A method for solving tire cracks

Abstract

The present application relates to the field of tire production technology, and in particular to a method for solving tire cracks. The method includes: setting multiple tire sub-areas according to the tire surface area; generating historical crack evaluation values ​​of each tire sub-area according to sample tire data, and generating correction instructions according to the historical crack evaluation values; establishing a tire simulation model, generating tread groove bottom parameters according to the correction instructions and tire simulation instructions, and setting tire mold correction parameters according to the tread groove bottom parameters. By setting multiple tire sub-areas, using historical sample tires to evaluate each tire sub-area, determining the tire sub-area that needs to be adjusted, performing finite element analysis on the tire sub-area that needs to be adjusted, performing optimization processing within a preset adjustable range, and correcting the tread groove bottom without changing the original tire structure, ensuring that the tire strength is not affected, and effectively solving the problem of cracks at the tire tread groove bottom.

Description

Technical Field

[0001] The present application relates to the technical field of tire production, and in particular to a method for solving tire cracks. Background Art

[0002] With the continuous changes in the domestic mining market demand, the models of the main engine manufacturers are also constantly updated and are developing towards large-scale, and the rated load of the vehicles is getting larger and larger. In addition, the use of all-steel radial tires on the market has the problems of high air pressure and high load, which leads to large deformation of the tire bead area and contact between the bead and the rim. In this case, the driving force and braking force generated by the vehicle driving and braking are transmitted to the tire through the rim, and the rubber cannot respond immediately due to the hysteresis effect, which will cause circumferential shear force at the contact point between the rim and the bead, resulting in oblique cracks in the bead area. Due to the effect of periodic radial extrusion deformation, the oblique cracks will gradually expand and eventually evolve into radial cracks. At present, wide-body dump truck tires, large-sized rigid dump truck tires, giant tires, and port operation tires all have bead crack problems.

[0003] The existing technology mainly determines whether the tire has a bead crack problem through outdoor testing. Once the bead crack problem occurs, it is necessary to revise the design plan, produce sample tires, and conduct outdoor testing again. This cycle is repeated until the design plan does not have a bead crack problem. This method causes great waste and a long production cycle. Summary of the invention

[0004] The purpose of this application is: to solve the above-mentioned technical problems, this application provides a method for solving tire cracks, aiming to efficiently solve the problem of tire cracks, reduce production costs, and improve the adaptability of tire molds.

[0005] In some embodiments of the present application, multiple tire sub-regions are set, and each tire sub-region is evaluated using historical sample tires to determine the tire sub-region that needs to be adjusted, so that the mold area corresponding to the tire sub-region that needs to be adjusted is adjusted. The tire crack problem can be reduced without adjusting the entire mold, thereby reducing the overall production cost.

[0006] In some embodiments of the present application, finite element analysis is performed on the tire sub-area that needs to be adjusted, and optimization processing is performed within a preset adjustable range to correct the tread groove bottom without changing the original tire structure, thereby ensuring that the tire strength is not affected and effectively solving the problem of cracks in the tire tread groove bottom.

[0007] In some embodiments of the present application, a method for solving a tire crack is provided, comprising:

[0008] Setting a plurality of tire sub-areas according to the tire surface area;

[0009] Generate a historical crack evaluation value for each tire sub-area according to the sample tire data, and generate a correction instruction according to the historical crack evaluation value;

[0010] A tire simulation model is established, groove bottom parameters are generated according to correction instructions and tire simulation instructions, and tire mold correction parameters are set according to the groove bottom parameters.

[0011] In some embodiments of the present application, when multiple tire sub-regions are set, the method includes:

[0012] The number n of tire sub-areas is set according to the tire surface area a;

[0013] According to the number of tire sub-regions n, a tire sub-region sequence B is established, B=(b1, b2…bn), where bi is the i-th tire sub-region;

[0014] Establish tire sub-region correlation model;

[0015] Select the target tire sub-areas in sequence according to the tire sub-area sequence B;

[0016] Generate a correlation evaluation value series C of the target tire sub-region according to the tire sub-region correlation model, C=(c1,c2…cn), where ci is the correlation evaluation value between the i-th tire sub-region and the target tire sub-region;

[0017] Generate the association relationship between each tire sub-area.

