Tire parameter configuration method and device based on ice brake performance

Abstract

The invention discloses a tire parameter configuration method and device based on ice brake performance. The method comprises the following steps: acquiring a configured first design parameter of a target tire and a preset ice land operation state parameter, and determining a to-be-configured second design parameter of the target tire; based on the first design parameters and the ice land operation state parameters, an objective function between the ice land braking force of the target tire and the grounding mark area form, the slip rate and the pattern block rigidity is built; optimizing the target function by using a particle swarm optimization algorithm, and determining an optimal combination among a grounding mark area form, a slip rate and pattern block rigidity when the ice ground braking force of the target tire is maximum; and configuring a second design parameter of the target tire based on the optimal combination. The technical problem that design parameters cannot be accurately and efficiently configured to enable the tire to achieve the optimal ice brake performance during tire design is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of tire design, in particular to a tire parameter configuration method and device based on ice road braking performance. BACKGROUND

[0002] In winter or cold driving environments, the low friction characteristics of ice road surfaces pose a severe challenge to vehicle braking performance. Tire-road adhesion is a key factor in vehicle braking performance, and on ice, this adhesion is significantly reduced, directly affecting braking distance and braking stability, thereby increasing the risk of traffic accidents. Traditional tire design mainly relies on the experience and intuition of designers and a large number of road tests to adjust parameters when dealing with ice road braking performance. However, experience design often fails to fully consider various influencing factors, which may lead to uncertainty and inconsistency in design results.

[0003] Further, traditional ice road braking performance optimization methods, such as real vehicle testing and mathematical model analysis, have obvious limitations. Real vehicle testing, although intuitive, is time-consuming, costly, and the test results are affected by uncontrollable factors such as road conditions and weather conditions, resulting in insufficient data reliability. The analysis method based on mathematical model, in dealing with the complex problem of ice road braking with multiple variables and nonlinearity, needs a lot of assumptions and simplifications, which not only increases the complexity of the model, but also reduces the prediction accuracy and practical value of the model. In addition, with the rapid development of the automobile industry and the increasing demand of consumers for driving safety, the demand for tires with excellent ice road braking performance is growing in the market. However, existing tire design methods are difficult to quickly and accurately respond to this demand, especially when it comes to tire design for different specifications and different use scenarios. Therefore, how to efficiently and scientifically optimize tire ice road braking performance has become a technical problem that needs to be solved in the tire industry.

[0004] In view of the above problems, no effective solution has been proposed so far. SUMMARY

[0005] The embodiments of the present application provide a tire parameter configuration method and device based on ice road braking performance, to at least solve the technical problem that design parameters cannot be accurately and efficiently configured during tire design to make the tire achieve optimal ice road braking performance.

[0006] According to an aspect of the embodiments of the present application, a tire parameter configuration method based on ice ground braking performance is provided, comprising: obtaining a first design parameter configured for a target tire and a preset ice ground running state parameter, and determining a second design parameter to be configured for the target tire, wherein the second design parameter affects the footprint area form, slip ratio and block stiffness of the target tire when running in an environment corresponding to the ice ground running state parameter; constructing a target function between the ice ground braking force of the target tire and the footprint area form, slip ratio and block stiffness based on the first design parameter and the ice ground running state parameter; optimizing the target function by using a particle swarm optimization algorithm to determine an optimal combination of the footprint area form, slip ratio and block stiffness when the ice ground braking force of the target tire is maximum; and configuring the second design parameter of the target tire based on the optimal combination.

[0007] Optionally, the first design parameter at least includes a tread crown arc length and a static friction coefficient; the ice ground running state parameter at least includes an ice ground state parameter and a tire load; and the second design parameter includes at least one of a tire shoulder thickness, a tire sidewall hardness, a belt layer hardness, a number of ply layers and a tire air pressure, wherein the tire air pressure is in a range of 0.8 times to 1.3 times of a standard air pressure.

[0008] Optionally, the step of constructing the target function between the ice ground braking force of the target tire and the footprint area form, slip ratio and block stiffness based on the first design parameter and the ice ground running state parameter comprises: obtaining a group of preset second design parameters and dry ground running state parameters, wherein the dry ground running state parameter at least includes a dry ground state parameter and a tire load; constructing a tire model based on the first design parameter and the preset second design parameter, and performing dry ground rolling simulation on the tire model based on the dry ground running state parameter to obtain simulation data, wherein the simulation data includes a maximum shear stress in a first footprint area between the tire model and a dry ground surface during rolling, a first position corresponding to a first shear stress peak value and a second position corresponding to a last shear stress peak value; determining a plurality of slip ratio intervals according to the first design parameter, the ice ground running state parameter and the simulation data, and determining a target slip ratio interval to which a slip ratio of the target tire under an ice ground braking working condition belongs; dividing a second footprint area of the target tire under the ice ground braking working condition into a plurality of footprint sub-areas according to the target slip ratio interval; determining shear stress distribution data of the target tire in each footprint sub-area, and determining the ice ground braking force of the target tire based on the shear stress distribution data in the plurality of footprint sub-areas.

[0009] Optionally, the step of determining a plurality of slip ratio intervals according to the first design parameter, the ice ground running state parameter and the simulation data comprises: determining a first critical slip ratio, a second critical slip ratio and a third critical slip ratio of the target tire under the ice ground braking working condition according to the following formulas, respectively:

[0010]

[0011] In the formula, s1, s2, s3 respectively represent the first critical slip rate, the second critical slip rate, and the third critical slip rate, l represents the length of the second ground mark area, l1 and l2 respectively represent the distance from the first position and the second position to the starting position of the second ground mark area, D represents the maximum shear stress, C x represents the pattern block stiffness, p0 represents the tire load, μ s represents the static friction coefficient; an interval of slip rates not less than 0 and less than the first critical slip rate is determined as the first slip rate interval; an interval of slip rates not less than the first critical slip rate and less than the second critical slip rate is determined as the second slip rate interval; an interval of slip rates not less than the second critical slip rate and less than the third critical slip rate is determined as the third slip rate interval; and an interval of slip rates not less than the third critical slip rate is determined as the fourth slip rate interval.

