A method and system for identifying harmonic frequency vibration of passenger car tires

Abstract

The present application discloses a method and system for identifying harmonic vibration of passenger car tires, which relates to the field of automobile noise and vibration technology, and includes: sequentially obtaining the wheel center vibration spectrum of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition; the above-mentioned first tire group includes tires of the same model but different brands; setting each first specific frequency range of the first tire group under each vehicle speed; when the wheel center vibration spectrum of each tire at each vehicle speed has a peak in at least one first specific frequency range, the specific frequencies corresponding to each tire in the same first specific frequency range at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, it is determined that the specific frequencies corresponding to each first specific frequency range of any tire are the tire harmonic frequencies of the tire. The present application can accurately identify the tire harmonic vibration characteristics to shorten the vehicle development cycle.

Description

Technical Field

[0001] The present application relates to the technical field of automobile noise and vibration, and in particular to a method and system for identifying harmonic frequency vibration of a passenger car tire. Background Art

[0002] At present, the road surface and powertrain are the two main excitation sources of passenger cars. The road displacement excitation is transmitted to the body through the tires and suspension system, causing vibration of the powertrain and body. Therefore, tires are crucial in blocking road impact, improving ride comfort and powertrain durability.

[0003] In related technologies, in order to effectively attenuate low-frequency and large-amplitude vibrations caused by uneven road surfaces and periodic harmonic fluctuations of tires, it is necessary to control the amplitude of periodic harmonic fluctuations of tires by reducing the dynamic imbalance of tires, and increasing the tread stiffness and lateral stiffness of rims. Under normal vehicle speeds, the tire harmonics should try to avoid the rigid body mode of the powertrain and the frequency of the unsprung structure. At the same time, the suspension system needs to have high stiffness and large damping characteristics in the range of 5Hz to 50Hz. Therefore, identifying the characteristics of tire harmonic vibrations is of great significance for the targeted improvement of automobile tire harmonic vibrations. However, an effective method for identifying tire harmonic vibrations has not yet been found. Summary of the invention

[0004] In view of the defects existing in the prior art, the purpose of the present application is to provide a method and system for identifying harmonic vibration of passenger car tires, so as to solve the problem that the related art cannot accurately identify the harmonic vibration characteristics of tires.

[0005] The first aspect of the present application provides a method for identifying harmonic frequency vibration of a passenger car tire, which comprises the steps of:

[0006] Sequentially obtaining wheel center vibration spectra of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition; the first tire group includes tires of the same model but different brands;

[0007] Setting each first specific frequency range of the first tire group at each vehicle speed;

[0008] When the wheel center vibration spectrum of each tire at each vehicle speed has a peak value in at least one first specific frequency range, the specific frequencies corresponding to the same first specific frequency range of each tire at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, the specific frequencies corresponding to the first specific frequency ranges of any tire are determined to be the tire harmonic frequencies of the tire;

[0009] The specific frequency corresponding to a first specific frequency range is the frequency corresponding to the peak value in the first specific frequency range; when the difference between two specific frequencies is within a preset difference range, the two specific frequencies are judged to be similar.

[0010] In some embodiments, after determining that each specific frequency is a tire harmonic frequency, a verification step is further included, and the verification step includes:

[0011] Obtaining in sequence the wheel center vibration spectrum of each tire of the second tire group after being installed on the test vehicle under each uniform speed condition; the second tire group includes tires of the same brand but different models and with the same circumference;

[0012] Obtaining each second specific frequency range of the second tire group at each vehicle speed;

[0013] When the specific frequencies corresponding to the tires of the second tire group in the same second specific frequency range are similar at the same vehicle speed, it indicates that the conclusion that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire is correct.

[0014] In some embodiments, determining whether the specific frequency corresponding to each first specific frequency range of any tire is a tire harmonic frequency of the tire specifically includes:

[0015] Determine respectively whether the wheel center vibration spectrum of each tire in the first tire group at each vehicle speed has a peak value within at least one first specific frequency range; if so,

[0016] Determine whether the specific frequencies corresponding to the tires in the same first specific frequency range at the same vehicle speed are similar; if so,

[0017] Determine whether the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same; if so, determine that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire.

[0018] In some embodiments, the first specific frequency ranges of the first tire group at any vehicle speed are set, specifically including:

[0019] Obtaining a tire rotation frequency of a first tire group at the vehicle speed;

[0020] Take N times the tire rotation frequency as the Nth-order rotation frequency, where N is greater than or equal to 1;

[0021] A first specific frequency range is set with each order of rotation frequency as the midpoint.

[0022] In some embodiments, the tire rotation frequency is a ratio of the vehicle speed to the tire circumference.

