Modeling method, device and equipment of tire model for road noise simulation of whole automobile

Abstract

The invention relates to the technical field of automobile noise simulation tire modeling, in particular to a tire model modeling method, device and equipment for whole automobile road noise simulation, and the method comprises the steps: building a tire structure model and a tire cavity inner vocal cavity model, and building a tire structure model and a tire cavity inner vocal cavity model on the basis of the tire structure model and the tire cavity inner vocal cavity model; establishing a coupling relationship between a tire structure and a sound cavity in a tire cavity, and obtaining a tire finite element model according to constraint conditions of tire ground contact ground; utilizing a test bench for coupling and expressing an intra-cavity acoustic cavity resonance effect and a preset tire transfer function of the intra-cavity acoustic cavity model of the tire to obtain a transfer function of a bench test; and obtaining an objective function through a correlation coefficient between the transfer function calculated by the finite element model and the transfer function tested by the bench, and carrying out iterative optimization on the objective function by taking the plurality of tire modeling parameters as optimization variables until a preset iteration condition is met, thereby obtaining the tire model for whole vehicle road noise simulation.

Description

Technical Field

[0001] The present application relates to the technical field of tire modeling for automobile noise simulation, and in particular to a tire modeling method, device and equipment for whole vehicle road noise simulation. Background Art

[0002] During the driving process of the car, the vibration generated by the interaction between the road surface and the tire is transmitted through the suspension, causing the sheet metal response at the car body end, which in turn causes the discomfort of vibration and noise for the passengers in the car, which has become one of the problems complained by users. In the process of road noise development, it is particularly important to establish a whole vehicle model in the early stage, collect the road characteristics of typical user scenarios, and form a virtual test model through coupling with the tire model to predict and optimize the noise, which can avoid repeated design modifications in the later stage, resulting in an increase in development cycle and cost. Due to the high nonlinearity of tires, the establishment of tire models has become a technical bottleneck in vehicle modeling and simulation. The use of different tire models leads to different simulation accuracy and efficiency.

[0003] Tires are highly nonlinear products, and existing tire models include the following: models fitted with mathematical formulas, such as the famous magic formula, which are mainly used in the field of vehicle dynamics modeling and simulation; models modeled with detailed finite element models, which require detailed tire design geometry and material parameters, and then calibrate the model through a large amount of test data calibration, which is mainly used for detailed design by tire design companies. The modeling process requires a lot of resources, and coupling with the vehicle model often leads to an increase in the scale of the vehicle model and a decrease in the computational efficiency of the model. Another type is F-Tire, CD-tier and modal tires, which are also obtained through a large amount of test data fitting and model calibration. Generally, vehicle design companies obtain them through purchase, which is expensive and requires the purchase of each tire specification.

[0004] The related technology provides a linear tire modeling method, which uses dedicated pre-processing software or program writing to generate a linear tire model, perform data mapping, and complete the assembly of mass matrix, stiffness matrix, and damping matrix according to the DMIG matrix requirements to form a modal tire model file that can be used for vehicle road noise simulation. The model covers the range of major modes such as tire low-frequency structural modes and cavity modes, and can be used for vehicle road noise simulation.

[0005] However, the modeling process requires detailed tire structure design finite element modeling, as well as complex material parameters and constitutive relationship databases. At the same time, it requires inflation, loading, rolling simulation and test calibration processes. The modeling process is time-consuming and consumes a lot of resources. It is only suitable for modeling when the tire supplier has detailed design data. For vehicle companies, it is completely impossible to build the above model. It often costs a lot of money to purchase tire models in vehicle model development. The purchased tire model is a black box. In the whole vehicle simulation process, it is also impossible to optimize tire characteristics to improve road noise. Summary of the invention

[0006] The present application provides a tire modeling method, device and equipment for whole vehicle road noise simulation to solve the problems in the prior art that the tire finite element modeling process is time-consuming and costly, and cannot optimize tire characteristics to improve road noise.

[0007] The first aspect of the present application provides a tire modeling method for whole vehicle road noise simulation, comprising the following steps: establishing a tire structure model and a tire cavity acoustic cavity model, and based on the tire structure model and the tire cavity acoustic cavity model, establishing a coupling relationship between the tire structure and the tire cavity acoustic cavity, and constraint conditions of the tire ground contact to obtain a tire finite element model; using the coupling of the tire cavity acoustic cavity model to express the cavity acoustic cavity resonance effect and a preset tire transfer function test bench to obtain a bench test transfer function; obtaining a target function through the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and iteratively optimizing the target function using multiple tire modeling parameters as optimization variables until the preset iteration conditions are met to obtain a tire model for whole vehicle road noise simulation.

[0008] Optionally, the establishing of the tire structure model includes: based on a preset tire thickness and a preset tire material, using plate shell units to model the tire tread and tire sidewalls to obtain a first modeling result; based on a preset rim thickness, a preset elastic modulus and a preset material density, modeling the rim to obtain a second modeling result, and modeling the spokes according to the wheel center point and the rim shell unit nodes to obtain a third modeling result; establishing the tire structure model based on the first modeling result, the second modeling result and the third modeling result.