[0018] In some embodiments of the present application, the setting of the number n of tire sub-regions includes:

[0019] Preset a first tire surface area interval (A1, A2), a second tire surface area interval (A2, A3) and a third tire surface area interval (A3, A4);

[0020] If the tire surface area a is within the preset first tire surface area interval, the number of tire sub-regions n is set to the preset first tire sub-region number n1, ie n=n1;

[0021] If the tire surface area a is within the preset second tire surface area interval, the number of tire sub-regions n is set to the preset second tire sub-region number n2, ie n = n2;

[0022] If the tire surface area a is within the preset third tire surface area interval, the number of tire sub-areas n is set to the preset third tire sub-area number n3, that is, n=n3; and n1 <n2<n3。

[0023] In some embodiments of the present application, when generating the association relationship between the tire sub-regions, it includes:

[0024] Obtain a sequence C of correlation evaluation values ​​of the target tire sub-region;

[0025] Preset the first correlation evaluation value interval (C1, C2) and the second correlation evaluation value interval (C2, C3)

[0026] If ci is in the preset first correlation evaluation value interval, the i-th tire sub-region is set as the first-level correlation region of the target tire sub-region;

[0027] If ci is in the preset second correlation evaluation value interval, the i-th tire sub-region is set as the secondary correlation region of the target tire sub-region.

[0028] In some embodiments of the present application, when generating the historical crack evaluation value of each tire sub-region, it includes:

[0029] Select the target tire sub-areas in sequence according to the tire sub-area sequence B;

[0030] According to the sample tire data, the crack tire ratio h, the average crack depth and the average crack length of the target tire sub-area are obtained;

[0031] Generate a historical crack evaluation value d of the target tire sub-region.

[0032] In some embodiments of the present application, when generating the historical crack evaluation value d of the target tire sub-region, it includes:

[0033] Generate a first initial evaluation value F1 based on the average crack depth;

[0034] Generate a second initial evaluation value F2 based on the average crack length;

[0035] Generate a compensation coefficient m according to the proportion of cracked tires h;

[0036] Generate a historical crack evaluation value d for the target tire sub-region;

[0037] d=m*(e1*F1+e2*F2), wherein e1 is a preset first weight coefficient, e2 is a preset second weight coefficient, and e1+e2=1.

[0038] In some embodiments of the present application, when generating the compensation coefficient m according to the cracked tire proportion h, it includes:

[0039] Preset the first crack tire proportion interval (H1, H2), the second crack tire proportion interval (H2, H3) and the third crack tire proportion interval (H3, H4);

[0040] If the cracked tire ratio h is within the preset first cracked tire ratio range, the compensation coefficient m is set to the preset first compensation coefficient m1, that is, m=m1;

[0041] If the cracked tire ratio h is within the preset second cracked tire ratio range, the compensation coefficient m is set to the preset second compensation coefficient m2, that is, m=m2;

[0042] If the cracked tire ratio h is within the preset third cracked tire ratio range, the compensation coefficient m is set to the preset third compensation coefficient m3, that is, m=m3, and 1 <m1<m2<m3。

[0043] In some embodiments of the present application, when a correction instruction is generated according to a historical rift evaluation value, it includes:

[0044] Preset a first historical gap evaluation value interval (D1, D2), a second historical gap evaluation value interval (D2, D3) and a third historical gap evaluation value interval (D3, D4);

[0045] If the historical crack evaluation value d is within the preset first historical crack evaluation value interval, the correction instruction for the target tire sub-region is a first-level correction instruction;

[0046] If the historical crack evaluation value d is within the preset second historical crack evaluation value interval, the correction instruction for the target tire sub-region is a secondary correction instruction;

[0047] If the historical crack evaluation value d is within the preset third historical crack evaluation value interval, the correction instruction of the target tire sub-region is a third-level correction instruction.