[0023] In some embodiments, each tire in the first tire group has the same circumference.

[0024] In some embodiments, the vehicle speeds of the above-mentioned uniform speed conditions include 60km / h, 80km / h and 120km / h.

[0025] In some embodiments, obtaining the wheel center vibration spectrum of a tire installed on a test vehicle under a uniform speed condition specifically includes:

[0026] Collecting a wheel center vibration signal of the tire under the uniform speed condition;

[0027] The wheel center vibration signal is edited and processed to generate a wheel center vibration spectrum.

[0028] A second aspect of the present application provides a system for implementing the above-mentioned passenger car tire harmonic vibration identification method, which includes:

[0029] A collection module, which is used to sequentially collect wheel center vibration signals of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition; the first tire group includes tires of the same model but different brands;

[0030] A setting module, which is used to set each first specific frequency range of the first tire group at each vehicle speed;

[0031] An analysis and identification module is used to edit and process the vibration signals of each wheel center to generate a spectrum of each wheel center vibration, and when the wheel center vibration spectrum of each tire at each vehicle speed has a peak in at least one first specific frequency range, the specific frequencies corresponding to the same first specific frequency range of each tire at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, it is determined that the specific frequencies corresponding to each first specific frequency range of any tire are the tire harmonic frequencies of the tire.

[0032] In some embodiments, the acquisition module includes:

[0033] The vibration detection submodule is used to collect the wheel center vibration signal of the wheel under the uniform speed condition when the tire is installed on the test vehicle;

[0034] The vehicle speed detection submodule is used to collect the vehicle speed signal under the uniform speed condition when the tire is installed on the test vehicle;

[0035] The acquisition submodule is used to send the wheel center vibration signal and the vehicle speed signal to the analysis and recognition module.

[0036] The beneficial effects of the technical solution provided by this application include:

[0037] The passenger car tire harmonic vibration identification method and system of the present application sequentially obtains the wheel center vibration spectrum of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition, and after setting each first specific frequency range of the first tire group under each vehicle speed, the tire harmonic vibration characteristics can be identified. Because, when the wheel center vibration spectrum of each tire at each vehicle speed has a peak in at least one first specific frequency range, the specific frequencies corresponding to each tire in the same first specific frequency range at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, it indicates that the identified tire harmonic vibration characteristics can exclude the influence of rubber size, compounding pattern, rim, suspension structure and drive type, and then determine that the specific frequency corresponding to each first specific frequency range of a certain tire is the tire harmonic frequency of the tire; therefore, the present application can not only accurately identify the tire harmonic vibration characteristics, but also has important significance for the targeted improvement of automobile tire harmonic vibration, and can also play an important role in avoiding the rigid body mode and unsprung structure frequency of the powertrain, removing other problems, improving the whole vehicle vibration and the whole vehicle comfort, improving work efficiency, and shortening the whole vehicle development cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0039] Figure 1 This is a first flow chart of the method for identifying harmonic vibration of a passenger car tire in an embodiment of the present application;

[0040] Figure 2 This is a second flow chart of the method for identifying harmonic frequency vibration of a passenger car tire in an embodiment of the present application;

[0041] Figure 3 The vibration spectrum of the wheel center of brand A tire at different vehicle speeds in the embodiment of the present application;

[0042] Figure 4 The wheel center vibration spectrum of tires of different brands (Brand A, Brand B, Brand C) at the same vehicle speed in the embodiment of the present application;

[0043] Figure 5 The vibration spectrum of the wheel center of the front and rear axle tires of brand A at different vehicle speeds in the embodiment of the present application;

[0044] Figure 6 This is the vibration spectrum of the wheel center of the D brand tire in the embodiment of this application;

[0045] Figure 7 1 is a structural block diagram of the system in the embodiment of the present application. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solutions and advantages of the present application clearer, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention. In addition, the technical features involved in each embodiment of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0047] The embodiment of the present application provides a method for identifying harmonic frequency vibration of a passenger car tire, which can solve the problem in the related art that the harmonic frequency vibration characteristics of the tire cannot be accurately identified.

[0048] like Figure 1 As shown, the passenger car tire harmonic vibration identification method of the embodiment of the present application is suitable for analyzing the vibration characteristics of the tire harmonic vibration. The method includes the steps of:

[0049] S1. Obtaining in sequence the wheel center vibration spectrum of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition; the first tire group includes tires of the same model but different brands.

[0050] In this embodiment, the collected data includes a wheel center vibration signal and a vehicle speed signal of the wheel, so as to obtain a wheel center vibration spectrum at each vehicle speed.

[0051] S2. Setting each first specific frequency range of the first tire group at each vehicle speed.