[0012] Optionally, the second ground mark area of the target tire under the ice ground braking condition is divided into a plurality of ground mark sub-areas according to the target slip rate interval, including: respectively determining the third position, the fourth position, the fifth position, the sixth position, the seventh position, and the eighth position for dividing the second ground mark area according to the following formulas:

[0013]

[0014] In the formula, l3, l4, ξ1, ξ2, ξ3, and ξ4 respectively represent the distance from the third position, the fourth position, the fifth position, the sixth position, the seventh position, and the eighth position to the starting position of the second ground mark area, s B represents the slip rate of the target tire, μ d represents the dynamic friction coefficient, μ d = μ s -(μ s -μ0)s Bμ0 represents the preset initial dynamic friction coefficient; when the target slip ratio range is the first slip ratio range, the area corresponding to the starting position to the third position of the second grounding imprint area is determined as the first grounding imprint sub-region, the area corresponding to the third position to the fourth position is the second grounding imprint sub-region, the area corresponding to the fourth position to the sixth position is the third grounding imprint sub-region, the area corresponding to the sixth position to the fifth position is the fourth grounding imprint sub-region, and the area corresponding to the fifth position to the ending position of the second grounding imprint area is the fifth grounding imprint sub-region; when the target slip ratio range is the second slip ratio range, the area corresponding to the starting position to the third position of the second grounding imprint area is determined as the sixth grounding imprint sub-region, and the area corresponding to the third position to the seventh position is the seventh grounding imprint sub-region. In the second grounding imprint region, the area corresponding to the seventh position to the fifth position is the eighth grounding imprint sub-region, and the area from the fifth position to the end position of the second grounding imprint region is the ninth grounding imprint sub-region. When the target slip ratio range is the third slip ratio range, the area corresponding to the starting position of the second grounding imprint region to the third position is determined to be the tenth grounding imprint sub-region, the area corresponding to the third position to the seventh position is the eleventh grounding imprint sub-region, and the area from the seventh position to the end position of the second grounding imprint region is the twelfth grounding imprint sub-region. When the target slip ratio range is the fourth slip ratio range, the area corresponding to the starting position of the second grounding imprint region to the eighth position is determined to be the thirteenth grounding imprint sub-region, and the area from the eighth position to the end position of the second grounding imprint region is the fourteenth grounding imprint sub-region.

[0015] Optionally, the shear stress distribution data of the target tire in each contact patch sub-region under icy braking conditions is determined, and the icy braking force of the target tire is determined based on the shear stress distribution data in multiple contact patch sub-regions, including: when the target slip ratio range is the first slip ratio range, the first icy braking force of the target tire is determined according to the following formula:

[0016]

[0017] In the formula, F1(x) represents the first ice-ground braking force, and f1(x) represents the shear stress at position x in the second grounding imprint region. C represents the shear stress at position x in the first grounding imprint sub-region. x s B x-μ s p0 represents the shear stress at position x in the second grounding imprint sub-region. μ represents the shear stress at position x in the third grounding imprint sub-region. d p0 represents the shear stress at position x in the fourth grounding imprint sub-region. b represents the shear stress at position x in the fifth grounding imprint sub-region, and b represents the width of the second grounding imprint region.

[0018] In the case where the target slip ratio interval is the second slip ratio interval, the second ice-land braking force of the target tire is determined in accordance with the following equation:

[0019]

[0020] In the equation, F2(x) represents the second ice-land braking force, f2(x) represents the shear stress at position x in the second ground contact patch region, represents the shear stress at position x in the sixth ground contact patch sub-region, C x s B x-μ s represents the shear stress at position x in the seventh ground contact patch sub-region, μ d represents the shear stress at position x in the eighth ground contact patch sub-region, represents the shear stress at position x in the ninth ground contact patch sub-region;

[0021] In the case where the target slip ratio interval is the third slip ratio interval, the third ice-land braking force of the target tire is determined in accordance with the following equation:

[0022]

[0023] In the equation, F3(x) represents the third ice-land braking force, f3(x) represents the shear stress at position x in the second ground contact patch region, represents the shear stress at position x in the tenth ground contact patch sub-region, C x s B x-μ s represents the shear stress at position x in the eleventh ground contact patch sub-region, μ d represents the shear stress at position x in the twelfth ground contact patch sub-region.

[0024] In the case where the target slip ratio interval is the fourth slip ratio interval, the fourth ice-land braking force of the target tire is determined in accordance with the following equation:

[0025]

[0026] In the equation, F4(x) represents the fourth ice-land braking force, f4(x) represents the shear stress at position x in the second ground contact patch region, represents the shear stress at position x in the thirteenth ground contact patch sub-region; μ d represents the shear stress at position x in the fourteenth ground contact patch sub-region.

[0027] Optionally, the ground print area shape includes: a ground print area length and a ground print area width, and the optimal combination between the ground print area shape, the slip ratio and the block stiffness of the target tire at the maximum ice road braking force is determined by optimizing the target function by using the particle swarm optimization algorithm, including: taking the ground print area length, the ground print area width, the slip ratio and the block stiffness as the particle position in the particle swarm optimization algorithm, and obtaining preset algorithm parameters, and configuring the particle swarm optimization algorithm based on the algorithm parameters, wherein the algorithm parameters at least include: the number of particles, the inertia weight and the learning factor; determining the constraint condition, wherein the constraint condition at least includes: the maximum value of the ground print area length, the range of the ratio of the ground print area length to the ground print area width, the slip ratio range and the minimum value of the block stiffness; and the optimal combination of the ground print area length, the ground print area width, the slip ratio and the block stiffness in the target function at the maximum ice road braking force is determined by optimizing the target function by using the configured particle swarm optimization algorithm under the condition of meeting the constraint condition.

[0028] Optionally, the constraint condition is determined, including: determining the maximum value of the ground print area length as 1.5 times the value of the crown arc length of the target tire; determining the range of the ratio of the ground print area length to the ground print area width as 0.9 to 1.2; determining the slip ratio range as 0.15 to 0.2; and determining the minimum value of the block stiffness as 0.45 times the value of the corresponding block stiffness of the target tire when the target tire is a smooth tire.

[0029] Optionally, the optimal combination of the ground print area length, the ground print area width, the slip ratio and the block stiffness in the target function at the maximum ice road braking force is determined by optimizing the target function by using the configured particle swarm optimization algorithm under the condition of meeting the constraint condition, including: iteratively calculating the target function by using the configured particle swarm optimization algorithm, in each iteration, updating the particle position of each particle based on the speed update formula and the position update formula of the particle swarm optimization algorithm, and determining whether each particle position meets the constraint condition, in the case of meeting the constraint condition, calculating and recording the particle position and the corresponding target function value; after reaching the maximum iteration number or meeting the convergence condition, determining the maximum target function value as the maximum ice road braking force of the target tire from all the recorded target function values, and determining the combination of the ground print area length, the ground print area width, the slip ratio and the block stiffness corresponding to the particle position corresponding to the maximum target function value as the optimal combination.

[0030] Optionally, the second design parameter of the target tire is configured based on the optimal combination, including: determining the optimal ground print area length, the optimal ground print area width, the optimal slip ratio and the optimal block stiffness corresponding to the optimal combination; and configuring the second design parameter of the target tire based on the optimal ground print area length, the optimal ground print area width, the optimal slip ratio and the optimal block stiffness.