[0009] Optionally, the shell unit nodes of the tread of the tire and the sidewall of the tire are connected in the circumferential direction through a plurality of rotational freedom spring units, and the shell unit node brackets of the sidewall of the tire and the rim are connected in the circumferential direction through a plurality of translational spring units.

[0010] Optionally, when the spokes are modeled according to the wheel center point and the rim shell unit nodes, it includes: using massless rigid units to construct the spokes between the wheel center point of the rim and the shell unit nodes of the rim.

[0011] Optionally, establishing the acoustic cavity model in the tire cavity includes: establishing the acoustic cavity model in the tire cavity using a CHEXA fluid unit based on a preset tire cavity material, a preset bulk modulus and air density.

[0012] Optionally, after establishing the tire structure model and the tire cavity acoustic cavity model, the method further includes: coupling the tire structure model and the tire cavity acoustic cavity model using a fluid-solid coupling interface.

[0013] Optionally, the constraint condition of the tire contacting the ground is: using a flexible connection unit to connect the tire contact point with the vicinity of the tire contact trace, wherein a 6-degree-of-freedom spring is used at the center of the flexible connection unit, one end of the tire contact point is connected to the tire, and the other end of the tire contact point is grounded.

[0014] Optionally, a test bench with a preset tire transfer function is used to obtain a transfer function of the bench test, including: using a remote traction motor to fix the tire under the test bench flat plate through a pull rope to ensure that the weight borne by the tire meets the test vehicle requirements; tapping the target bolt installation point position on the center plane of the wheel hub to obtain response data of the force sensor and the acceleration sensor; reducing the knocking force and acceleration response around the wheel hub to a virtual point response of the wheel hub center, and at the same time reducing the force sensor response to the response of the tire ground contact center, to obtain the transfer function in the six degrees of freedom directions from the wheel hub center to the tire ground contact center.

[0015] A second aspect of the present application provides a tire modeling device for simulating the road noise of a whole vehicle, including: a construction module, which is used to establish a tire structure model and a tire cavity acoustic cavity model, and based on the tire structure model and the tire cavity acoustic cavity model, establish a coupling relationship between the tire structure and the tire cavity acoustic cavity, and a constraint condition of the tire ground contact to obtain a tire finite element model; a testing module, which is used to use the coupling of the tire cavity acoustic cavity model to express the cavity acoustic cavity resonance effect and a preset tire transfer function of a test bench to obtain a transfer function of a bench test; an optimization module, which is used to obtain a target function through the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and iteratively optimize the target function using multiple tire modeling parameters as optimization variables until the preset iteration conditions are met to obtain a tire model for simulating the road noise of the whole vehicle.

[0016] Optionally, the construction module is also used to: based on a preset tire thickness and a preset tire material, use plate and shell units to model the tire tread and tire sidewalls to obtain a first modeling result; model the rim based on a preset rim thickness, a preset elastic modulus and a preset material density to obtain a second modeling result, and model the spokes according to the wheel center point and the rim shell unit nodes to obtain a third modeling result; establish the tire structure model based on the first modeling result, the second modeling result and the third modeling result.

[0017] Optionally, the shell unit nodes of the tread of the tire and the sidewall of the tire are connected in the circumferential direction through a plurality of rotational freedom spring units, and the shell unit node brackets of the sidewall of the tire and the rim are connected in the circumferential direction through a plurality of translational spring units.

[0018] Optionally, the construction module is further used to: construct the spokes between the wheel center center point of the rim and the shell unit nodes of the rim using massless rigid units.

[0019] Optionally, the construction module is further used to: establish the acoustic cavity model in the tire cavity using a CHEXA fluid unit based on a preset tire cavity material, a preset bulk modulus and air density.

[0020] Optionally, after establishing the tire structure model and the tire cavity acoustic cavity model, the construction module is further used to: couple the tire structure model and the tire cavity acoustic cavity model using a fluid-structure coupling interface.

[0021] Optionally, the constraint condition of the tire contacting the ground is: using a flexible connection unit to connect the tire contact point with the vicinity of the tire contact trace, wherein a 6-degree-of-freedom spring is used at the center of the flexible connection unit, one end of the tire contact point is connected to the tire, and the other end of the tire contact point is grounded.

[0022] Optionally, the test module is also used to: use a remote traction motor to fix the tire under the test bench flat plate through a pull rope to ensure that the weight borne by the tire meets the test vehicle requirements; tap the target bolt installation point position on the center plane of the wheel hub to obtain response data of the force sensor and the acceleration sensor; reduce the knocking force and acceleration response around the wheel hub to a virtual point response of the wheel hub center, and at the same time reduce the force sensor response to the response of the tire ground contact center, and obtain the transfer function in the six degrees of freedom directions from the wheel hub center to the tire ground contact center.

[0023] The third aspect of the present application provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the tire modeling method for vehicle road noise simulation as described in the above embodiment.

[0024] A fourth aspect of the present application provides a computer program product having a computer program stored thereon, which is executed by a processor to implement the tire modeling method for vehicle road noise simulation as described in the above embodiment.

