transmission path according to the first cavity acoustic frequency and the second cavity acoustic frequency;

[0022] determining a passive lateral dynamic stiffness of a bushing located in the preferred transmission path;

[0023] The vibration isolation performance of the bushing is determined according to the quotient of the passive side dynamic stiffness and the dynamic stiffness.

[0024] Furthermore, determining the dynamic stiffness of the bushing located in the preferred transmission path according to the first cavity sound frequency and the second cavity sound frequency includes:

[0025] According to a preset correspondence between the cavity sound frequency and the bushing dynamic stiffness, respectively determining a first dynamic stiffness corresponding to the first cavity sound frequency and a second dynamic stiffness corresponding to the second cavity sound frequency;

[0026] The dynamic stiffness of the bushing in the preferred transmission path is determined according to an average of the first dynamic stiffness and the second dynamic stiffness.

[0027] Furthermore, if the functional performance does not meet the preset functional requirements, adjusting the attribute performance of the hardware includes:

[0028] If the vibration isolation performance does not meet the vibration isolation requirements, the dynamic stiffness of the bushing is reduced, or the dynamic stiffness of the passive side of the bushing is increased.

[0029] Furthermore, the functional performance of the hardware is a modal value of the force transmission rod, and after the main transmission path with the smallest number of bushings is selected as the preferred transmission path, the method further includes:

[0030] Determining, by means of an NVH simulation model, a modal value of a force transmission rod in the suspension system that flows through the preferred transmission path;

[0031] If the modal value of the force transmission rod is the same as the first cavity sound frequency or the second cavity sound frequency, the structure, quality or material of the force transmission rod is optimized to reduce the tire cavity sound.

[0032] Furthermore, the method further comprises:

[0033] Determine the modal values ​​of the body sheet metal through the NVH simulation model;

[0034] If the modal value of the vehicle body sheet metal is the same as the first cavity sound frequency or the second cavity sound frequency, the structure or quality of the vehicle body sheet metal is optimized to reduce the tire cavity sound.

[0035] A tire cavity noise reduction device, comprising:

[0036] a first determining module, configured to determine a main transmission path of the force in a suspension system of the vehicle when a wheel center of the vehicle is subjected to a force;

[0037] a second determining module, configured to determine functional performance of hardware located in the primary transfer path;

[0038] The adjustment module is used to adjust the attribute performance of the hardware to reduce the tire cavity sound if the functional performance does not meet the preset functional requirements.

[0039] An electronic device comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0040] Memory for storing computer programs;

[0041] The processor is configured to implement any of the above methods when executing a program stored in the memory.

[0042] A computer-readable storage medium stores a computer program, wherein the computer program implements any of the above methods when executed by a processor.

[0043] Beneficial effects of the present invention:

[0044] The present invention determines the primary force transmission path within a vehicle's suspension system and the functional performance of the hardware through which this path flows. If the functional performance does not meet requirements, the hardware's properties can be adjusted to reduce tire hollowness. This eliminates the need to focus on the tire itself, but rather optimizes the hardware through which this primary force transmission path flows. This hardware has a greater impact on tire hollowness than the tire itself, effectively reducing tire hollowness. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 This is a flow chart of a tire cavity noise reduction method according to the present invention;

[0046] Figure 2 A schematic diagram of a tire cavity noise reduction process in the present invention;

[0047] Figure 3 A schematic diagram of a tire cavity noise reduction device according to the present invention;

[0048] Figure 4 The figure is a schematic structural diagram of an electronic device in the present invention. DETAILED DESCRIPTION

[0049] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0050] A tire cavity noise reduction method in an embodiment of the present invention can be executed by a server and applied to the vehicle testing or design phase, during which the vehicle bushings, force transmission rods, or body sheet metal can be optimized. The following will describe in detail a tire cavity noise reduction method provided by the present invention in conjunction with specific embodiments. Figure 1 The specific steps are as follows:

[0051] Step 101: When a wheel center of a vehicle is subjected to a force, determine a main transmission path of the force in a suspension system of the vehicle.