[0052] S3. When the wheel center vibration spectrum of each tire at each vehicle speed has a peak in at least one first specific frequency range, the specific frequencies corresponding to each tire in the same first specific frequency range are similar at the same vehicle speed, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, the specific frequencies corresponding to each first specific frequency range of any tire are determined to be the tire harmonic frequencies of the tire.

[0053] The order of the above steps S1 and S2 can be changed.

[0054] In this embodiment, the specific frequency corresponding to a first specific frequency range is the frequency corresponding to the peak value in the first specific frequency range; when the difference between two specific frequencies is within the preset difference range, the two specific frequencies are judged to be similar, that is, the specific frequency is a measured value.

[0055] The identification method of this embodiment sequentially obtains the wheel center vibration spectrum of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition, and sets each first specific frequency range of the first tire group under each vehicle speed, and then the tire harmonic vibration characteristics can be identified.

[0056] Because, when the wheel center vibration spectrum of each tire at each vehicle speed has a peak in at least one first specific frequency range, the specific frequencies corresponding to each tire in the same first specific frequency range at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, it indicates that the identified tire harmonic vibration characteristics can exclude the influence of rubber size, compounding pattern, rim, suspension structure and drive type, and then determine that the specific frequency corresponding to each first specific frequency range of a certain tire is the tire harmonic frequency of the tire; therefore, the present application can not only accurately identify the tire harmonic vibration characteristics, but also has important significance for the targeted improvement of automobile tire harmonic vibration, and can also play an important role in avoiding the rigid body mode and unsprung structure frequency of the powertrain, removing other problems, improving the whole vehicle vibration and the whole vehicle comfort, improving work efficiency, and shortening the whole vehicle development cycle.

[0057] On the basis of the above embodiment, in this embodiment, after determining that each specific frequency is a tire harmonic frequency, a verification step is further included. The verification step includes:

[0058] First, the wheel center vibration spectrum of each tire of the second tire group after being installed on the test vehicle under each uniform speed condition is obtained in sequence; the second tire group includes tires of the same brand but different models and with the same circumference.

[0059] Then, each second specific frequency range of the second tire group at each vehicle speed is obtained.

[0060] Finally, when the specific frequencies corresponding to the tires of the second tire group in the same second specific frequency range are similar at the same vehicle speed, it indicates that the conclusion that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire is correct.

[0061] The method of this embodiment can also verify the conclusion that each specific frequency is a tire harmonic frequency after eliminating the influence of rubber size, compound pattern, rim, suspension structure and drive type, so as to ensure the accuracy of the identification structure.

[0062] Preferably, the above step S3 further includes: determining whether the specific frequency corresponding to each first specific frequency range of any tire in the first tire group is the tire harmonic frequency of the tire, which specifically includes:

[0063] S31. Determine respectively whether the wheel center vibration spectrum of each tire in the first tire group at each vehicle speed has a peak in at least one first specific frequency range; if so, determine that it has tire harmonic vibration characteristics and go to S32; otherwise, end.

[0064] When the wheel center vibration spectrum of tire 1 has a peak value in at least one first specific frequency range at each vehicle speed, it is determined that tire 1 has a characteristic frequency. If tire 1 has a characteristic frequency but tire 2 does not have a characteristic frequency, it is determined that the characteristic frequency is caused by other devices other than the tire.

[0065] S32. Determine whether the specific frequencies corresponding to the same first specific frequency range of each tire at the same vehicle speed are similar; if so, go to S33; otherwise, determine that the rubber size, compounding, pattern and rim structure have an important influence and do not meet the tire harmonic vibration characteristics.

[0066] S33. Determine whether the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same; if so, determine that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire; otherwise, determine that the suspension structure and drive type have an important influence and do not meet the tire harmonic frequency vibration characteristics.

[0067] Based on the above embodiment, in this embodiment, the setting of each first specific frequency range of the first tire group at any vehicle speed in step S2 specifically includes the following steps:

[0068] S21. Obtain the tire rotation frequency of the first tire group at the vehicle speed.

[0069] S22. Take N times the tire rotation frequency as the Nth-order rotation frequency, where N is a natural number greater than or equal to 1.

[0070] S23. Set a first specific frequency range with each order of rotation frequency as the midpoint. In this embodiment, each first specific frequency range can be set according to actual needs.

[0071] Furthermore, the tire rotation frequency is a ratio of the vehicle speed to the tire circumference. In this embodiment, the circumferences of the tires in the first tire group are the same.

[0072] Therefore, when the vehicle speed and tire circumference are the same, the tire rotation frequency of each tire is the same. For tires of the same model but different brands, their circumferences are the same, so at the same vehicle speed, the tire rotation frequency is the same.