[0031] According to another aspect of the embodiments of the present application, a device for configuring tire parameters based on ice braking performance is also provided, comprising: an acquisition module configured to acquire a first design parameter configured for a target tire and a preset ice running state parameter, and determine a second design parameter to be configured for the target tire, wherein the second design parameter affects a footprint area form, a slip ratio and a block stiffness of the target tire when the target tire runs in an environment corresponding to the ice running state parameter; a function construction module configured to construct a target function between an ice braking force of the target tire and the footprint area form, the slip ratio and the block stiffness based on the first design parameter and the ice running state parameter; an optimization module configured to optimize the target function by using a particle swarm optimization algorithm, and determine an optimal combination between the footprint area form, the slip ratio and the block stiffness when the ice braking force of the target tire is maximum; and a parameter configuration module configured to configure the second design parameter of the target tire based on the optimal combination.

[0032] According to another aspect of the embodiments of the present application, a computer program product is also provided, comprising: a computer program, wherein the computer program is configured to implement the tire parameter configuration method based on ice braking performance when executed by a processor.

[0033] According to another aspect of the embodiments of the present application, an electronic device is also provided, comprising: a memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the tire parameter configuration method based on ice braking performance by using the computer program.

[0034] In the embodiments of the present application, firstly, the method realizes efficient optimization of tire design parameters by using an accurate mathematical model and a particle swarm optimization algorithm, avoids the uncertainty caused by relying on experience in the traditional design method, and ensures the scientificity and rationality of the design parameters. Secondly, the method of the present application can predict and optimize the ice braking force of the tire without actual tire manufacturing and testing, greatly reduces the research and development cost and time consumption, and improves the research and development efficiency. Finally, by reasonably setting the constraint conditions, the method of the present application ensures that the tire design parameters are optimized in the ice braking performance under the premise of meeting the regulations and use requirements, ensures the stability and safety of the tire in various working conditions, and further solves the technical problem that the design parameters cannot be accurately and efficiently configured in the tire design to make the tire achieve optimal ice braking performance. BRIEF DESCRIPTION OF DRAWINGS

[0035] The accompanying drawings, which are included to provide a further understanding of the present application and constitute a part of this application, illustrate certain illustrative embodiments of the present application and together with the description serve to explain the present application. In the drawings:

[0036] Figure 1is a flow diagram of an optional ice-ground braking performance based tire parameter configuration method according to an embodiment of the present application;

[0037] Figure 2 is a structural diagram of an optional ice-ground braking performance based tire parameter configuration according to an embodiment of the present application;

[0038] Figure 3 is a structural diagram of an optional electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0039] In order to make the personnel in the art better understand the scheme of the present application, the technical scheme in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should belong to the scope of protection of the present application.

[0040] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0041] In order to better understand the embodiments of the present application, first, the part of the nouns or terms appearing in the description of the embodiments of the present application are translated and explained as follows:

[0042] Shear stress: In the area where the tire contacts the road surface, shear stress is the general term for the lateral force between the tire and the ground, which affects the tire grip and friction, and is a key factor affecting the ice-ground braking performance.

[0043] Block stiffness: The stiffness of the tire block affects the degree of deformation of the tire when it contacts the ground, and in turn affects the tire grip and braking performance.

[0044] Sticky region: refers to the area where the micro protrusions on the tire surface can embed into the micro grooves on the ground surface when the tire is in contact with the ground, forming a physical contact point and generating static friction. In this area, the relative sliding between the tire and the ground is very small, almost zero, i.e. the slip ratio of the tire in this area is 0. This means that the tire can maximize the use of static friction in the sticky region, thereby providing the best traction (when accelerating) and braking force (when braking). Static friction is usually greater than dynamic friction, so in the sticky region, more efficient power transmission and shorter braking distance can be achieved.

[0045] Slip region: the slip region is the area where the relative sliding occurs between the tire and the ground, i.e. the slip ratio of the tire in this area is greater than 0. Slip ratio is defined as the ratio of the difference between the tire ground speed and the vehicle speed to the vehicle speed. In the slip region, since the contact between the tire and the ground is no longer a complete physical embedding, but is dominated by dynamic friction, the friction coefficient will decrease. This usually means that the traction of the tire when driving or the braking force of the tire when braking will decrease, and the tire may slip, affecting the controllability and stability of the vehicle. In extreme cases, when the tire completely slips on the road surface (i.e. the slip ratio is 100%), the friction will decrease to the minimum value of the dynamic friction, and the vehicle will lose control.

[0046] Embodiment 1

[0047] According to the embodiment of the present application, a tire parameter configuration method based on ice ground braking performance is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described herein can be executed in a different order.

[0048] Figure 1 is a flowchart of a tire parameter configuration method based on ice ground braking performance according to an embodiment of the present application, as Figure 1 shown, the method comprises the following steps:

[0049] Step S102, obtaining the first design parameter of the target tire configured and the preset ice ground running state parameter, and determining the second design parameter of the target tire to be configured, wherein the second design parameter affects the footprint area shape, slip ratio and block stiffness of the target tire when running in the environment corresponding to the ice ground running state parameter;

[0050] Step S104, constructing the target function between the ice ground braking force of the target tire and the footprint area shape, slip ratio and block stiffness based on the first design parameter and ice ground running state parameter;

[0051] Step S106, the particle swarm optimization algorithm is used to optimize the target function, and the optimal combination of the ground print area shape, slip rate and block stiffness when the ice braking force of the target tire is maximum is determined.

[0052] Step S108, the second design parameter of the target tire is configured based on the optimal combination.

[0053] The steps of the tire parameter configuration method based on ice braking performance will be described in detail in combination with the specific implementation process.

[0054] As an optional implementation, the first design parameter at least includes: the crown arc length of the tread, the static friction coefficient; the ice running state parameter at least includes: the ice state parameter, the tire load; the second design parameter includes at least one of the following: the tire shoulder thickness, the tire sidewall hardness, the belt hardness, the number of cord layers, and the tire pressure, wherein the tire pressure is in the range of 0.8 times to 1.3 times of the standard pressure.

[0055] Specifically, it is assumed that the crown arc length of the tread is 200 mm, the static friction coefficient under ice conditions is 0.25, the ice layer thickness is 5 mm in the ice state parameter, the ice surface temperature is -10°C, the road surface is a uniform ice layer on a flat concrete road, and in the embodiment of the application, the tire pressure is considered as the second design parameter for optimization, and the value range is set to 0.8 times to 1.3 times of the standard pressure. The standard pressure is 300 kPa, so the optimization range of the tire pressure is 240 kPa to 390 kPa. The above parameters are only examples and do not constitute a specific limitation. Based on the known parameters, the goal is to find an optimal combination of the ground print area shape, slip rate and block stiffness that maximizes the braking effect in the ice environment.

[0056] The crown arc length of the tread in the first design parameter determines the area of the tire contacting the ground, and the static friction coefficient reflects the friction characteristics between the tire material and the ice surface, directly affecting the tire grip. The ice state parameter covers the hardness and temperature of the ice surface and other environmental factors, and the tire load reflects the pressure of the vehicle on the tire. These parameters together determine the running conditions of the tire on the ice. The tire shoulder thickness, sidewall hardness, belt hardness, number of cord layers and tire pressure in the second design parameter are the key control points of the tire structure and performance. By adjusting these parameters, the ground shape, stiffness and pressure of the tire can be changed, thereby affecting the braking force of the tire on the ice.