[0052] A vehicle's suspension system consists of front and rear suspensions. The suspension system is a shock-absorbing mechanism consisting of springs, shock absorbers, and guide mechanisms, connecting the wheels to the vehicle body. The front suspension connects the front wheels to the vehicle body, while the rear suspension connects the rear wheels to the vehicle body. When a force is applied to the center of the vehicle's wheel, the server determines the primary force transmission path through the front and rear suspensions. The primary transmission path is the path from the wheel through the front suspension to the vehicle body, or the path from the wheel through the rear suspension to the vehicle body.

[0053] Step 102: Determine the functional performance of the hardware located in the primary delivery path.

[0054] The hardware through which the main transmission path flows is bushings and force transmission rods. The functional performance of bushings is vibration isolation, while the functional performance of force transmission rods is modal values. The server determines the vibration isolation performance of bushings located in the main transmission path, or the modal values ​​of force transmission rods located in the main transmission path. Bushings are accessories used on the outside of mechanical components to achieve sealing, wear protection, and other functions. They are rings that act as gaskets.

[0055] Step 103: If the functional performance does not meet the preset functional requirements, adjust the property performance of the hardware to reduce the tire cavity sound.

[0056] If the server detects low bushing vibration isolation performance, it adjusts the bushing's dynamic stiffness to improve the system's ability to isolate road excitation, thereby reducing tire cavitation noise. Alternatively, if the server detects that the modal value of the force transmission member matches the tire cavitation noise frequency, it adjusts the force transmission member's structure, mass, or material to prevent resonance and thereby reduce tire cavitation noise.

[0057] The present invention determines the primary force transmission path within a vehicle's suspension system and the functional performance of the hardware through which this path flows. If the functional performance does not meet requirements, the hardware's properties can be adjusted to reduce tire hollowness. This eliminates the need to focus on the tire itself, but rather optimizes the hardware through which this primary force transmission path flows. This hardware has a greater impact on tire hollowness than the tire itself, effectively reducing tire hollowness.

[0058] In addition, the present invention can reduce the tire cavity sound by starting from multiple hardware through which the main transmission path flow passes. Compared with reducing the cavity sound only from the tire, the present invention can improve the cavity sound optimization effect. In addition, the present invention does not require additional suction materials or noise reduction devices, which can reduce costs.

[0059] As an optional implementation, when a wheel center of a vehicle is subjected to force, determining the main transmission path of the force in the suspension system of the vehicle includes: performing a static force analysis on the suspension system when the wheel center of the vehicle is subjected to forces in the x, y and z directions in a three-dimensional coordinate system respectively; determining the transmission path of the force in each direction in the suspension system; determining the angle between the direction of the transmission path and the direction to which the force transmission rod in the suspension system points; and taking the transmission path of the force transmission rod corresponding to the angle less than the angle threshold as the main transmission path.

[0060] In the present invention, when the server detects that the wheel center of the vehicle is subjected to forces in the three directions of x, y and z in the three-dimensional coordinate system, a static force analysis is performed on the suspension system for the forces in each direction, thereby determining the transmission path of the forces in each direction in the suspension system, that is, determining the transmission paths of the forces in the three directions of x, y and z in the suspension system respectively.

[0061] A suspension system includes force transmission rods that flow through a preferred transmission path. Each force transmission rod may point in a different direction, while the direction of the force in the transmission path is fixed. Thus, an angle exists between the direction of the force in the transmission path and the direction of the force transmission rod in the suspension system. The smaller the angle, the greater the force on the force transmission rod, and the transmission path in which the force transmission rod is located is considered the primary transmission path. In the primary transmission path, the angle between the direction of the transmission path and the direction of the force transmission rod is less than a threshold angle, for example, less than 30 degrees.

[0062] As an optional embodiment, the functional performance of the hardware is the vibration isolation performance of the bushing, and the vibration isolation performance of the bushing located in the main transfer path is determined: the number of bushings passed by each main transfer path is determined; the main transfer path with the smallest number of bushings is taken as the preferred transfer path; and the vibration isolation performance of the bushing located in the preferred transfer path is determined.

[0063] There is at least one main transfer path, and each main transfer path will flow through a certain number of bushings. The server determines the number of bushings that each main transfer path flows through, and then selects the main transfer path with the smallest number of bushings as the preferred transfer path, and determines the vibration isolation performance of the bushings located in the preferred transfer path.