[0073] In addition, as the vehicle speed increases, the tire rotation frequency increases, that is, the specific frequency changes as the vehicle speed changes.

[0074] Further, the vehicle speeds of the above-mentioned uniform speed conditions include 60 km / h, 80 km / h and 120 km / h. Optionally, the vehicle speeds of the above-mentioned uniform speed conditions may also include 100 km / h.

[0075] In this embodiment, obtaining the wheel center vibration spectrum of a tire installed on a test vehicle under a uniform speed condition specifically includes:

[0076] First, the wheel center vibration signal of the tire under the uniform speed condition is collected.

[0077] Then, the wheel center vibration signal is edited and processed to generate a wheel center vibration spectrum of the tire under the uniform speed condition.

[0078] Optionally, the wheel center vibration spectrum includes a front axle wheel center vibration spectrum when each tire is located at the front wheel, and a rear axle wheel center vibration spectrum when any tire in the first tire group is located at the rear wheel.

[0079] In other embodiments, the wheel center vibration spectrum may also include a front axle wheel center vibration spectrum of each tire located at the front wheel, and a rear axle wheel center vibration spectrum of each tire located at the rear wheel.

[0080] like Figure 2 As shown, the identification method of this embodiment specifically includes the steps of:

[0081] A1. Under each uniform speed condition, wheel center vibration signals of each brand of tires after being installed on the vehicle are collected in sequence and stored in categories; wherein each brand of tires includes all tires in the first tire group and the second tire group;

[0082] A2. Edit and process the vibration signals of each wheel center to generate vibration spectra of each wheel center in preparation for the following comparison;

[0083] A3. Determine for each tire of the first tire group whether the wheel center vibration spectrum at each vehicle speed has a peak within at least one first specific frequency range; if so, determine that it has tire harmonic vibration characteristics, at this time, it is assumed that a certain order of characteristic frequency changes with vehicle speed, and turn to A4; otherwise, turn to A8, at this time, determine that the characteristic frequency is caused by other devices besides the tire.

[0084] A4. Determine whether the specific frequencies corresponding to the tires in the first tire group in the same first specific frequency range are similar at the same vehicle speed; if so, turn to A5; otherwise, turn to A8, at which time it is determined that the rubber size, compounding, pattern and rim structure have an important influence and do not meet the tire harmonic vibration characteristics.

[0085] A5. Determine whether the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the first tire group are the same in the same first specific frequency range; if so, turn to A6; otherwise, turn to A8, at which time it is determined that the suspension structure and drive type have an important influence and do not meet the tire harmonic vibration characteristics.

[0086] A6. At the same vehicle speed, are the specific frequencies corresponding to the tires of the second tire group in the same second specific frequency range similar? If so, go to A7; otherwise, go to A8, and determine that the previous conclusion is not valid.

[0087] A7.Confirm that the specific frequency is the tire harmonic frequency.

[0088] A8.The specific frequency is not the tire harmonic frequency.

[0089] In this embodiment, the vibration signal includes the vibration phase and the vibration amplitude; the vehicle speed signal includes the vehicle speed amplitude. The vibration signal can be edited and processed by software to obtain a two-dimensional vibration spectrum.

[0090] The overall idea of ​​this embodiment is: identify the basic characteristics of the tire harmonic vibration through step A3; eliminate the influence of rubber size, compound pattern, rim, suspension structure and drive type on the specific frequency through steps A4 and A5, and analyze the influence of the above structures on the vibration amplitude at the specific frequency to identify the harmonic vibration of the passenger car tire; verify the correctness of the conclusion through step A6.

[0091] Wherein, taking f1 as the tire rotation frequency and N as 1, 2, 3, and 4 respectively as examples, four first specific frequency ranges are obtained accordingly.

[0092] Optionally, the basic characteristics of the tire harmonic vibration are: the wheel center vibration has large peaks at multiple specific frequencies (f1, 2f1, 3f1, 4f1...), especially the first 4 orders are more obvious.

[0093] In this embodiment, at a certain vehicle speed, the determination condition for the presence of a peak value at a specific frequency of the tire is:

[0094] When the wheel center vibration has peaks in all or part of the four first specific frequency ranges corresponding to f1, 2f1, 3f1 and 4f1 respectively, that is, when there is a peak in at least one first specific frequency range, it is determined that the wheel center vibration has a peak at a specific frequency.

[0095] Otherwise, it is determined that the wheel center vibration has no peak at the specific frequency.

[0096] In this embodiment, the preset difference range is [-0.5 Hz, 0.5 Hz].

[0097] That is, the determination condition of whether the specific frequencies corresponding to tires of different brands in the same first specific frequency range are similar is:

[0098] If the difference between the specific frequencies (f1) corresponding to the two compared brands of tires is within the range of ±0.5Hz, they are judged to be similar.