[0057] The shoulder thickness of the tire affects the overall rigidity of the tire, and thus, it affects the block stiffness, especially during cornering and high-speed driving. In icy conditions, an increase in shoulder thickness can provide additional support, helping to maintain the tire shape and reduce deformation under load, thus contributing to a more stable footprint shape. This helps to maintain better block stiffness, indirectly improving ice grip.

[0058] Tire sidewall hardness: Adjusting the sidewall hardness of the tire can affect the lateral stability of the tire. On ice, a higher sidewall hardness can help the tire maintain its shape, preventing excessive deformation under cornering or lateral forces, thus facilitating control of the slip ratio. This is because increased sidewall hardness reduces lateral displacement of the tire, helping it to maintain straight-line motion on ice and reducing the likelihood of deviating from the intended trajectory.

[0059] Belt hardness: The hardness of the belt affects the radial stiffness and smoothness of the tire. In icy conditions, higher belt hardness can reduce the radial compression of the tire, maintaining the uniformity of the tire's contact area with the ground, avoiding local indentations or protrusions in the footprint, which is crucial for maintaining good ice grip performance.

[0060] Number of plies: Increasing the number of plies generally increases the strength and rigidity of the tire. In icy conditions, more plies can provide stronger support, reducing the overall deformation of the tire, and helping to maintain the stability of the tire's contact with the ground and the stiffness of the blocks. This is conducive to forming more effective grip on ice and reducing slip.

[0061] Tire air pressure: Adjusting the tire air pressure has a direct impact on the footprint shape of the tire. Lower air pressure will increase the tire's contact area, but may result in decreased block stiffness and handling; while higher air pressure can provide better handling response and block stiffness, but the contact area will decrease. Finding the right air pressure in icy conditions is key to balancing grip and handling.

[0062] Based on the above analysis and explanation, there is an influence relationship between the second design parameter to be configured and the footprint shape, slip ratio, block stiffness, etc. When we find the optimal parameter combination corresponding to the maximum braking force, we can configure the unconfigured second design parameter based on this parameter combination.

[0063] As an optional implementation, the target function between the ice braking force of the target tire and the footprint shape, slip ratio, block stiffness based on the first design parameter and ice running state parameter can be constructed through the following steps:

[0064] In step S1, a set of preset second design parameters and dry road running state parameters are obtained, wherein the dry road running state parameters at least include dry road state parameters and tire load.

[0065] Since the free rolling shear stress distribution of the tire on the icy road surface is affected by factors such as temperature, type of ice (such as fresh ice, melted ice), water film on the ice surface, etc., the free rolling shear stress distribution of the tire on the icy road surface is difficult to calculate. Meanwhile, the physical properties of the tire material such as hardness, elastic modulus, thickness, etc. and the geometric shape of the tire such as pattern, profile are the same on the dry road surface and the icy road surface. Therefore, in order to simplify the modeling of the free rolling shear stress distribution on the icy road surface, the free rolling shear stress distribution of the tire on the dry road surface can be taken as the shear stress distribution of the tire when freely rolling on the icy road surface.

[0066] For the obtained preset second design parameters, taking the tire air pressure as an example, a series of air pressure values are selected from the range of 80% to 130% of the standard air pressure, including but not limited to 240 kPa, 270 kPa, 300 kPa, 330 kPa, 360 kPa, 390 kPa, etc. The preset dry road state parameters are set as follows: the standard asphalt road surface, the temperature is 20℃, the humidity is 50%, the surface is flat and free of foreign objects, and the tire load is assumed to be 1000N. The basic parameters obtained in this step are to provide the basis for constructing the tire model in step S2 and for the dry road free rolling simulation based on the constructed tire model. The free rolling of the tire in this application refers to a running state when no braking force is applied to the tire.

[0067] In step S2, a tire model is constructed based on the first design parameters and the preset second design parameters, and a dry road rolling simulation is performed on the tire model based on the dry road running state parameters to obtain simulation data, wherein the simulation data includes the maximum shear stress in the first ground contact area between the tire model and the dry road surface during rolling, the first position corresponding to the first shear stress peak value, and the second position corresponding to the last shear stress peak value.

[0068] When the dry road free rolling simulation is performed on the tire model, the simulation data obtained not only includes the maximum shear stress D in the first ground contact area between the tire model and the dry road surface during rolling, the position l1 of the peak value of the tread side longitudinal shear stress on the dry road surface (the first position corresponding to the first shear stress peak value), and the position l2 of the peak value of the off-tread side longitudinal shear stress on the dry road surface (the second position corresponding to the last shear stress peak value), but also includes the shear stress τ of each sub-area in the first ground contact area of the tire model during dry road free rolling, and the shear stress distribution during dry road free rolling is the same as that during free rolling on the icy road surface. Specifically, the shear stress of any point in each sub-area can be divided according to the following rules.

[0069] Sticky region (0≤x≤l3) : Shear stress linearly increases with position, D is the maximum shear stress of dry pavement, and l is the length of the ground print.

[0070] Slip region (l3≤x≤l4) : τ = μ s p0, shear stress reaches the static friction limit, μ s μ is the static friction coefficient, and p0 is the contact normal pressure.

[0071] Transition region (l4≤x≤l5) : Shear stress transitions from a negative peak to a positive peak, and l1 and l2 are the positions of the shear stress peaks on the dry pavement entry side and the dry pavement exit side, respectively.

[0072] Symmetric slip region (l5≤x≤l6) : τ = -μ s p0, shear stress reverses to reach the static friction limit.

[0073] Symmetric sticky region (l6≤x≤l) : Shear stress decreases from the reverse limit to 0.

[0074] wherein the distance between the position l1 and the starting position of the first ground print region and the distance between the position l2 and the ending position of the first ground print region are equal, therefore, l1 and l2 satisfy the following relationship, l2 = l - l1, and further, According to the first ground print region and l3, the position of l6 can be determined, l6 = l - l3, and further, according to symmetry,

[0075] Step S3, according to the first design parameter, the ice ground running state parameter and the simulation data, a plurality of slip rate intervals are determined, and the target slip rate interval to which the slip rate of the target tire under the ice ground braking working condition belongs is determined.

[0076] Further, step S3 can be implemented in the following way:

[0077] Step S31, according to the following formulas respectively, the first critical slip rate, the second critical slip rate and the third critical slip rate of the target tire under the ice ground braking working condition are determined:

[0078]

[0079] In the formula, s1, s2 and s3 respectively represent the first critical slip rate, the second critical slip rate and the third critical slip rate, l represents the length of the second ground print region, l1 and l2 respectively represent the distance from the first position and the second position to the starting position of the second ground print region, D represents the maximum shear stress, C xrepresents the pattern block stiffness, p0represents the tire load, μ s represents the static friction coefficient;

[0080] Step S32, dividing the slip rate interval.