[0025] In the above implementation, a tire structure model and a tire cavity acoustic cavity model are established, and based on the tire structure model and the tire cavity acoustic cavity model, a coupling relationship between the tire structure and the tire cavity acoustic cavity and a constraint condition of the tire ground contact are established to obtain a tire finite element model, and the coupling of the tire cavity acoustic cavity model is used to express the cavity acoustic cavity resonance effect and a preset tire transfer function test bench to obtain a bench test transfer function, and the objective function is obtained by the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and the objective function is iteratively optimized with multiple tire modeling parameters as optimization variables until the preset iteration conditions are met to obtain a tire model for whole vehicle road noise simulation. Thus, the problem that the tire finite element model modeling process in the prior art is time-consuming and expensive, and the tire characteristics cannot be optimized to improve road noise is solved, the road noise simulation has high accuracy, and expensive and complex tire modeling is avoided. Not only can the animation results in the problem diagnosis process be displayed, but also the tire can be used as an optimization condition to optimize road noise, and the benchmark vehicle tire can be modeled for benchmarking research.

[0026] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0028] Figure 1 A flowchart of a tire modeling method for vehicle road noise simulation provided in accordance with an embodiment of the present application;

[0029] Figure 2 A schematic diagram of a tire model according to an embodiment of the present application;

[0030] Figure 3 is a schematic diagram of a rim assembly according to an embodiment of the present application;

[0031] Figure 4is a schematic diagram of a tire cavity finite element model according to an embodiment of the present application;

[0032] Figure 5 is a schematic diagram of a tire ground contact constraint condition according to an embodiment of the present application;

[0033] Figure 6 is a schematic diagram of tire transfer function test conditions according to one embodiment of the present application;

[0034] Figure 7 A schematic diagram of the conversion of the wheel center periphery into the hub center reduction according to one embodiment of the present application;

[0035] Figure 8 is a schematic diagram comparing an optimized tire model transfer function and a measured transfer function according to an embodiment of the present application;

[0036] Fig. 9 A schematic diagram of a modal vibration shape calculated for a tire according to an embodiment of the present application;

[0037] Fig.10 A schematic diagram of a tire modeling method for whole vehicle road noise simulation according to an embodiment of the present application;

[0038] Fig.11 This is an example diagram of a tire model building device for whole vehicle road noise simulation according to an embodiment of the present application;

[0039] Fig.12 Schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0040] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0041] The following describes the tire modeling method, device and equipment for the simulation of the road noise of the whole vehicle of the embodiment of the present application with reference to the accompanying drawings. In view of the problem that the tire finite element modeling process in the prior art mentioned in the above background technology is time-consuming and expensive, and the tire characteristics cannot be optimized to improve the road noise, the present application provides a tire modeling method for the simulation of the road noise of the whole vehicle of the present application, in which a tire structure model and a tire cavity acoustic cavity model are established, and based on the tire structure model and the tire cavity acoustic cavity model, the coupling relationship between the tire structure and the tire cavity acoustic cavity and the tire ground contact constraint conditions are established to obtain the tire finite element model, and the coupling of the tire cavity acoustic cavity model is used to express the cavity acoustic cavity resonance effect and the preset tire transfer function test bench to obtain the bench test transfer function, and the transfer function calculated by the finite element model and the bench test The transfer function is obtained by the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and the objective function is iteratively optimized with multiple tire modeling parameters as optimization variables until the preset iteration conditions are met to obtain the tire model for the simulation of the road noise of the whole vehicle. As a result, the problems in the prior art that the tire finite element modeling process is time-consuming and expensive, and that the tire characteristics cannot be optimized to improve road noise are solved. The road noise simulation has high accuracy and avoids expensive, complex and time-consuming tire modeling. Not only can the animated results be displayed during the problem diagnosis process, but the tire can also be used as an optimization condition to optimize road noise. The tire of the benchmark vehicle can be modeled for benchmarking research.

[0042] Specifically, Figure 1 A flowchart of a tire modeling method for vehicle road noise simulation provided in an embodiment of the present application.

[0043] like Figure 1 As shown, the tire model building method for vehicle road noise simulation includes the following steps:

[0044] In step S101, a tire structure model and a tire cavity acoustic cavity model are established, and based on the tire structure model and the tire cavity acoustic cavity model, a coupling relationship between the tire structure and the tire cavity acoustic cavity and a constraint condition of the tire ground contact are established to obtain a tire finite element model.

[0045] Optionally, in some embodiments, a tire structure model is established, including: based on a preset tire thickness and a preset tire material, using plate shell units to model the tire tread and tire sidewalls to obtain a first modeling result; based on a preset rim thickness, a preset elastic modulus and a preset material density, the rim is modeled to obtain a second modeling result, and the spokes are modeled according to the wheel center point and the rim shell unit nodes to obtain a third modeling result; a tire structure model is established based on the first modeling result, the second modeling result and the third modeling result.

[0046] Optionally, in some embodiments, the shell unit nodes of the tire tread and the sidewall of the tire are connected in the circumferential direction through multiple rotational freedom spring units, and the shell unit node brackets of the tire sidewall and the rim are connected in the circumferential direction through multiple translational spring units.