[0099] Otherwise, they are not close.

[0100] Taking tire brands including Brand A, Brand B, Brand C, and Brand D as examples, the vehicle speeds include uniform speed of 60km / h, uniform speed of 80km / h, uniform speed of 100km / h, and uniform speed of 120km / h; the tire model parameters include tire section width, aspect ratio, and rim outer diameter; the tire rotation frequency (f1) is the ratio of vehicle speed (V) to tire circumference (L); the integer multiple of the tire rotation frequency is N×f1 (N is a natural number except 0), that is, the calculated value of the tire harmonic frequency.

[0101] In order to accurately measure the harmonic vibration caused by tire deformation and dynamic imbalance during driving, the triaxial accelerometer 4535B001 is installed near the center of the rim. To ensure the same driving speed after the vehicle is equipped with tires of different brands, the high-precision speedometer VBOX 3I (±0.1km / h) is used. To ensure the accuracy and stability of the entire test process, the acquisition submodule SCM05 (voltage ±0.5%, frequency ±1%) is used. In order to minimize the influence of vehicle suspension structure vibration, a dry, straight and clean dedicated test road is selected.

[0102] Specifically, test vehicle one is a traditional timely four-wheel drive (front-wheel drive when traveling at a constant speed) high-end vehicle, equipped with tires of brand A, brand B, and brand C; test vehicle two is a pure electric timely four-wheel drive (rear-wheel drive when traveling at a constant speed) high-end vehicle, equipped with tires of brand D.

[0103] The rubber ingredients, tread patterns, quality, maximum speeds and dynamic imbalances of the four brands of tires are different. Three brands of tires (Brand A, Brand B, Brand C) have the same model (235 / 55R19), and Brand D tires have two models (245 / 50R19 and 245 / 45R20). Tires: The circumference of Brand A, Brand B, and Brand C is 2.33m, and the circumference of Brand D tires is 2.29m and 2.29m respectively.

[0104] Under uniform speed conditions (including uniform speed of 60km / h, uniform speed of 80km / h, uniform speed of 100km / h, and uniform speed of 120km / h), the wheel center vibration data of brand A, brand B, brand C, and brand D tires after being installed on the whole vehicle are collected in turn.

[0105] As shown in Tables 1 and 2 below, there are some differences between the calculated values ​​of tire harmonics and the measured values. This is because the calculated values ​​are calculated based on the tire model and size, and the tire does not carry any mass, while the measured values ​​are measured based on the wheel center vibration when the vehicle is in motion. The tire carries the weight of the vehicle and the ground, causing the tire to have a certain degree of deformation and slippage. During the analysis process, the measured values ​​can be quickly located based on the calculated values ​​of tire harmonics.

[0106] Table 1

[0107]

[0108] Table 2

[0109]

[0110] like Figure 3 The figure shows the wheel center vibration spectrum of brand A tire. Among them, ①, ②, and ③ represent the wheel center vibration spectrum curves at a constant speed of 60km / h, a constant speed of 80km / h, and a constant speed of 120km / h, respectively. At a constant speed of 60km / h, there are peaks at specific frequencies such as 7.4Hz, 14.8Hz, 22.2Hz, and 29.7Hz; at a constant speed of 80km / h, there are peaks at specific frequencies such as 9.7Hz, 19.4Hz, 29.1Hz, and 38.8Hz; at a constant speed of 120km / h, there are peaks at specific frequencies such as 14.6Hz, 29.2Hz, 43.8Hz, and 58.4Hz; at the three vehicle speeds, the specific frequencies corresponding to the wheel center vibration peaks are very close to the calculated values ​​of the tire harmonic frequencies in Table 1, that is, within the corresponding first specific frequency range, they have the typical characteristics of tire harmonic vibration.