[0081] First of all, it needs to be pointed out that the slip rate is 0, which means that the wheel is in a pure rolling state, that is, it can be considered as the free rolling state mentioned above, when the slip rate is between 0 and 1, the wheel is in a state of both rolling and sliding, when the slip rate is equal to 1, the wheel is in a pure sliding state, at this time the wheel no longer rotates.

[0082] Based on the above description, the specific rules for dividing the slip rate interval are as follows: determine the slip rate interval that is not less than 0 and less than the first critical slip rate as the first slip rate interval, that is, the first slip rate interval can be represented as [0, s1); determine the slip rate interval that is not less than the first critical slip rate and less than the second critical slip rate as the second slip rate interval, that is, the second slip rate interval can be represented as [s1, s2); determine the slip rate interval that is not less than the second critical slip rate and less than the third critical slip rate as the third slip rate interval, that is, the third slip rate interval can be represented as [s2, s3); determine the slip rate interval that is not less than the third critical slip rate as the fourth slip rate interval, since the slip rate is generally the minimum of 0 and the maximum of 1, therefore the fourth slip rate interval can be represented as [s3, 1].

[0083] Step S4, dividing the second ground contact patch area of the target tire in the ice ground braking working condition into multiple ground contact patch sub-areas according to the target slip rate interval;

[0084] Further, step S4 can be realized by the following steps:

[0085] Step S41, respectively determining the third position, the fourth position, the fifth position, the sixth position, the seventh position, and the eighth position for dividing the second ground contact patch area according to the following formulas:

[0086]

[0087] In the formula, l3, l4, ξ1, ξ2, ξ3, ξ4 respectively represent the distance from the third position, the fourth position, the fifth position, the sixth position, the seventh position, and the eighth position to the starting position of the second ground contact patch area, s B represents the slip rate of the target tire, μ d represents the dynamic friction coefficient, μ d = μ s -(μ s -μ0)s B , μ0 represents a preset initial dynamic friction coefficient, therefore μ0 can be understood as the dynamic friction coefficient when the slip rate s B is 1.

[0088] Step S42, dividing the second grounding mark area into a plurality of grounding mark sub-areas.

[0089] In the case where the target slip rate interval is the first slip rate interval, the region corresponding to the starting position to the third position of the second grounding mark area is determined as the first grounding mark sub-area, i.e., the first grounding mark sub-area is 0-l3, the region corresponding to the third position to the fourth position is the second grounding mark sub-area, i.e., the second grounding mark sub-area is l3-l4, the region corresponding to the fourth position to the sixth position is the third grounding mark sub-area, i.e., the third grounding mark sub-area is l4-ξ2, the region corresponding to the sixth position to the fifth position is the fourth grounding mark sub-area, i.e., the fourth grounding mark sub-area is ξ2-ξ1, and the region corresponding to the fifth position to the end position of the second grounding mark area is the fifth grounding mark sub-area, i.e., the fifth grounding mark sub-area is ξ1-l.

[0090] In the case where the target slip rate interval is the second slip rate interval, the region corresponding to the starting position to the third position of the second grounding mark area is determined as the sixth grounding mark sub-area, i.e., the sixth grounding mark sub-area is 0-l3, the region corresponding to the third position to the seventh position is the seventh grounding mark sub-area, i.e., the seventh grounding mark sub-area is l3-ξ3, the region corresponding to the seventh position to the fifth position is the eighth grounding mark sub-area, i.e., the eighth grounding mark sub-area is ξ3-ξ1, and the region corresponding to the fifth position to the end position of the second grounding mark area is the ninth grounding mark sub-area, i.e., the ninth grounding mark sub-area is ξ1-l.

[0091] In the case where the target slip rate interval is the third slip rate interval, the region corresponding to the starting position to the third position of the second grounding mark area is determined as the tenth grounding mark sub-area, i.e., the tenth grounding mark sub-area is 0-l3, the region corresponding to the third position to the seventh position is the eleventh grounding mark sub-area, i.e., the eleventh grounding mark sub-area is l3-ξ3, and the region corresponding to the seventh position to the end position of the second grounding mark area is the twelfth grounding mark sub-area, i.e., the twelfth grounding mark sub-area is ξ3-l.

[0092] In the case where the target slip rate interval is the fourth slip rate interval, the region corresponding to the starting position to the eighth position of the second grounding mark area is determined as the thirteenth grounding mark sub-area, i.e., the thirteenth grounding mark sub-area is 0-ξ4, and the region corresponding to the eighth position to the end position of the second grounding mark area is the fourteenth grounding mark sub-area, i.e., the fourteenth grounding mark sub-area is ξ4-l.

[0093] Step S5, determining the shear stress distribution data of the target tire in each grounding mark sub-area, and determining the ice ground braking force of the target tire based on the shear stress distribution data in the plurality of grounding mark sub-areas.

[0094] Specifically, the ice ground braking force can be obtained by integrating the shear stress of any point in the second ground print area during braking, and the second ground print area has a sticking zone and a sliding zone during braking, so the shear stress of each ground print sub-area of the second ground print area needs to be calculated. In combination with the above analysis of the shear stress of the tire in the ice ground free rolling state, the shear stress distribution of the tire in the ice ground braking state can be obtained, and in combination with the shear stress distribution of the tire in the ice ground braking state, the braking force of the tire in the second ground print area during ice ground braking can be further obtained.

[0095] As an optional implementation, step S5 can be specifically implemented by the following manner:

[0096] In the case where the target slip ratio interval is the first slip ratio interval, the first ice ground braking force of the target tire is determined according to the following formula:

[0097]

[0098] In the formula, F1(x) represents the first ice ground braking force, f1(x) represents the shear stress of position x in the second ground print area, represents the shear stress of position x in the first ground print sub-area, C x s B x-μ s represents the shear stress of position x in the second ground print sub-area, C represents the shear stress of position x in the third ground print sub-area, C d represents the shear stress of position x in the fourth ground print sub-area, C represents the shear stress of position x in the fifth ground print sub-area, and b represents the width of the second ground print area.

[0099] It should be noted that in the case where the target slip ratio interval is the first slip ratio interval, and position x belongs to the fourth ground print sub-area ξ2-ξ1, the target tire is in a full slip state at this time.

[0100] In the case where the target slip ratio interval is the second slip ratio interval, the second ice ground braking force of the target tire is determined according to the following formula:

[0101]

[0102] In the formula, F2(x) represents the second ice ground braking force, f2(x) represents the shear stress of position x in the second ground print area, represents the shear stress of position x in the sixth ground print sub-area, C x s B x-μ sp0denotes the shear stress at position x in the seventh ground print sub-region, μ d p0denotes the shear stress at position x in the eighth ground print sub-region, denotes the shear stress at position x in the ninth ground print sub-region.