[0047] Optionally, in some embodiments, when the spokes are modeled according to the wheel center point and the rim shell element nodes, it includes: using massless rigid elements to construct the spokes between the wheel center point of the rim and the shell element nodes of the rim.

[0048] Optionally, in some embodiments, establishing the acoustic cavity model in the tire cavity includes: establishing the acoustic cavity model in the tire cavity using a CHEXA fluid unit based on a preset tire cavity material, a preset bulk modulus and air density.

[0049] Optionally, in some embodiments, after establishing the tire structure model and the tire cavity acoustic cavity model, the method further includes: coupling the tire structure model and the tire cavity acoustic cavity model using a fluid-structure coupling interface.

[0050] Optionally, in some embodiments, the constraint condition for the tire to contact the ground is: using a flexible connection unit to connect the tire ground contact point with the vicinity of the tire ground contact trace, wherein a 6-degree-of-freedom spring is used at the center of the flexible connection unit, one end of the tire ground contact point is connected to the tire, and the other end of the tire ground contact point is grounded.

[0051] Specifically, the tread and sidewall of the tire are modeled using plate and shell elements to obtain the first modeling result, wherein the preset tire thickness is defined as 9 mm, and the element attribute PSHELL in the general finite element software MSC.NASTRAN also defines the preset tire materials, which are linear elastic material types (MAT1), respectively reflecting the tensile and bending mechanical properties (MID1 and MID2), and the shell element nodes of the tire tread and sidewall are connected in the circumferential direction through the three rotational degrees of freedom spring elements CELAS2, and the relative translational degrees of freedom are locked by the rigid element, and the shell element node brackets of the sidewall and the rim are connected in the circumferential direction through three translational spring elements, such as Figure 2 shown.

[0052] Schematic diagram of rim assembly Figure 3 As shown, the rim is modeled using shell elements to obtain a second modeling result, wherein the preset rim thickness is defined as the evaluation thickness of the aluminum alloy casting rim, the preset elastic modulus is an aluminum alloy parameter, and the preset material density is maintained at a lower value.

[0053] The spoke modeling uses a massless rigid REE2 unit to connect the center point of the wheel center with the rim shell unit node to obtain the third modeling result, in which a concentrated mass unit CONM2 is defined at the center point of the wheel center. The mass unit mass and moment of inertia parameters must ensure that the actual mass and moment of inertia parameters of the rim assembly are consistent, which is why the rim uses a very low density value. The CONM2 unit and the center point of the RBE2 of the wheel center are simulated by a total of 6 spring units CELAS2, three translations and three rotations. The spring value uses the isotropic stiffness value of the aluminum alloy rim assembly. These values ​​are generally obtained quickly using finite element calculations.

[0054] Finally, a tire structure model is established according to the first modeling result, the second modeling result and the third modeling result.

[0055] Further establish the tire cavity acoustic cavity model, such as Figure 4 As shown in the figure, specifically, the tread, sidewall and rim form a closed cavity. The actual tire is filled with gas at a certain pressure, which is called the tire acoustic cavity. The tire cavity model uses CHEXA fluid units, which are consistent with the boundaries of the above three closed surfaces, and it is necessary to ensure that the nodes do not overlap. The preset tire cavity material uses the MAT10 material card, and the preset bulk modulus and air density are defined according to actual conditions. The air unit of the cavity needs to define the gas pressure static load distribution on the grid around the cavity. The tire structure model and the tire cavity acoustic cavity model are further coupled through the fluid-solid coupling interface, where the statement defining the fluid-solid coupling is:

[0056] COUPLING

[0057] ACMODL:

[0058] -INTERFACE="DIFF"

[0059] -Coupled through shell ELEMENTS

[0060] The tire ground contact constraint conditions are further defined, where the tire ground contact point is connected near the tire ground contact trace using a flexible connection unit RBE3 so as not to increase additional stiffness. A 6-degree-of-freedom spring is used at the center of the flexible unit, and different spring stiffness parameters are defined. One end of the tire ground contact point is connected to the tire, and one end of the tire ground contact point is grounded, such as Figure 5 As shown, in this way, there is only a single point road surface input in the tire model.

[0061] Thus, a tire finite element model is obtained through the tire structure model and the tire cavity acoustic cavity model, and according to the coupling relationship between the tire structure and the tire cavity acoustic cavity and the constraint condition of the tire ground contact.

[0062] In step S102, a transfer function of the test bench test is obtained by coupling the tire cavity model to express the cavity resonance effect and the preset tire transfer function of the test bench.

[0063] Optionally, in some embodiments, a test bench with a preset tire transfer function is used to obtain a transfer function of the bench test, including: using a remote traction motor to fix the tire under the test bench flat plate through a pull rope to ensure that the weight borne by the tire meets the test vehicle requirements; tapping the target bolt installation point position on the center plane of the wheel hub to obtain response data of the force sensor and the acceleration sensor; reducing the knocking force and acceleration response around the wheel hub to a virtual point response of the wheel hub center, and at the same time reducing the force sensor response to the response of the tire ground contact center, to obtain the transfer function in the six degrees of freedom directions from the wheel hub center to the tire ground contact center.