[0064] In the present invention, the preferred transmission path transmits more force, so the vibration isolation performance of the bushing in the preferred transmission path is more important than that of the bushing in the non-preferred transmission path. When determining the bushing's isolation performance, the priority order of transmission paths considered is: preferred transmission path > primary transmission path > non-primary transmission path.

[0065] As an optional embodiment, determining the vibration isolation performance of the bushing located in the preferred transmission path includes: determining a first cavity sound frequency and a second cavity sound frequency of the vehicle tire, wherein the first cavity sound frequency and the second cavity sound frequency are different; determining the dynamic stiffness of the bushing located in the preferred transmission path based on the first cavity sound frequency and the second cavity sound frequency; determining the passive side dynamic stiffness of the bushing located in the preferred transmission path; and determining the vibration isolation performance of the bushing based on the quotient of the passive side dynamic stiffness and the dynamic stiffness.

[0066] The first cavity sound frequency and the second cavity sound frequency of the tire are calculated according to the following formula.

[0067]

[0068]

[0069] Where f1 is the first cavity sound frequency; f2 is the second cavity sound frequency; c is the sound speed in the gas medium; L c is the central circumference of the air cavity; L cp is the ground contact length of the tire; m is the ratio of the deformed cross-sectional area to the undeformed cross-sectional area at the ground contact point (about 0.7 to 0.9); v is the vehicle speed; L is the outer circumference of the tire.

[0070] The radius of the air cavity is calculated as follows: assuming the tire's outer diameter is r2 and its inner diameter is r1, then the radius of the air cavity is r = (r2 - r1) / 2 + r1. The central circumference of the air cavity is 2πr.

[0071] The cavity sound frequency and the dynamic stiffness of the bushing have a preset correspondence. Based on the correspondence, the server determines the first dynamic stiffness corresponding to the first cavity sound frequency and the second dynamic stiffness corresponding to the second cavity sound frequency, and then uses the average of the first dynamic stiffness and the second dynamic stiffness as the dynamic stiffness of the bushing in the preferred transmission path.

[0072] For example, the first dynamic stiffness of the bushing at the first cavity sound frequency α is Kα, and the second dynamic stiffness at the second cavity sound frequency β is K β The dynamic stiffness of the bushing in the transmission path is preferably (Kα+K β ) / 2.

[0073] The server determines the passive side dynamic stiffness of the bushing located in the preferred transmission path, and then determines the vibration isolation performance of the bushing according to a quotient of the passive side dynamic stiffness and the dynamic stiffness.

[0074] The calculation formula for vibration isolation performance is:

[0075] in, The vibration isolation performance of the bushing.

[0076] The noise generated by vehicle body panel vibrations due to road excitation during driving significantly impacts ride comfort. In vehicle road noise development, to ensure optimal vehicle interior road noise levels, it is necessary to reduce body vibration. Improving the vibration isolation performance of the system consisting of the body and isolation bushings while maintaining constant suspension input excitation is essential for reducing body vibration.

[0077] Therefore, if the vibration isolation performance does not meet the vibration isolation requirements, the dynamic stiffness of the bushing can be reduced, or the dynamic stiffness of the passive side of the bushing can be increased. Alternatively, the dynamic stiffness of the bushing can be reduced and the dynamic stiffness of the passive side of the bushing can be increased at the same time.

[0078] As an optional embodiment, the functional performance of the hardware is the modal value of the force transmission rod. After taking the main transmission path with the smallest number of bushings as the preferred transmission path, the method also includes: determining the modal value of the force transmission rod flowing through the preferred transmission path in the suspension system through an NVH simulation model; if the modal value of the force transmission rod is the same as the first cavity sound frequency or the second cavity sound frequency, the structure, quality or material of the force transmission rod is optimized to reduce the tire cavity sound.

[0079] In the present invention, the server establishes a vehicle NVH (Noise, Vibration, Harshness) simulation model based on Hypermesh. The server determines the modal value of the force transmission rod flowing through the preferred transmission path in the suspension system through the NVH simulation model. If the modal value of the force transmission rod is the same as the first cavity sound frequency or the second cavity sound frequency, it indicates that the force transmission rod will resonate at the same frequency. The server then optimizes the structure, quality or material of the force transmission rod to reduce the tire cavity sound.