[0103] It should be noted that, in the case where the target slip rate interval is the second slip rate interval, and the position x belongs to the eighth ground print sub-region ξ3-ξ1, the target tire is in a full slip state at this time.

[0104] In the case where the target slip rate interval is the third slip rate interval, the third ice ground braking force of the target tire is determined according to the following formula:

[0105]

[0106] In the formula, F3(x) denotes the third ice ground braking force, f3(x) denotes the shear stress at position x in the second ground print region, denotes the shear stress at position x in the tenth ground print sub-region, C x s B x-μ s p0denotes the shear stress at position x in the eleventh ground print sub-region, μ d p0denotes the shear stress at position x in the twelfth ground print sub-region.

[0107] It should be noted that, in the case where the target slip rate interval is the third slip rate interval, and the position x belongs to the twelfth ground print sub-region ξ3-l, the target tire is in a full slip state at this time.

[0108] In the case where the target slip rate interval is the fourth slip rate interval, the fourth ice ground braking force of the target tire is determined according to the following formula:

[0109]

[0110] In the formula, F4(x) denotes the fourth ice ground braking force, f4(x) denotes the shear stress at position x in the second ground print region, denotes the shear stress at position x in the thirteenth ground print sub-region; μ d p0denotes the shear stress at position x in the fourteenth ground print sub-region.

[0111] It should be noted that, in the case where the target slip rate interval is the fourth slip rate interval, and the position x belongs to the fourteenth ground print sub-region ξ4-l, the target tire is in a full slip state at this time.

[0112] The above process, by using the tire model in the dry ground free rolling simulation to obtain simulation data such as maximum shear stress, shear stress peak position and other data, can reflect the mechanical properties of the tire under non-ice ground conditions, and provide a basis for subsequent ice ground braking force calculation. By determining the target slip rate interval under the ice ground braking condition, the running state of the tire on the ice surface can be more accurately controlled to avoid excessive slip or insufficient slip, and the tire can maintain the best grip when braking. Dividing the second ground contact patch area into multiple sub-areas can analyze the shear stress distribution of different parts of the tire in contact with the ice surface in detail, thereby more accurately calculating the ice ground braking force.

[0113] Further, the ice ground braking force calculation is based on the shear stress distribution data in the ground contact patch sub-area, and by analyzing the mechanical properties of the tire contact parts with the ice surface under different slip rate intervals, the braking effect of the tire on the ice ground can be more accurately predicted. The first to fourth ice ground braking force calculation formulas comprehensively consider the tire design parameters, ice ground running state parameters and shear stress distribution, and can reflect the braking force performance of the tire under different braking states. The technical solution solves the problem of inaccurate tire braking force prediction in ice ground environment by accurately calculating the ice ground braking force, and the flexibility of the method means that it can be applied to different types of tires and ice ground environments to achieve more extensive performance improvement.

[0114] As an optional implementation, the ground contact patch area form includes: the length of the contact patch area, the width of the contact patch area, and the optimal combination of the ground contact patch area form, the slip rate and the block stiffness when the ice ground braking force of the target tire is maximum is determined by optimizing the objective function using the particle swarm optimization algorithm, which can be realized by the following steps:

[0115] Step S1, the length of the contact patch area, the width of the contact patch area, the slip rate and the block stiffness are taken as the particle position in the particle swarm optimization algorithm, and the preset algorithm parameters are obtained, and the particle swarm optimization algorithm is configured based on the algorithm parameters, wherein the algorithm parameters at least include: the number of particles, the inertia weight, the learning factor. Step S1 is mainly for system initialization and parameter setting, which can be realized by the following steps:

[0116] Step S11, determine the search space: determine the value range of the length of the contact patch area, the width of the contact patch area, the slip rate and the block stiffness, and ensure that the particles can move in the effective design parameter space.

[0117] Step S12, particle swarm construction: the number of particles can be set to 25 or higher when initializing the particle swarm to enhance the search ability and cover a wide range of parameter combination space.

[0118] Step S13, algorithm parameter setting: the setting of the inertia weight w can adopt a linearly decreasing strategy, setting the inertia weight to linearly decrease from 0.9 to 0.4, which helps to balance the global exploration and local development ability in the search process, and ensures that the optimization process can quickly converge and avoid falling into local optimum. The setting of the learning factor is mainly used to control the learning and moving speed of the particles to their own historical best position and the global best position of the group.

[0119] Step S2, determining the constraint condition.

[0120] The constraint condition at least includes: the maximum value of the length of the footprint area, the range of the ratio of the length of the footprint area to the width of the footprint area, the range of the slip ratio, and the minimum value of the block stiffness.

[0121] Specifically, the relevant constraint conditions can be set according to the following rules: the maximum value of the length of the footprint area is determined as 1.5 times the crown arc length of the target tire, i.e., if the crown arc length of the tire is 200 mm, the maximum value of the length of the footprint area is 300 mm; according to the design standard of the tire, the range of the ratio of the length of the footprint area to the width of the footprint area is determined as 0.9 to 1.2; in order to determine the compatibility of the vehicle and the anti-lock braking system and achieve the best braking effect, the range of the slip ratio is set as 0.15 to 0.2; based on the tire design principle, the minimum value of the block stiffness is set as 0.45 of the stiffness corresponding to the slick tire, so as to ensure the grip force of the tire on the ice.

[0122] Step S3, using the particle swarm optimization algorithm with the completed configuration to optimize the target function, and determining the value combination of the length of the footprint area, the width of the footprint area, the slip ratio, and the block stiffness when the ice braking force in the target function is maximum as the optimal combination under the condition of meeting the constraint condition.

[0123] Based on the above initialized parameter configuration and determined constraint condition, step S3 can be further implemented through the following steps:

[0124] Step S32, using the particle swarm optimization algorithm with the completed configuration to iteratively calculate the target function, in each iteration, updating the particle position of each particle based on the velocity update formula and the position update formula of the particle swarm optimization algorithm, and judging whether the particle position meets the constraint condition, and in the case of meeting the constraint condition, calculating and recording the particle position and the corresponding target function value.

[0125] Specifically, step S32 can be further implemented through steps S321 to S325:

[0126] Step S321, evaluating the fitness: for each particle, i.e., each set of tire design parameters, the fitness value is calculated using the target function (based on the ice braking performance) described in the foregoing, reflecting the pros and cons of each design scheme.

[0127] Step S322, identifying the optimal solution: record the fitness value of each particle, and find the global optimal solution g in the current particle swarm and the personal optimal solution p of each particle i .

[0128] Step S323, updating the speed and position.