[0064] Specific as Figure 6 As shown, the tensioning traction motor at the far end fixes the tire on the test plate through an elastic rope passing through the circular hole in the center of the wheel hub. The force component of the tensioning force in the vertical direction of the tire is consistent with one-fourth of the weight actually borne by the tire. Since the wheel center cannot be tapped and the torque cannot be directly tested, tapping is performed at the four target bolt mounting points on the center plane of the wheel hub to obtain the acceleration near the four tapping points in the center of the wheel hub and the response data of three force sensors arranged on the test platform. Then, the tapping force and acceleration of the four points are reduced to the center of the wheel hub, as shown in FIG. Figure 7 As shown, the three force sensors of the test plate are reduced to the tire node center, so as to obtain the transfer function of the bench test, that is, the transfer function in the six degrees of freedom from the wheel center to the tire ground contact center. Taking the reduction of the knocking point force as an example, the principle is as follows:

[0065]

[0066] Among them, Fx0, Fy0, Fz0, Mxx0, Myy0, and Mzz0 are the forces and moments in the x, y, and z directions of the wheel center respectively, Fx, Fy, and Fz are the impact forces of the impact points respectively, xck, yck, and zck are the coordinates from the impact point to the wheel center respectively, and k=1, 2, 3, and 4 are the serial numbers of the four impact points around the wheel center.

[0067] In step S103, the objective function is obtained by the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and the objective function is iteratively optimized using multiple tire modeling parameters as optimization variables until the preset iteration conditions are met, thereby obtaining a tire model for whole vehicle road noise simulation.

[0068] The transfer function obtained by simulation calculation based on the established tire finite element model in the specific optimization process and the transfer function of the bench test The correlation coefficient FRACi between them is used as the objective function, as shown below:

[0069]

[0070] in, is the transfer function matrix H i t The conjugate matrix of , the superscript t and m represent the test and simulation model calculations respectively, the subscript i represents the function between different measurement points, and the transfer function of the finite element model calculation is calculated by using the constraints and loading conditions consistent with the test conditions and the frequency response function finite element model method of modal synthesis, that is, the transfer function in the six degrees of freedom directions from the center of the wheel hub to the center of the tire ground contact, as shown below:

[0071] Rim+X / Rim+X rim center reduction X-direction dynamic stiffness;

[0072] Rim+Y / Rim+Y rim center reduction Y-direction dynamic stiffness;

[0073] Rim+Z / Rim+Z rim center reduction Z-direction dynamic stiffness;

[0074] Patch+X / Rim+X The X-direction transfer function of the tire contact point to the rim center reduction;

[0075] Patch+Y / Rim+Y is the Y-direction transfer function from the tire contact point to the rim center;

[0076] Patch+Z / Rim+Z The Z transfer function from the tire contact point to the center of the rim.

[0077] The optimization process is a multi-objective and multi-parameter optimization process, which can be implemented with the help of commonly used commercial software. The transfer function correlation coefficient index can compare the difference in the amplitude of two frequency vectors and the offset of the peak frequency. The peak value of the calculated transfer function generally reflects the first-order main mode of the tire model. From the result display of the modal vibration shape, it can also be judged whether the model conforms to the known tire characteristics, so as to further check the validity of the tire model, such as Figure 8 and Fig. 9 shown.

[0078] Among them, when the objective function is iteratively optimized using multiple tire modeling parameters as optimization variables, the main optimization variables are shown in Table 1:

[0079] Table 1

[0080]

[0081] In order to enable those skilled in the art to further understand the tire modeling method for vehicle road noise simulation in the embodiment of the present application, the following is a detailed description in conjunction with a specific embodiment. Fig.10 shown.

[0082] Step S1: Establish tire structure visualization model

[0083] According to the width, height and size parameters of the tire, the plate and shell elements of the tread, sidewall and rim are established; the spokes are simulated using the rigid RBE2 element. Connecting springs are defined between the tread, sidewall, rim and spokes, and the spring stiffness values ​​in different directions are defined. A concentrated mass CONM2 is defined at the center of the wheel hub, and its parameters are calculated based on the geometric data of the rim aluminum alloy.

[0084] Step S2: Establishing the acoustic cavity model in the tire cavity

[0085] The tire acoustic cavity fluid unit is defined according to the closed space enclosed by the plate and shell units of the tread, sidewall and rim, and the nodes of the fluid unit are required to be consistent with the nodes of the tire structure plate and shell units, but they cannot overlap.

[0086] Step S3: Define the coupling relationship between the tire structure and the acoustic cavity and the tire-ground contact constraint conditions

[0087] Define the coupling relationship between the tire structure and the tire acoustic cavity, so that the continuous transmission of the displacement of the structure and fluid units can be achieved at the coupling boundary during the calculation process. Establish a constraint unit at the contact point between the tire and the ground, use spring units in 6 directions to simulate the contact stiffness, and fix the end connected to the ground.