[0080] As an optional implementation, the server determines the modal value of the body sheet metal through the NVH simulation model. If the modal value of the body sheet metal is the same as the first cavity sound frequency or the second cavity sound frequency, it indicates that the body sheet metal will resonate at the same frequency. The server then optimizes the structure or quality of the body sheet metal to reduce the tire cavity sound.

[0081] The present invention not only optimizes the bushings and force transmission rods in the transmission path, but also optimizes the body sheet metal, comprehensively considers the causes of tire cavity noise, and optimizes from multiple aspects to minimize tire cavity noise.

[0082] Based on the same technical concept, the present invention also provides a schematic diagram of a tire cavity noise reduction process, such as Figure 2 , the steps are as follows:

[0083] Step 201: Calculate the first cavity sound frequency f1 and the second cavity sound frequency f2 of the tire;

[0084] Step 202: determining the dynamic stiffness of the bushing based on the first cavity sound frequency and the second cavity sound frequency and the corresponding relationship;

[0085] Step 203: Determine the main force transmission path in the suspension system;

[0086] Step 204: Filtering a preferred transfer path from the main transfer paths based on the number of bushings;

[0087] Step 205: Determine the vibration isolation performance of the bushing in the transmission path according to the path priority order and the dynamic stiffness of the bushing;

[0088] Step 206: According to the path priority order, if the mode of the force transmission member in the suspension system is the same as f1 or f2, the force transmission member is optimized.

[0089] Step 207: If the mode of the body sheet metal in the suspension system is the same as f1 or f2, the body sheet metal is optimized.

[0090] Among them, steps 201 to 202 can be set before step 205, and step 207 and steps 201 to 206 are parallel steps.

[0091] Based on the same technical concept, the present invention also provides a tire cavity noise reduction device, such as Figure 3 As shown, the device includes:

[0092] A first determining module 301 is configured to determine a main transmission path of the force in the suspension system of the vehicle when a wheel center of the vehicle is subjected to a force;

[0093] A second determination module 302 is configured to determine the functional performance of hardware located in the primary delivery path;

[0094] The adjustment module 303 is configured to adjust the hardware properties to reduce the tire cavity noise if the functional performance does not meet the preset functional requirements.

[0095] Optionally, the first determining module 301 is configured to:

[0096] When the wheel center of the vehicle is subjected to forces in the x, y and z directions in the three-dimensional coordinate system, the suspension system is subjected to static force analysis;

[0097] Determine the transmission path of the force in each direction in the suspension system;

[0098] Determine the direction of the transmission path and the angle between the direction of the force transmission rod in the suspension system;

[0099] The transmission path of the force transmission rod corresponding to the angle smaller than the angle threshold is taken as the main transmission path.

[0100] Optionally, the functional performance of the hardware is the vibration isolation performance of the bushing, and the second determining module 302 is configured to:

[0101] Determine the number of bushings through which each major transfer path flow passes;

[0102] The main transfer path with the smallest number of bushings is selected as the preferred transfer path;

[0103] Determine the vibration isolation performance of the bushing located in the preferred transmission path.

[0104] Optionally, the second determining module 302 is configured to:

[0105] determining a first cavity acoustic frequency and a second cavity acoustic frequency of a tire of a vehicle, wherein the first cavity acoustic frequency and the second cavity acoustic frequency are different;

[0106] determining a dynamic stiffness of a bushing located in a preferred transmission path based on the first cavity acoustic frequency and the second cavity acoustic frequency;

[0107] determining the passive lateral dynamic stiffness of the bushing located in the preferred transfer path;

[0108] The vibration isolation performance of the bushing is determined based on the quotient of the passive side dynamic stiffness and the dynamic stiffness.

[0109] Optionally, the second determining module 302 is configured to:

[0110] According to the preset correspondence between the cavity sound frequency and the bushing dynamic stiffness, respectively determining a first dynamic stiffness corresponding to the first cavity sound frequency and a second dynamic stiffness corresponding to the second cavity sound frequency;

[0111] The dynamic stiffness of the bushing in the preferred transmission path is determined according to an average of the first dynamic stiffness and the second dynamic stiffness.