[0048] In some embodiments of the present application, when the groove bottom parameters are generated according to the correction instruction and the tire simulation instruction, the method includes:

[0049] Setting an adjustment interval of the groove bottom of the target tire sub-area according to the correction instruction;

[0050] Optimize all parameters within the adjustment range according to the tire simulation model;

[0051] Generates the bottom radius and bottom length of the groove bottom.

[0052] In some embodiments of the present application, when setting the adjustment interval of the groove bottom of the target tire sub-region, it includes:

[0053] If the correction instruction is a first-level correction instruction, the adjustment interval of the groove bottom of the target tire sub-area is set as the first-level adjustment interval;

[0054] If the correction instruction is a secondary correction instruction, the adjustment interval of the tread groove bottom of the target tire sub-area is set as the secondary adjustment interval;

[0055] If the correction instruction is a level three correction instruction, the adjustment interval of the tread groove bottom of the target tire sub-region is set as the level three adjustment interval.

[0056] Compared with the prior art, the method for solving tire cracks in the embodiment of the present application has the following beneficial effects:

[0057] By setting multiple tire sub-areas and using historical sample tires to evaluate each tire sub-area, the tire sub-area that needs to be adjusted is determined, and then the mold area corresponding to the tire sub-area that needs to be adjusted is adjusted. The tire crack problem can be reduced without adjusting the entire mold, thereby reducing the overall production cost.

[0058] Finite element analysis is performed on the tire sub-area that needs to be adjusted, and optimization is performed within the preset adjustable range to correct the tread groove bottom without changing the original tire structure, ensuring that the tire strength is not affected and effectively solving the problem of cracks in the tire tread groove bottom. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 It is a flow chart of a method for solving tire cracks in a preferred embodiment of the present application. DETAILED DESCRIPTION

[0060] The specific implementation methods of the present application are further described in detail below in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present application but are not intended to limit the scope of the present application.

[0061] In the description of the present application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are 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, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0062] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0063] In the description of this application, it should be noted that, 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 indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0064] like Figure 1 As shown, a method for solving tire cracks in a preferred embodiment of the present application includes:

[0065] S101: setting a plurality of tire sub-areas according to the tire surface area;

[0066] S102: generating a historical crack evaluation value of each tire sub-region according to the sample tire data, and generating a correction instruction according to the historical crack evaluation value;

[0067] S103: Establishing a tire simulation model, generating groove bottom parameters according to the correction instruction and the tire simulation instruction, and setting tire mold correction parameters according to the groove bottom parameters.

[0068] Specifically, when setting multiple tire sub-areas, it includes:

[0069] The number n of tire sub-areas is set according to the tire surface area a;

[0070] According to the number of tire sub-regions n, a tire sub-region sequence B is established, B=(b1, b2…bn), where bi is the i-th tire sub-region;

[0071] Establish tire sub-region correlation model;

[0072] Select the target tire sub-areas in sequence according to the tire sub-area sequence B;

[0073] Generate a correlation evaluation value series C of the target tire sub-region according to the tire sub-region correlation model, C=(c1,c2…cn), where ci is the correlation evaluation value between the i-th tire sub-region and the target tire sub-region;

[0074] Generate the association relationship between each tire sub-area.

[0075] Specifically, when setting the number of tire sub-areas n, it includes:

[0076] Preset a first tire surface area interval (A1, A2), a second tire surface area interval (A2, A3) and a third tire surface area interval (A3, A4);

[0077] If the tire surface area a is within the preset first tire surface area interval, the number of tire sub-regions n is set to the preset first tire sub-region number n1, ie n=n1;

[0078] If the tire surface area a is within the preset second tire surface area interval, the number of tire sub-regions n is set to the preset second tire sub-region number n2, ie n = n2;

[0079] If the tire surface area a is within the preset third tire surface area interval, the number of tire sub-areas n is set to the preset third tire sub-area number n3, that is, n=n3; and n1 <n2<n3。

[0080] Specifically, the number of tire sub-regions is dynamically adjusted according to the surface area of ​​the tire, so as to achieve accurate judgment of each tire sub-region and avoid the area of ​​a single tire sub-region being too large or too small, which will increase the amount of subsequent analysis and calculation.