[0129] Updating the particle speed: according to the current position of the particle, the personal optimal position, the group optimal position and the algorithm parameters (inertia weight (w), learning factor (c1) and (c2)), the speed vector of each particle is updated. The formula is generally as follows:

[0130]

[0131] In the formula, wherein, is the speed of particle i at the current iteration, is the position of particle i at the current iteration, and r1 and r2 are random numbers between 0 and 1, used to introduce randomness and enhance the search ability of the algorithm.

[0132] Updating the particle position: using the updated speed vector, the position vector of each particle is updated, and the formula is as follows:

[0133]

[0134] Step S324, constraint condition check: after each iteration, check whether the new position meets the constraint conditions, such as exceeding the maximum value of the length of the footprint area, the range of the width ratio, the slip ratio and the block stiffness, and immediately correct or discard the particle to ensure the rationality of the search.

[0135] Step S325, recording the fitness value: under the condition of meeting the constraint condition, the ice road braking force value (objective function value) corresponding to each particle position is calculated and recorded as the basis for further iteration and comparison.

[0136] Step S33, after reaching the maximum number of iterations or meeting the convergence condition, the maximum objective function value is determined as the maximum ice road braking force of the target tire from all the recorded objective function values, and the combination of the footprint area length, the footprint area width, the slip ratio and the block stiffness corresponding to the particle position corresponding to the maximum objective function value is determined as the optimal combination.

[0137] Specifically, step S33 can be further implemented by the following steps:

[0138] Step S331, convergence judgment: before reaching the preset maximum iteration number (such as 400 times), the change of the fitness value is continuously monitored, and if the variation of the fitness value in a plurality of consecutive generations (for example, 20 generations) is less than a very small threshold (for example, 0.001), the algorithm is considered to have converged.

[0139] Step S332, determine the optimal combination: filter out the particle position corresponding to the maximum ice road braking force from all recorded target function values, and the particle position contains the length, width, slip rate and pattern block stiffness of the footprint area, which is the optimal combination to be found.

[0140] The iteration process of the particle swarm optimization algorithm is to search through the wisdom of the group and gradually approach the parameter combination that maximizes the ice road braking force. In each iteration, the speed and position update formula of the particle swarm optimization algorithm can guide the movement of the particles in the search space, and the judgment of the constraint condition ensures the feasibility of the search result. By recording the particle position and the target function value in each iteration, the optimization process can be tracked, and the optimal combination can be finally determined. Through the iteration process of the particle swarm optimization algorithm, the efficient optimization of the tire design parameters is realized, and the problem of tire performance optimization in ice road environment is solved.

[0141] As an optional implementation, configuring the second design parameter of the target tire based on the optimal combination can be realized by the following way: determining the optimal footprint area length, the optimal footprint area width, the optimal slip rate and the optimal pattern block stiffness corresponding to the optimal combination; and configuring the second design parameter of the target tire based on the optimal footprint area length, the optimal footprint area width, the optimal slip rate and the optimal pattern block stiffness.

[0142] Specifically, the optimal footprint area length, the optimal footprint area width, the optimal slip rate and the optimal pattern block stiffness corresponding to the particle position with the maximum ice road braking force can be extracted from the iteration results of the particle swarm optimization algorithm.

[0143] In configuring the second design parameters, the optimization of the following dimensions, including but not limited to, is achieved: optimization of tire material formula, optimization of air pressure setting, and optimization of pattern design details. The goal of tire material formula optimization is to select a material formula that can provide sufficient grip and wear resistance to meet the requirements of the optimal footprint area and the pattern block stiffness. Specifically, the wear resistance and grip of different rubber formulas can be tested through experiments or simulations, and the material formula that best meets the optimal slip rate and pattern block stiffness requirements can be selected. The goal of air pressure setting optimization is to determine the optimal setting of tire air pressure to meet the shape and size requirements of the optimal footprint area. Air pressure changes directly affect the tire contact area and hardness, and by adjusting the air pressure, the optimal footprint area length and width can be achieved without changing the tire structure, while ensuring appropriate pattern block stiffness. The goal of pattern design detail optimization is to optimize the pattern design details, such as the shape, spacing, and arrangement of the pattern blocks, while maintaining the optimal pattern block stiffness, to further improve the ice braking effect. Specifically, computer-aided design software can be used to simulate the ice braking performance of tires with different pattern details, and the best pattern design details can be selected based on the optimal combination of parameters.

[0144] The adjusted second design parameters can be applied to tire design to manufacture prototype tires for testing in ice conditions to ensure that the optimized results can actually improve the ice braking effect of the tires. Based on the results of the field test, the second design parameters can be adjusted as necessary to achieve the optimal ice braking performance and overall performance balance. If necessary, the particle swarm optimization algorithm can be run again to fine-tune the parameters.

[0145] Configuring the second design parameters based on the optimal combination is the last step of the entire tire design optimization process and is the key link to convert theoretical optimization results into actual tire design. By determining the optimal footprint area length, width, slip rate, and pattern block stiffness, tire manufacturers can adjust the second design parameters such as tire shoulder thickness, sidewall hardness, belt stiffness, number of plies, and tire air pressure to maximize the ice braking performance.

[0146] Through the above steps, by the efficient optimization characteristics of the particle swarm optimization algorithm, combined with the running state parameters of the tire in the ice ground environment, the accurate configuration of the tire design parameters is realized to improve the ice ground braking performance. Specifically, first, through the accurate mathematical model and the particle swarm optimization algorithm, efficient optimization of the tire design parameters is realized, avoiding the uncertainty brought by relying on experience in the traditional design method, ensuring the scientificity and rationality of the design parameters. Secondly, the method of the present application can predict and optimize the ice ground braking force of the tire without actual tire manufacturing and testing, greatly reducing the research and development cost and time consumption, and improving the research and development efficiency. Finally, by reasonably setting the constraint conditions, the method of the present application ensures that the tire design parameters meet the regulations and use requirements on the premise of optimizing the ice ground braking performance, ensuring the stability and safety of the tire under various working conditions, and thus solving the technical problem that the design parameters cannot be accurately and efficiently configured during tire design to make the tire achieve optimal ice ground braking performance.

[0147] Embodiment 2

[0148] According to the embodiments of the present application, a tire parameter configuration device based on ice ground braking performance for implementing the tire parameter configuration method based on ice ground braking performance in Embodiment 1 is also provided, as shown in Figure 2 The tire parameter configuration device based on ice ground braking performance at least includes an acquisition module 21, a function construction module 22, an optimization module 23 and a parameter configuration module 24, wherein:

[0149] The acquisition module 21 can acquire the first design parameters of the target tire that have been configured and the preset ice ground running state parameters, and determine the second design parameters of the target tire to be configured, wherein the second design parameters affect the footprint area form, slip ratio and block stiffness of the target tire when running in the environment corresponding to the ice ground running state parameters;

[0150] The function construction module 22 can construct the target function between the ice ground braking force of the target tire and the footprint area form, slip ratio and block stiffness based on the first design parameters and the ice ground running state parameters;

[0151] The optimization module 23 can use the particle swarm optimization algorithm to optimize the target function, and determine the optimal combination between the footprint area form, slip ratio and block stiffness when the ice ground braking force of the target tire is maximum;

[0152] The parameter configuration module 24 can configure the second design parameters of the target tire based on the optimal combination.