[0088] Step S4: Tire transfer function test and data processing

[0089] The tire is fixed on the test plate with an elastic rope driven by a traction motor, and hammering is performed at four striking points around the wheel center. Then, the transfer function from the tire center to the tire contact point is obtained by geometric reduction.

[0090] Step S5: Multi-objective iterative fitting of tire model parameters

[0091] The correlation coefficient between the main transfer function model calculation of the tire and the transfer function of the actual test bench is taken as the objective function, and the tire modeling parameters are taken as the optimization variables, and the tire model that meets the requirements is obtained through iteration.

[0092] Compared with the prior art, the beneficial effects of the embodiments of the present application are as follows:

[0093] (1) Avoid the expensive, complex and time-consuming process of building detailed tire models, which typically cost more than RMB 200,000;

[0094] (2) Combined with the vehicle model, it can not only display the animation results during the problem diagnosis process, but also use tires as optimization conditions to optimize road noise;

[0095] (3) Ability to build a model of the benchmark vehicle tires and conduct benchmarking research.

[0096] According to the tire modeling method for whole vehicle road noise simulation proposed in the embodiment of the present application, a tire structure model and a tire cavity acoustic cavity model are established, and based on the tire structure model and the tire cavity acoustic cavity model, the coupling relationship between the tire structure and the tire cavity acoustic cavity and the tire ground contact constraint condition are established to obtain a tire finite element model, and the coupling of the tire cavity acoustic cavity model is used to express the cavity acoustic cavity resonance effect and the test bench of the preset tire transfer function to obtain the bench test transfer function, and the objective function is obtained by the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and the objective function is iteratively optimized with multiple tire modeling parameters as optimization variables until the preset iteration conditions are met to obtain a tire model for whole vehicle road noise simulation. Thus, the tire finite element modeling process in the prior art is time-consuming and expensive, and the tire characteristics cannot be optimized to improve road noise. The road noise simulation has high accuracy, avoids expensive and complex time-consuming tire modeling, can not only display the animation results in the problem diagnosis process, but also use the tire as an optimization condition to optimize the road noise, and can establish a model for the tire of the benchmark vehicle for benchmarking research.

[0097] Next, a tire model building device for whole vehicle road noise simulation proposed in an embodiment of the present application will be described with reference to the accompanying drawings.

[0098] Fig.11 It is a block diagram of a tire model building device for whole vehicle road noise simulation according to an embodiment of the present application.

[0099] like Fig.11 As shown, the tire model building device 10 for whole vehicle road noise simulation includes: a building module 100, a testing module 200 and an optimization module 300.

[0100] Among them, the construction module 100 is used to establish a tire structure model and a tire cavity acoustic cavity model, and based on the tire structure model and the tire cavity acoustic cavity model, establish the coupling relationship between the tire structure and the tire cavity acoustic cavity, and the constraint conditions of the tire ground contact to obtain a tire finite element model; the testing module 200 is used to use the coupling of the tire cavity acoustic cavity model to express the cavity acoustic cavity resonance effect and a preset tire transfer function test bench to obtain a transfer function of the bench test; the optimization module 300 is used to obtain the objective function through the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and iteratively optimize the objective function with multiple tire modeling parameters as optimization variables until the preset iteration conditions are met, thereby obtaining a tire model for whole vehicle road noise simulation.

[0101] Optionally, in some embodiments, the construction module 100 is also used to: based on a preset tire thickness and a preset tire material, use plate shell units to model the tire tread and the tire sidewall to obtain a first modeling result; model the rim based on a preset rim thickness, a preset elastic modulus and a preset material density to obtain a second modeling result, and model the spokes according to the wheel center point and the rim shell unit nodes to obtain a third modeling result; establish a tire structure model based on the first modeling result, the second modeling result and the third modeling result.

[0102] Optionally, in some embodiments, the shell unit nodes of the tire tread and the sidewall of the tire are connected in the circumferential direction through multiple rotational freedom spring units, and the shell unit node brackets of the tire sidewall and the rim are connected in the circumferential direction through multiple translational spring units.

[0103] Optionally, in some embodiments, the construction module 100 is further used to: construct the spokes between the wheel center point of the rim and the shell unit nodes of the rim using massless rigid units.

[0104] Optionally, in some embodiments, the construction module 100 is further used to: establish an acoustic cavity model in the tire cavity using a CHEXA fluid unit based on a preset tire cavity material, a preset bulk modulus and air density.

[0105] Optionally, in some embodiments, after the tire structure model and the tire cavity acoustic cavity model are established, the construction module is further used to: couple the tire structure model and the tire cavity acoustic cavity model using a fluid-structure coupling interface.

[0106] Optionally, in some embodiments, the constraint condition for the tire to contact the ground is: using a flexible connection unit to connect the tire ground contact point with the vicinity of the tire ground contact trace, wherein a 6-degree-of-freedom spring is used at the center of the flexible connection unit, one end of the tire ground contact point is connected to the tire, and the other end of the tire ground contact point is grounded.