[0081] Specifically, a correlation evaluation value is generated according to the force relationship and adjacent relationship between each tire sub-region. The higher the correlation evaluation value is, the greater the possibility that the two tire sub-regions need to be stressed at the same time.

[0082] Specifically, when generating the association relationship between each tire sub-area, it includes:

[0083] Obtain a sequence C of correlation evaluation values ​​of the target tire sub-region;

[0084] Preset the first correlation evaluation value interval (C1, C2) and the second correlation evaluation value interval (C2, C3)

[0085] If ci is in the preset first correlation evaluation value interval, the i-th tire sub-region is set as the first-level correlation region of the target tire sub-region;

[0086] If ci is in the preset second correlation evaluation value interval, the i-th tire sub-region is set as the secondary correlation region of the target tire sub-region.

[0087] Specifically, according to their influence, when a crack occurs in the target tire sub-region, the possibility of crack occurring in the secondary associated region is greater than that in the primary associated region.

[0088] In some embodiments of the present application, when generating the historical crack evaluation value of each tire sub-region, it includes:

[0089] Select the target tire sub-areas in sequence according to the tire sub-area sequence B;

[0090] According to the sample tire data, the crack tire ratio h, the average crack depth and the average crack length of the target tire sub-area are obtained;

[0091] Generate a historical crack evaluation value d of the target tire sub-region.

[0092] Specifically, when generating the historical crack evaluation value d of the target tire sub-region, it includes:

[0093] Generate a first initial evaluation value F1 based on the average crack depth;

[0094] Generate a second initial evaluation value F2 based on the average crack length;

[0095] Generate a compensation coefficient m according to the proportion of cracked tires h;

[0096] Generate a historical crack evaluation value d for the target tire sub-region;

[0097] d=m*(e1*F1+e2*F2), wherein e1 is a preset first weight coefficient, e2 is a preset second weight coefficient, and e1+e2=1.

[0098] Specifically, the crack parameters of the target tire sub-area corresponding to all sample tires are obtained, so as to obtain the total length of the crack of a single tire in the target tire sub-area, and the average value of the crack length is generated according to the average value of all sample tires. The average value of the crack depth is generated according to the average value of all crack depths.

[0099] Specifically, the value range of the first initial evaluation value and the second initial evaluation value is the same. A corresponding relationship between the average value of the crack depth and the first initial evaluation value is established based on historical data. The larger the average value of the crack depth, the higher the corresponding first initial evaluation value. A corresponding relationship between the average value of the crack length and the second initial evaluation value is established based on historical data. The larger the average value of the crack depth, the larger the corresponding second initial evaluation value.

[0100] Specifically, when generating the compensation coefficient m according to the cracked tire ratio h, it includes:

[0101] Preset the first crack tire proportion interval (H1, H2), the second crack tire proportion interval (H2, H3) and the third crack tire proportion interval (H3, H4);

[0102] If the cracked tire ratio h is within the preset first cracked tire ratio range, the compensation coefficient m is set to the preset first compensation coefficient m1, that is, m=m1;

[0103] If the cracked tire ratio h is within the preset second cracked tire ratio range, the compensation coefficient m is set to the preset second compensation coefficient m2, that is, m=m2;

[0104] If the cracked tire ratio h is within the preset third cracked tire ratio range, the compensation coefficient m is set to the preset third compensation coefficient m3, that is, m=m3, and 1 <m1<m2<m3。

[0105] Specifically, the cracked tire ratio refers to the ratio of the number of tires with cracks in the target tire sub-area among the sample tires to the number of sample tires.

[0106] Specifically, the compensation coefficient is dynamically adjusted according to the proportion of cracked tires, making the historical crack evaluation value more accurate.

[0107] In some embodiments of the present application, when a correction instruction is generated according to a historical rift evaluation value, it includes:

[0108] Preset a first historical gap evaluation value interval (D1, D2), a second historical gap evaluation value interval (D2, D3) and a third historical gap evaluation value interval (D3, D4);

[0109] If the historical crack evaluation value d is within the preset first historical crack evaluation value interval, the correction instruction for the target tire sub-region is a first-level correction instruction;

[0110] If the historical crack evaluation value d is within the preset second historical crack evaluation value interval, the correction instruction for the target tire sub-region is a secondary correction instruction;

[0111] If the historical crack evaluation value d is within the preset third historical crack evaluation value interval, the correction instruction of the target tire sub-region is a third-level correction instruction.