[0111] like Figure 4The following are the wheel center vibration spectra of three brands of tires (Brand A, Brand B, and Brand C). ①, ④, and ⑤ represent the wheel center vibration spectrum curves of brand A, brand B, and brand C tires at a uniform speed of 60 km / h, respectively. The specific frequencies corresponding to the wheel center vibration peaks of the three brands of tires are the same (7.4 Hz, 14.8 Hz, 22.2 Hz, 29.7 Hz, etc.), and the vibration peaks at the corresponding specific frequencies are different; ②, ⑥, and ⑦ represent the wheel center vibration spectrum curves of brand A, brand B, and brand C tires at a uniform speed of 80 km / h, respectively. The specific frequencies corresponding to the wheel center vibration peaks of the three brands of tires are the same (9.7 Hz, 19.4 Hz, 29.1 Hz, 38.8 Hz, etc.), and the vibration peaks at the corresponding specific frequencies are different; ③, ⑧, and ⑨ represent the wheel center vibration spectrum curves of brand A, brand B, and brand C tires at a uniform speed of 120 km / h, respectively. The specific frequencies corresponding to the wheel center vibration peaks of the three brands of tires are the same (14.6 Hz, 29.2 Hz, 43.8 Hz, 58.4 Hz, etc.), and the vibration peaks at the corresponding specific frequencies are different. Under uniform speed conditions, the specific frequencies corresponding to the vibration peaks of the wheel centers of the three brands of tires are very close to the calculated values ​​of the corresponding harmonic frequencies of the tires in Table 1. The influence of brand differences (rubber size, compounding pattern, weight, dynamic imbalance) on the specific frequencies is excluded, but it has a certain influence on the corresponding vibration peaks. The vibration peak is the vibration amplitude at the specific frequency.

[0112] like Figure 5 The figure shows the wheel center vibration spectrum of brand A tire. ① and ⑩ represent the wheel center vibration spectrum curves of the front axle tire and the rear axle tire at a constant speed of 60km / h. The specific frequencies corresponding to the vibration peaks of the front and rear axle tires are the same (7.4Hz, 14.8Hz, 22.2Hz, 29.7Hz, etc.), but the vibration peaks at the corresponding specific frequencies are different; ② and Respectively represent the wheel center vibration spectrum curves of the front axle tire and the rear axle tire at a uniform speed of 80km / h. The specific frequencies corresponding to the wheel center vibration peaks of the front and rear axle tires are the same (9.7Hz, 19.4Hz, 29.1Hz, 38.8Hz, etc.), but the vibration peaks at the corresponding specific frequencies are different; ③, Represents the wheel center vibration spectrum curves of the front axle tire and the rear axle tire at a uniform speed of 120km / h. The specific frequencies corresponding to the vibration peaks of the front and rear axle tires are the same (14.6Hz, 29.2Hz, 43.8Hz, 58.4Hz, etc.), but the vibration peaks at the corresponding specific frequencies are different. Under uniform speed conditions, the specific frequencies corresponding to the vibration peaks of the front and rear axle tires are very close to the calculated values ​​of the corresponding harmonic frequencies of the tires in Table 1, excluding the influence of the suspension structure and drive type on the specific frequencies, but have a greater influence on the corresponding vibration peaks.

[0113] comprehensive Figure 3 , Figure 4 , Figure 5It is determined that the above-mentioned specific frequency is a periodic vibration caused by tire deformation and dynamic imbalance, namely, tire harmonic vibration, and brand differences (rubber size, compounding pattern, weight, dynamic imbalance), suspension structure and drive type have an important influence on the peak value of wheel center vibration.

[0114] like Figure 6 The figure shows the vibration spectrum of the wheel center of a D brand tire. They represent the wheel center vibration spectrum curves of 245 / 50R19 and 245 / 45R20 tires at a constant speed of 80km / h. The specific frequencies corresponding to the wheel center vibration peaks of the front and rear axle tires are the same (9.9Hz, 19.8Hz, 29.7Hz, 39.6Hz, etc.), but the vibration peaks at the corresponding specific frequencies are different. They represent the wheel center vibration spectrum curves of 245 / 50R19 and 245 / 45R20 tires at a uniform speed of 100km / h. The specific frequencies corresponding to the wheel center vibration peaks of the front and rear axle tires are the same (12.4Hz, 24.8Hz, 37.2Hz, 49.6Hz, etc.), but the vibration peaks at the corresponding specific frequencies are different. Under the same vehicle speed and brand D, different dimensions, rubber formulas, rims and dynamic imbalance have basically no effect on the specific frequencies, but have a greater impact on the vibration peaks at the specific frequencies. This verifies that the above inference is correct, and the tire harmonic vibration is mainly related to the vehicle speed and tire circumference. The difference between the calculated value and the measured value is mainly caused by tire deformation and slip. Compared with ② (Vehicle 1), (Vehicle 2) has obvious differences in vehicle type, drive type, suspension, tire size, and rims. Only the tire circumference is similar (② corresponds to a circumference of 2.33m, Corresponding to a circumference of 2.29m), but ② and The corresponding specific frequencies are very close, which also verifies that the above conclusion is correct.

[0115] Above Figure 3 , Figure 4 , Figure 5 , Figure 6 In the figure, the horizontal axis represents the frequency (unit: Hz), and the vertical axis represents the vibration acceleration amplitude (unit: m / s 2 ).