[0107] Optionally, in some embodiments, the test module 200 is also used to: use a remote traction motor to fix the tire under the test bench flat plate through a pull rope to ensure that the weight borne by the tire meets the test vehicle requirements; tap the target bolt installation point position on the center plane of the wheel hub to obtain response data of the force sensor and the acceleration sensor; reduce the knocking force and acceleration response around the wheel hub to a virtual point response of the wheel hub center, and at the same time reduce the force sensor response to the response of the tire ground contact center, to obtain the transfer function in the six degrees of freedom directions from the wheel hub center to the tire ground contact center.

[0108] It should be noted that the above explanation of the embodiment of the tire model building method for whole vehicle road noise simulation is also applicable to the tire model building device for whole vehicle road noise simulation of this embodiment, and will not be repeated here.

[0109] According to the tire modeling device for whole vehicle road noise simulation proposed in the embodiment of the present application, a tire structure model and a tire cavity acoustic cavity model are established, and based on the tire structure model and the tire cavity acoustic cavity model, the coupling relationship between the tire structure and the tire cavity acoustic cavity and the tire ground contact constraint condition are established to obtain a tire finite element model, and the coupling of the tire cavity acoustic cavity model is used to express the cavity acoustic cavity resonance effect and the test bench of the preset tire transfer function to obtain the bench test transfer function, and the objective function is obtained by the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and the objective function is iteratively optimized with multiple tire modeling parameters as optimization variables until the preset iteration conditions are met to obtain a tire model for whole vehicle road noise simulation. Thus, the problem that the tire finite element modeling process in the prior art is time-consuming and expensive, and the tire characteristics cannot be optimized to improve the road noise is solved, the road noise simulation has high accuracy, and expensive and complex tire modeling is avoided. Not only can the animation results in the problem diagnosis process be displayed, but also the tire can be used as an optimization condition to optimize the road noise, and the benchmark vehicle tire can be modeled for benchmarking research.

[0110] Fig.12 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device may include:

[0111] A memory 1201 , a processor 1202 , and a computer program stored in the memory 1201 and executable on the processor 1202 .

[0112] When the processor 1202 executes the program, the tire model building method for whole vehicle road noise simulation provided in the above embodiment is implemented.

[0113] Furthermore, the electronic device further comprises:

[0114] The communication interface 1203 is used for communication between the memory 1201 and the processor 1202 .

[0115] The memory 1201 is used to store computer programs that can be executed on the processor 1202 .

[0116] The memory 1201 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0117] If the memory 1201, the processor 1202 and the communication interface 1203 are implemented independently, the communication interface 1203, the memory 1201 and the processor 1202 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Fig.12 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0118] Optionally, in a specific implementation, if the memory 1201, the processor 1202 and the communication interface 1203 are integrated on a chip, the memory 1201, the processor 1202 and the communication interface 1203 can communicate with each other through an internal interface.

[0119] The processor 1202 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0120] The embodiment of the present application also provides a computer program product, on which a computer program is stored. When the program is executed by a processor, the tire model building method for whole vehicle road noise simulation as described above is implemented.

[0121] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0122] In addition, 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 technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0123] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0124] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer program product for use with an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, a "computer program product" can be any device that can contain, store, communicate, propagate or transmit a program for use with an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer program products (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic device), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). Furthermore, the computer program product may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example by optically scanning the paper or other medium and then editing, interpreting or, if necessary, processing it in another suitable manner, and then storing it in a computer memory.

[0125] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0126] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer program product, which, when executed, includes one or a combination of the steps of the method embodiment.

[0127] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer program product.

[0128] The computer program product mentioned above may be a read-only memory, a disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A tire modeling method for vehicle road noise simulation, characterized in that: The following steps are involved: Establishing a tire structure model and a tire cavity acoustic cavity model, and based on the tire structure model and the tire cavity acoustic cavity model, establishing a coupling relationship between the tire structure and the tire cavity acoustic cavity, and a constraint condition of the tire ground contact to obtain a tire finite element model; A test bench using the coupling expression of the tire cavity acoustic cavity model to express the cavity acoustic cavity resonance effect and a preset tire transfer function to obtain a transfer function of the bench test; The objective function is obtained by the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and the objective function is iteratively optimized using multiple tire modeling parameters as optimization variables until the preset iteration conditions are met, thereby obtaining a tire model for vehicle road noise simulation.

2. The method according to claim 1, characterized in that The step of establishing the tire structure model comprises: Based on a preset tire thickness and a preset tire material, a tread and a sidewall of the tire are modeled using a plate-shell unit to obtain a first modeling result; The rim is modeled based on a preset rim thickness, a preset elastic modulus, and a preset material density to obtain a second modeling result, and the spoke is modeled based on a wheel center center point and a rim shell unit node to obtain a third modeling result; The tire structure model is established according to the first modeling result, the second modeling result and the third modeling result.

3. The method according to claim 2, characterized in that The shell unit nodes of the tread of the tire and the sidewall of the tire are connected in the circumferential direction through a plurality of rotational freedom spring units, and the shell unit node brackets of the sidewall of the tire and the rim are connected in the circumferential direction through a plurality of translational spring units.