[0112] Specifically, the first-level correction instruction refers to correcting only the target tire sub-area, the second-level correction instruction refers to correcting the target tire sub-area and the corresponding second-level associated area, and the third-level correction instruction refers to correcting the target tire sub-area and its corresponding first-level associated area and second-level associated area.

[0113] Specifically, when the groove bottom parameters are generated according to the correction instructions and the tire simulation instructions, the following are included:

[0114] Setting an adjustment interval of the groove bottom of the target tire sub-area according to the correction instruction;

[0115] Optimize all parameters within the adjustment range according to the tire simulation model;

[0116] Generates the bottom radius and bottom length of the groove bottom.

[0117] Specifically, finite element analysis is performed on the tire sub-area that needs to be adjusted, and optimization processing is performed within the preset adjustable range to correct the tread groove bottom without changing the original tire structure, ensuring that the tire strength is not affected, and effectively solving the problem of cracks in the tire tread groove bottom.

[0118] Specifically, when setting the adjustment range of the groove bottom of the target tire sub-area, it includes:

[0119] If the correction instruction is a first-level correction instruction, the adjustment interval of the groove bottom of the target tire sub-area is set as the first-level adjustment interval;

[0120] If the correction instruction is a secondary correction instruction, the adjustment interval of the tread groove bottom of the target tire sub-area is set as the secondary adjustment interval;

[0121] If the correction instruction is a level three correction instruction, the adjustment interval of the tread groove bottom of the target tire sub-region is set as the level three adjustment interval.

[0122] Specifically, the third-level adjustment interval includes the second-level adjustment interval, and the second-level adjustment interval includes the first-level adjustment interval.

[0123] According to the first concept of the present application, multiple tire sub-regions are set up, each tire sub-region is evaluated using historical sample tires, and the tire sub-region that needs to be adjusted is determined, so that the mold area corresponding to the tire sub-region that needs to be adjusted is adjusted. The tire crack problem can be reduced without adjusting the entire mold, thereby reducing the overall production cost.

[0124] According to the second concept of the present application, a finite element analysis is performed on the tire sub-area that needs to be adjusted, and optimization processing is performed within a preset adjustable range to correct the tread groove bottom without changing the original tire structure, thereby ensuring that the tire strength is not affected and effectively solving the problem of cracks in the tire tread groove bottom.

[0125] The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and substitutions can be made without departing from the technical principles of the present application. These improvements and substitutions should also be regarded as the scope of protection of the present application.

Claims

1. A method for solving tire cracks, characterized in that: include: Setting a plurality of tire sub-areas according to the tire surface area; Generate a historical crack evaluation value for each tire sub-area according to the sample tire data, and generate a correction instruction according to the historical crack evaluation value; Establish a tire simulation model, generate groove bottom parameters according to the correction instructions and tire simulation instructions, and set tire mold correction parameters according to the groove bottom parameters; When setting multiple tire sub-regions, include: The number n of tire sub-areas is set according to the tire surface area a; According to the number of tire sub-regions n, a tire sub-region sequence B is established, B=(b1, b2…bn), where bi is the i-th tire sub-region; Establish tire sub-region correlation model; Select the target tire sub-areas in sequence according to the tire sub-area sequence B; Generate a correlation evaluation value series C of the target tire sub-region according to the tire sub-region correlation model, C=(c1,c2…cn), where ci is the correlation evaluation value between the i-th tire sub-region and the target tire sub-region; Generate association relationships between various tire sub-regions; The step of setting the number n of tire sub-regions includes: Preset a first tire surface area interval (A1, A2), a second tire surface area interval (A2, A3) and a third tire surface area interval (A3, A4); If the tire surface area a is within the preset first tire surface area interval, the number of tire sub-regions n is set to the preset first tire sub-region number n1, ie n=n1; If the tire surface area a is within the preset second tire surface area interval, the number of tire sub-regions n is set to the preset second tire sub-region number n2, ie n = n2; If the tire surface area a is within the preset third tire surface area interval, the number of tire sub-areas n is set to the preset third tire sub-area number n3, that is, n=n3; and n1 <n2<n3。 2. The method for solving tire cracks according to claim 1, characterized in that: When generating the association relationship between each tire sub-area, it includes: Obtain a sequence C of correlation evaluation values ​​of the target tire sub-region; Preset a first correlation evaluation value interval (C1, C2) and a second correlation evaluation value interval (C2, C3); If ci is in the preset first correlation evaluation value interval, the i-th tire sub-region is set as the first-level correlation region of the target tire sub-region; If ci is in the preset second correlation evaluation value interval, the i-th tire sub-region is set as the secondary correlation region of the target tire sub-region.