[0112] Optionally, the adjustment module 303 is configured to:

[0113] If the vibration isolation performance does not meet the vibration isolation requirements, reduce the dynamic stiffness of the bushing or increase the dynamic stiffness of the passive side of the bushing.

[0114] Optionally, the device is further configured to:

[0115] Determine the modal values ​​of the force transmission rods in the suspension system that flow through the optimal transmission path through the NVH simulation model;

[0116] If the modal value of the force transmission rod is the same as the first cavity sound frequency or the second cavity sound frequency, the structure, quality or material of the force transmission rod is optimized to reduce the tire cavity sound.

[0117] Optionally, the device is further configured to:

[0118] Determine the modal values ​​of the body sheet metal through the NVH simulation model;

[0119] If the modal value of the body sheet metal is the same as the first cavity sound frequency or the second cavity sound frequency, the structure or quality of the body sheet metal is optimized to reduce the tire cavity sound.

[0120] According to another aspect of the present invention, the present invention provides an electronic device, such as Figure 4 As shown, it includes a memory 403, a processor 401, a communication interface 402 and a communication bus 404. The memory 403 stores a computer program that can be run on the processor 401. The memory 403 and the processor 401 communicate through the communication interface 402 and the communication bus 404. When the processor 401 executes the computer program, the steps of the above method are implemented.

[0121] The memory and processor in the electronic device communicate via a communication bus and a communication interface. The communication bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The communication bus can be divided into an address bus, a data bus, a control bus, and the like.

[0122] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage. Alternatively, the memory may be at least one storage device located away from the processor.

[0123] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, and discrete hardware components.

[0124] According to yet another aspect of an embodiment of the present invention, a computer-readable medium having non-volatile program code executable by a processor is provided.

[0125] Optionally, in an embodiment of the present invention, a computer-readable medium is configured to store program code for a processor to execute the above method.

[0126] Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments, and this embodiment will not be described in detail here.

[0127] When the embodiments of the present invention are specifically implemented, reference may be made to the above embodiments, and corresponding technical effects are achieved.

[0128] It is understood that the embodiments described herein may be implemented using hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit may be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, or other electronic units or combinations thereof for performing the functions of the present invention.

[0129] For software implementation, the technology herein can be implemented by a unit that performs the functions herein. The software code can be stored in a memory and executed by a processor. The memory can be implemented in the processor or external to the processor.

[0130] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0131] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0132] In the embodiments provided by the present invention, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules is merely a logical function division. In actual implementation, there may be other division methods, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interface, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0133] Units described as separate components may or may not be physically separate, and 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 these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0134] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0135] If a function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiment of the present invention, or the portion that contributes to the prior art, or the portion of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the method of each embodiment of the present invention. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard drive, ROM, RAM, a magnetic disk, or an optical disk. It should be noted that, in this document, relational terms such as "first" and "second" are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "includes," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article, or device. Without more constraints, an element defined by the phrase "comprises a..." does not exclude the existence of additional identical elements in the process, method, article or apparatus that comprises the element.

[0136] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A tire cavity noise reduction method, characterized in that: The method comprises: When a wheel center of a vehicle is subjected to a force, determining a main transmission path of the force in a suspension system of the vehicle; determining the functional performance of hardware located in the primary delivery path; If the functional performance does not meet the preset functional requirements, adjusting the attribute performance of the hardware to reduce the tire cavity sound, wherein the hardware through which the main force transmission path flows has a greater impact on the tire cavity sound than the tire; Wherein, adjusting the attribute performance of the hardware includes: Adjust the dynamic stiffness of the bushing to improve the isolation effect of the vibration isolation system against road excitation; or, Adjusting the structure, mass or material of the force transmission rod to avoid resonance of the force transmission rod; Wherein, when the wheel center of the vehicle is subjected to a force, determining a main transmission path of the force in the suspension system of the vehicle includes: When the wheel center of the vehicle is subjected to forces in the x, y and z directions in a three-dimensional coordinate system, a static force analysis is performed on the suspension system; determining a transmission path of force in each direction in the suspension system; Determining the angle between the direction of the transmission path and the orientation of the force transmission rod in the suspension system; The transmission path of the force transmission rod corresponding to the angle smaller than the angle threshold is used as the main transmission path.