4. The method according to claim 2, characterized in that: When modeling the spokes based on the wheel center point and the rim shell element nodes, this includes: The spokes are constructed between the wheel center point of the rim and the shell element nodes of the flange by using massless rigid elements.

5. The method according to claim 1, characterized in that The step of establishing the acoustic cavity model in the tire cavity comprises: Based on the preset tire cavity material, preset bulk modulus and air density, the tire cavity acoustic cavity model is established using a CHEXA fluid unit.

6. The method according to claim 1, characterized in that After establishing the tire structure model and the tire cavity acoustic cavity model, the method further includes: The tire structure model and the tire cavity acoustic cavity model are coupled using a fluid-solid coupling interface.

7. The method according to claim 1, characterized in that The constraint condition of the tire contacting the ground is: using a flexible connection unit to connect the tire contact point with the vicinity of the tire contact trace, wherein the center of the flexible connection unit adopts a 6-degree-of-freedom spring, one end of the tire contact point is connected to the tire, and the other end of the tire contact point is grounded.

8. The method according to claim 1, characterized in that: Using the preset tire transfer function test bench, the transfer function of the bench test is obtained, including: The tire is fixed under the test bench flat plate by using a remote traction motor through a pull rope to ensure that the tire's load-bearing capacity meets the test vehicle requirements; Tap the target bolt installation point on the center plane of the wheel hub to obtain the response data of the force sensor and the acceleration sensor; The impact force and acceleration response around the wheel hub are reduced to the virtual point response of the wheel hub center, and the force sensor response is reduced to the response of the tire ground contact center, so as to obtain the transfer function in six degrees of freedom directions from the wheel hub center to the tire ground contact center.

9. A tire model building device for vehicle road noise simulation, characterized in that: include: A construction module is used to establish a tire structure model and a tire cavity acoustic cavity model, and based on the tire structure model and the tire cavity acoustic cavity model, establish a coupling relationship between the tire structure and the tire cavity acoustic cavity, and a constraint condition of the tire ground contact to obtain a tire finite element model; A test module, used to express the resonance effect of the acoustic cavity in the cavity by coupling the acoustic cavity model in the tire cavity and a test bench of a preset tire transfer function, and obtain a transfer function of the bench test; The optimization module is used to obtain the objective function through the correlation coefficient between the transfer function calculated by the finite element model and the transfer function of the bench test, and iteratively optimize the objective function using multiple tire modeling parameters as optimization variables until the preset iteration conditions are met, thereby obtaining a tire model for vehicle road noise simulation.

10. The device according to claim 9, characterized in that The building blocks are also used to: Based on a preset tire thickness and a preset tire material, a tread and a sidewall of the tire are modeled using a plate-shell unit to obtain a first modeling result; The rim is modeled based on a preset rim thickness, a preset elastic modulus, and a preset material density to obtain a second modeling result, and the spoke is modeled based on a wheel center center point and a rim shell unit node to obtain a third modeling result; The tire structure model is established according to the first modeling result, the second modeling result and the third modeling result.

11. The device according to claim 10, characterized in that The shell unit nodes of the tread of the tire and the sidewall of the tire are connected in the circumferential direction through a plurality of rotational freedom spring units, and the shell unit node brackets of the sidewall of the tire and the rim are connected in the circumferential direction through a plurality of translational spring units.

12. The device according to claim 10, characterized in that The building blocks are also used to: The spokes are constructed between the wheel center point of the rim and the shell element nodes of the flange by using massless rigid elements.

13. The device according to claim 9, characterized in that The building blocks are also used to: Based on the preset tire cavity material, preset bulk modulus and air density, the tire cavity acoustic cavity model is established using a CHEXA fluid unit.

14. The device according to claim 9, characterized in that After establishing the tire structure model and the tire cavity acoustic cavity model, the construction module is further used to: The tire structure model and the tire cavity acoustic cavity model are coupled using a fluid-solid coupling interface.

15. The device according to claim 9, characterized in that The constraint condition of the tire contacting the ground is: using a flexible connection unit to connect the tire contact point with the vicinity of the tire contact trace, wherein the center of the flexible connection unit adopts a 6-degree-of-freedom spring, one end of the tire contact point is connected to the tire, and the other end of the tire contact point is grounded.

16. The device according to claim 9, characterized in that The test module is also used for: The tire is fixed under the test bench flat plate by using a remote traction motor through a pull rope to ensure that the tire's load-bearing capacity meets the test vehicle requirements; Tap the target bolt installation point on the center plane of the wheel hub to obtain the response data of the force sensor and the acceleration sensor; The impact force and acceleration of the impact points around the wheel hub are reduced to the corresponding response of the wheel hub center point, and the force sensor is reduced to the corresponding response of the tire ground contact center to obtain the transfer function in the six degrees of freedom directions from the wheel hub center to the tire ground contact center.

17. An electronic device, characterized in that: Including memory and processor; The processor runs a program corresponding to the executable program code by reading the executable program code stored in the memory, so as to implement the tire model building method for vehicle road noise simulation as described in any one of claims 1-8.

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