3. The method for solving tire cracks according to claim 2, characterized in that: When generating the historical crack evaluation values ​​for each tire sub-area, include: Select the target tire sub-areas in sequence according to the tire sub-area sequence B; According to the sample tire data, the crack tire ratio h, the average crack depth and the average crack length of the target tire sub-area are obtained; Generate a historical crack evaluation value d of the target tire sub-region.

4. The method for solving tire cracks according to claim 3, characterized in that: When generating the historical crack evaluation value d of the target tire sub-region, it includes: Generate a first initial evaluation value F1 based on the average crack depth; Generate a second initial evaluation value F2 based on the average crack length; Generate a compensation coefficient m according to the proportion of cracked tires h; Generate a historical crack evaluation value d for the target tire sub-region; d=m*(e1*F1+e2*F2), wherein e1 is a preset first weight coefficient, e2 is a preset second weight coefficient, and e1+e2=1.

5. The method for solving tire cracks according to claim 4, characterized in that: When generating the compensation coefficient m according to the cracked tire ratio h, it includes: Preset the first crack tire ratio interval (H1, H2), the second crack tire ratio interval (H2, H3) and the third crack tire ratio interval (H3, H4); If the cracked tire ratio h is within the preset first cracked tire ratio range, the compensation coefficient m is set to the preset first compensation coefficient m1, that is, m=m1; If the cracked tire ratio h is within the preset second cracked tire ratio range, the compensation coefficient m is set to the preset second compensation coefficient m2, that is, m=m2; If the cracked tire ratio h is within the preset third cracked tire ratio range, the compensation coefficient m is set to the preset third compensation coefficient m3, that is, m=m3, and 1 <m1<m2<m3。 6. The method for solving tire cracks according to claim 5, characterized in that: When generating correction instructions based on historical gap evaluation values, it includes: Preset a first historical gap evaluation value interval (D1, D2), a second historical gap evaluation value interval (D2, D3) and a third historical gap evaluation value interval (D3, D4); If the historical crack evaluation value d is within the preset first historical crack evaluation value interval, the correction instruction for the target tire sub-region is a first-level correction instruction; If the historical crack evaluation value d is within the preset second historical crack evaluation value interval, the correction instruction for the target tire sub-region is a secondary correction instruction; If the historical crack evaluation value d is within the preset third historical crack evaluation value interval, the correction instruction of the target tire sub-region is a third-level correction instruction.

7. The method for solving tire cracks according to claim 6, characterized in that: When generating groove bottom parameters according to correction instructions and tire simulation instructions, including: Setting an adjustment interval of the groove bottom of the target tire sub-area according to the correction instruction; Optimize all parameters within the adjustment range according to the tire simulation model; Generates the bottom radius and bottom length of the groove bottom.

8. The method for solving tire cracks according to claim 7, characterized in that: When setting the adjustment range of the target tire sub-area groove bottom, include: If the correction instruction is a first-level correction instruction, the adjustment interval of the groove bottom of the target tire sub-area is set as the first-level adjustment interval; If the correction instruction is a secondary correction instruction, the adjustment interval of the tread groove bottom of the target tire sub-area is set as the secondary adjustment interval; If the correction instruction is a level three correction instruction, the adjustment interval of the tread groove bottom of the target tire sub-region is set as the level three adjustment interval.

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