[0116] In this embodiment, the spectrum comparison and analysis states include: the first state: for tires of the same model, analyzing whether there is a peak in the wheel center vibration at a specific frequency under different vehicle speeds; the second state: at the same vehicle speed, comparing whether the specific frequencies corresponding to the wheel center vibrations of tires of the same model but different brands are similar; the third state: for tires of the same model, comparing whether the specific frequencies corresponding to the wheel center vibrations of the front axle tires and the rear axle tires are the same; the fourth state: for tires of different outer dimensions and rubber formulas (same brand and circumference), comparing whether the specific frequencies corresponding to the wheel center vibrations at the same vehicle speed are the same.

[0117] That is, first identify the harmonic vibration characteristics of the tire; secondly, eliminate the influence of rubber size, compound pattern, rim, suspension structure and drive type on the specific frequency, and analyze the influence of the above structures on the vibration amplitude at the specific frequency to identify the harmonic vibration of the passenger car tire; and then verify the correctness of the conclusion.

[0118] like Figure 7 As shown, the present application also provides an embodiment of a system for implementing the above-mentioned passenger car tire harmonic vibration identification method, and the system includes a collection module, a setting module and an analysis and identification module.

[0119] The acquisition module is used to sequentially acquire wheel center vibration signals of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition; the first tire group includes tires of the same model but different brands.

[0120] The setting module is used to set each first specific frequency range of the first tire group at each vehicle speed.

[0121] The above-mentioned analysis and identification module is used to edit and process the vibration signals of each wheel center to generate each wheel center vibration spectrum, and when the wheel center vibration spectrum of each tire at each vehicle speed has a peak in at least one first specific frequency range, the specific frequencies corresponding to each tire in the same first specific frequency range at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, it is judged that the specific frequencies corresponding to each first specific frequency range of any tire are the tire harmonic frequencies of the tire.

[0122] Furthermore, the acquisition module includes a vibration detection submodule, a vehicle speed detection submodule and an acquisition submodule.

[0123] The vibration detection submodule is used to collect the wheel center vibration signal of the wheel under the uniform speed condition when the tire is installed on the test vehicle. That is, it is used to collect the wheel center vibration signal of the wheel under the uniform speed condition when the vehicle is equipped with tires of different brands.

[0124] The vehicle speed detection submodule is used to collect the vehicle speed signal under the uniform speed condition when the tire is installed on the test vehicle. That is, it is used to collect the vehicle speed signal under the uniform speed condition when the vehicle is equipped with tires of different brands.

[0125] The acquisition submodule is connected to the vibration detection submodule and the vehicle speed detection submodule, and is used to send the wheel center vibration signal acquired by the vibration detection submodule and the vehicle speed signal acquired by the vehicle speed detection submodule to the analysis and identification module.

[0126] Optionally, the acquisition module is also used to sequentially acquire wheel center vibration signals of each tire of the second tire group after being installed on the test vehicle under each uniform speed condition; the second tire group includes tires of the same brand but different models and with the same circumference.

[0127] The setting module is also used to set each second specific frequency range of the second tire group at each vehicle speed.

[0128] The above-mentioned analysis and identification module is also used to edit and process the vibration signals of each wheel center of the second tire group to generate each wheel center vibration spectrum, and when the specific frequencies corresponding to the tires of the second tire group in the same second specific frequency range are similar at the same vehicle speed, it is correct to judge that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire.

[0129] Optionally, the above analysis and identification module can be installed in a computer, and can edit and process the wheel center vibration signal and the vehicle speed signal online or offline to achieve comparative analysis of the wheel center vibration spectrum.

[0130] Optionally, the vibration detection submodule includes a three-axis accelerometer arranged on the wheel center; the vehicle speed detection submodule includes a speedometer arranged on the roof of the vehicle.

[0131] The system of this embodiment is applicable to the above-mentioned passenger car tire harmonic vibration identification methods. It can not only accurately identify the tire harmonic vibration characteristics and avoid confusion with other structural vibrations, but also has important significance for the targeted improvement of automobile tire harmonic vibrations. At the same time, it can also avoid the rigid body mode and unsprung structure frequency of the powertrain, remove other problems, improve the vehicle vibration and vehicle comfort, improve the identification ability and work efficiency, and shorten the vehicle development cycle.