2. The method according to claim 1, wherein the functional performance of the hardware is the vibration isolation performance of the bushing, and determining the vibration isolation performance of the bushing located in the main transmission path comprises: Determine the number of bushings through which each major transfer path flow passes; The main transfer path with the smallest number of bushings is selected as the preferred transfer path; The vibration isolation performance of the bushing located in the preferred transmission path is determined.

3. The method of claim 2, wherein determining the vibration isolation performance of the bushing located in the preferred transmission path comprises: determining a first cavity acoustic frequency and a second cavity acoustic frequency of a vehicle tire, wherein the first cavity acoustic frequency and the second cavity acoustic frequency are different; determining a dynamic stiffness of a bushing located in the preferred transmission path according to the first cavity acoustic frequency and the second cavity acoustic frequency; determining a passive lateral dynamic stiffness of a bushing located in the preferred transmission path; determining the vibration isolation performance of the bushing according to a quotient of the passive side dynamic stiffness and the dynamic stiffness; The calculation formulas for the first cavity sound frequency and the second cavity sound frequency are: in, is the first cavity sound frequency; is the second cavity sound frequency; is the speed of sound in the gas medium; is the central circumference of the air cavity; is the tire contact length; m is the ratio of the deformed cross-sectional area to the undeformed cross-sectional area at the contact point; is the vehicle speed; L is the outer circumference of the tire.

4. The method according to claim 3, wherein determining the dynamic stiffness of the bushing located in the preferred transmission path according to the first cavity acoustic frequency and the second cavity acoustic frequency comprises: According to a preset correspondence between the cavity sound frequency and the bushing dynamic stiffness, respectively determining a first dynamic stiffness corresponding to the first cavity sound frequency and a second dynamic stiffness corresponding to the second cavity sound frequency; The dynamic stiffness of the bushing in the preferred transmission path is determined according to an average of the first dynamic stiffness and the second dynamic stiffness.

5. The method according to claim 3, wherein if the functional performance does not meet the preset functional requirements, adjusting the attribute performance of the hardware comprises: If the vibration isolation performance does not meet the vibration isolation requirements, the dynamic stiffness of the bushing is reduced, or the dynamic stiffness of the passive side of the bushing is increased.

6. The method according to claim 3, wherein the functional performance of the hardware is a modal value of a force transmission rod, and after selecting the main transmission path with the least number of bushings as the preferred transmission path, the method further comprises: Determining, by means of an NVH simulation model, a modal value of a force transmission rod in the suspension system that flows through the preferred transmission path; If the modal value of the force transmission rod is the same as the first cavity sound frequency or the second cavity sound frequency, the structure, quality or material of the force transmission rod is optimized to reduce the tire cavity sound.

7. The method according to claim 3, further comprising: Determine the modal values ​​of the body sheet metal through the NVH simulation model; If the modal value of the vehicle body sheet metal is the same as the first cavity sound frequency or the second cavity sound frequency, the structure or quality of the vehicle body sheet metal is optimized to reduce the tire cavity sound.

8. A tire cavity noise reduction device, characterized in that: The device comprises: a first determining module, configured to determine a main transmission path of the force in a suspension system of the vehicle when a wheel center of the vehicle is subjected to a force; a second determining module, configured to determine functional performance of hardware located in the primary transfer path; an adjustment module, configured to adjust the attribute performance of the hardware to reduce tire cavity noise if the functional performance does not meet the preset functional requirements, wherein the hardware through which the main force transmission path flows has a greater impact on the tire cavity noise than the tire; Wherein, the adjustment module is used for: Adjust the dynamic stiffness of the bushing to improve the isolation effect of the vibration isolation system against road excitation; or, Adjusting the structure, mass or material of the force transmission rod to avoid resonance of the force transmission rod; Wherein, the first determining module is used to: When the wheel center of the vehicle is subjected to forces in the x, y and z directions in a three-dimensional coordinate system, a static force analysis is performed on the suspension system; determining a transmission path of force in each direction in the suspension system; Determining the angle between the direction of the transmission path and the orientation of the force transmission rod in the suspension system; The transmission path of the force transmission rod corresponding to the angle smaller than the angle threshold is used as the main transmission path.

9. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory for storing computer programs; A processor, configured to implement the method according to any one of claims 1 to 7 when executing a program stored in a memory.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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