[0132] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0133] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including 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. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0134] The above is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A method for identifying harmonic vibration of a passenger car tire, characterized in that: It includes the steps of: Sequentially obtaining wheel center vibration spectra of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition; the first tire group includes tires of the same model but different brands; Setting each first specific frequency range of the first tire group at each vehicle speed; When the wheel center vibration spectrum of each tire at each vehicle speed has a peak value in the whole or part of the first specific frequency range corresponding to the vehicle speed, the specific frequencies corresponding to the same first specific frequency range of each tire at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, the specific frequencies corresponding to the first specific frequency ranges of any tire are determined to be the tire harmonic frequencies of the tire; The specific frequency corresponding to the first specific frequency range is the frequency corresponding to the peak value in the first specific frequency range; when the difference between two specific frequencies is within a preset difference range, the two specific frequencies are judged to be close; The first specific frequency ranges of the first tire group at any vehicle speed are set, specifically including: Obtaining a tire rotation frequency of a first tire group at the vehicle speed; Take N times the tire rotation frequency as the Nth-order rotation frequency, where N is greater than or equal to 1; A first specific frequency range is set with each order of rotation frequency as the midpoint.

2. The method for identifying harmonic vibration of a passenger car tire according to claim 1, characterized in that: After determining that each specific frequency is a tire harmonic frequency, a verification step is also included, and the verification step includes: Obtaining in sequence the wheel center vibration spectrum of each tire of the second tire group after being installed on the test vehicle under each uniform speed condition; the second tire group includes tires of the same brand but different models and with the same circumference; Obtaining each second specific frequency range of the second tire group at each vehicle speed; When the specific frequencies corresponding to the tires of the second tire group in the same second specific frequency range are similar at the same vehicle speed, it is correct to conclude that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire; The specific frequency corresponding to the second specific frequency range is a frequency corresponding to a peak value in the second specific frequency range.

3. The method for identifying harmonic vibration of a passenger car tire according to claim 1, characterized in that: Determining whether the specific frequency corresponding to each first specific frequency range of any tire is a tire harmonic frequency of the tire specifically includes: Determine whether the wheel center vibration spectrum of each tire in the first tire group at each vehicle speed has a peak value within the entire or partial first specific frequency range; if so, Determine whether the specific frequencies corresponding to the tires in the same first specific frequency range at the same vehicle speed are similar; if so, Determine whether the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same; if so, determine that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire.

4. The passenger car tire harmonic vibration identification method according to claim 1, characterized in that: The tire rotation frequency is the ratio of the vehicle speed to the tire circumference.

5. The method for identifying harmonic vibration of a passenger car tire according to claim 1, wherein: The circumferences of the tires in the first tire group are the same.

6. The method for identifying harmonic vibration of a passenger car tire according to claim 1, characterized in that: The vehicle speeds of the uniform speed conditions include 60km / h, 80km / h and 120km / h.

7. The method for identifying harmonic vibration of a passenger car tire according to claim 1, characterized in that: Obtain the wheel center vibration spectrum of a tire installed on a test vehicle under a uniform speed condition, including: Collecting a wheel center vibration signal of the tire under the uniform speed condition; The wheel center vibration signal is edited and processed to generate a wheel center vibration spectrum.

8. A system for implementing the passenger car tire harmonic vibration identification method according to claim 1, characterized in that: It includes: A collection module, which is used to sequentially collect wheel center vibration signals of each tire of the first tire group after being installed on the test vehicle under each uniform speed condition; the first tire group includes tires of the same model but different brands; A setting module, which is used to set each first specific frequency range of the first tire group at each vehicle speed; An analysis and identification module is used to edit and process each wheel center vibration signal to generate each wheel center vibration spectrum, and when the wheel center vibration spectrum of each tire at each vehicle speed has a peak in the whole or part of the first specific frequency range corresponding to the vehicle speed, the specific frequencies corresponding to the same first specific frequency range of each tire at the same vehicle speed are similar, and the specific frequencies corresponding to the front axle wheel center vibration spectrum and the rear axle wheel center vibration spectrum of any tire in the same first specific frequency range are the same, determine that the specific frequencies corresponding to the first specific frequency ranges of any tire are the tire harmonic frequencies of the tire; The specific frequency corresponding to the first specific frequency range is the frequency corresponding to the peak value in the first specific frequency range; when the difference between two specific frequencies is within a preset difference range, the two specific frequencies are judged to be close; The first specific frequency ranges of the first tire group at any vehicle speed are set, specifically including: Obtaining a tire rotation frequency of a first tire group at the vehicle speed; Take N times the tire rotation frequency as the Nth-order rotation frequency, where N is greater than or equal to 1; A first specific frequency range is set with each order of rotation frequency as the midpoint.

9. The system according to claim 8, characterized in that The acquisition module comprises: The vibration detection submodule is used to collect the wheel center vibration signal of the wheel under the uniform speed condition when the tire is installed on the test vehicle; The vehicle speed detection submodule is used to collect the vehicle speed signal under the uniform speed condition when the tire is installed on the test vehicle; The acquisition submodule is used to send the wheel center vibration signal and the vehicle speed signal to the analysis and identification module.

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