[0153] The functions of each module of the tire parameter configuration device based on ice ground braking performance will be described below in combination with the specific implementation process.

[0154] As an optional implementation, the first design parameters acquired by the acquisition module at least include: a crown arc length of the tread, a static friction coefficient; the ice ground running state parameters at least include: an ice ground state parameter, a tire load; the second design parameters include at least one of: a tire shoulder thickness, a tire sidewall hardness, a belt hardness, a number of ply layers, a tire air pressure, wherein the tire air pressure is in a range of 0.8 times to 1.3 times of a standard air pressure.

[0155] As an optional implementation, the function construction module constructs a target function between the ice ground braking force of the target tire and the footprint area morphology, the slip ratio and the block stiffness based on the first design parameters and the ice ground running state parameters, which can be achieved by the following way: acquiring a group of preset second design parameters and dry ground running state parameters, wherein the dry ground running state parameters at least include: a dry ground state parameter, a tire load; constructing a tire model based on the first design parameters and the preset second design parameters, and performing dry ground rolling simulation on the tire model based on the dry ground running state parameters to obtain simulation data, wherein the simulation data includes: a maximum shear stress in a first footprint area between the tire model and the dry ground during the rolling process, a first position corresponding to a first shear stress peak value and a second position corresponding to a last shear stress peak value; determining a plurality of slip ratio intervals according to the first design parameters, the ice ground running state parameters and the simulation data, and determining a target slip ratio interval to which the slip ratio of the target tire under the ice ground braking working condition belongs; dividing a second footprint area of the target tire under the ice ground braking working condition into a plurality of footprint sub-areas according to the target slip ratio interval; determining shear stress distribution data of the target tire in each footprint sub-area, and determining the ice ground braking force of the target tire based on the shear stress distribution data in the plurality of footprint sub-areas.

[0156] As an optional implementation, the function construction module determines a plurality of slip ratio intervals according to the first design parameters, the ice ground running state parameters and the simulation data, which can be achieved by the following way: determining a first critical slip ratio, a second critical slip ratio and a third critical slip ratio of the target tire under the ice ground braking working condition according to the following formulas respectively:

[0157]

[0158] In the formulas, s1, s2 and s3 respectively represent the first critical slip ratio, the second critical slip ratio and the third critical slip ratio, l represents a length of the second footprint area, l1 and l2 respectively represent distances from the first position and the second position to a starting position of the second footprint area, D represents the maximum shear stress, C x represents the block stiffness, p0 represents the tire load, and μ srepresents the static friction coefficient; the slip rate interval not less than 0 and less than the first critical slip rate is determined as the first slip rate interval; the slip rate interval not less than the first critical slip rate and less than the second critical slip rate is determined as the second slip rate interval; the slip rate interval not less than the second critical slip rate and less than the third critical slip rate is determined as the third slip rate interval; and the slip rate interval not less than the third critical slip rate is determined as the fourth slip rate interval.

[0159] As an optional implementation, the function building module divides the second footprint area of the target tire in the ice ground braking condition according to the target slip rate interval into a plurality of footprint sub-areas, which can be realized by determining the third position, the fourth position, the fifth position, the sixth position, the seventh position and the eighth position for dividing the second footprint area according to the following formulas respectively:

[0160]

[0161] In the formulas, l3, l4, ξ1, ξ2, ξ3, ξ4 respectively represent the distance from the third position, the fourth position, the fifth position, the sixth position, the seventh position and the eighth position to the starting position of the second footprint area, s B represents the slip rate of the target tire, μ d represents the dynamic friction coefficient, μ d = μ s -(μ s - μ0) s B, and μ0 represents a preset initial dynamic friction coefficient; in the case where the target slip ratio interval is the first slip ratio interval, the region corresponding to the starting position to the third position of the second ground contact patch region is determined as a first ground contact patch sub-region, the region corresponding to the third position to the fourth position is determined as a second ground contact patch sub-region, the region corresponding to the fourth position to the sixth position is determined as a third ground contact patch sub-region, the region corresponding to the sixth position to the fifth position is determined as a fourth ground contact patch sub-region, and the fifth position to the end position of the second ground contact patch region is determined as a fifth ground contact patch sub-region; in the case where the target slip ratio interval is the second slip ratio interval, the region corresponding to the starting position to the third position of the second ground contact patch region is determined as a sixth ground contact patch sub-region, the region corresponding to the third position to the seventh position is determined as a seventh ground contact patch sub-region, the region corresponding to the seventh position to the fifth position is determined as an eighth ground contact patch sub-region, and the fifth position to the end position of the second ground contact patch region is determined as a ninth ground contact patch sub-region; in the case where the target slip ratio interval is the third slip ratio interval, the region corresponding to the starting position to the third position of the second ground contact patch region is determined as a tenth ground contact patch sub-region, the region corresponding to the third position to the seventh position is determined as an eleventh ground contact patch sub-region, and the seventh position to the end position of the second ground contact patch region is determined as a twelfth ground contact patch sub-region; in the case where the target slip ratio interval is the fourth slip ratio interval, the region corresponding to the starting position to the eighth position of the second ground contact patch region is determined as a thirteenth ground contact patch sub-region, and the eighth position to the end position of the second ground contact patch region is determined as a fourteenth ground contact patch sub-region.

[0162] As an optional implementation, the function construction module determines the shear stress distribution data of the target tire in each ground contact patch sub-region under the ice road braking condition, and determines the ice road braking force of the target tire based on the shear stress distribution data in the plurality of ground contact patch sub-regions, which can be realized in the following manner: in the case where the target slip ratio interval is the first slip ratio interval, the first ice road braking force of the target tire is determined according to the following formula:

[0163]

[0164] In the formula, F1(x) represents the first ice road braking force, f1(x) represents the shear stress of the position x in the second ground contact patch region, represents the shear stress of the position x in the first ground contact patch sub-region, C x s B x-μ s p0 represents the shear stress of the position x in the second ground contact patch sub-region, represents the shear stress of the position x in the third ground contact patch sub-region, μ d p0 represents the shear stress of the position x in the fourth ground contact patch sub-region, represents the shear stress at position x in the fifth sub-ground-contact-area, b represents the width of the second ground-contact-area;

[0165] In the case where the target slip ratio interval is the second slip ratio interval, the second ice-land braking force of the target tire is determined according to the following formula:

[0166]

[0167] In the formula, F2(x) represents the second ice-land braking force, f2(x) represents the shear stress at position x in the second ground-contact-area, represents the shear stress at position x in the sixth sub-ground-contact-area, C x s B x-μ s p0represents the shear stress at position x in the seventh sub-ground-contact-area, μ d p0represents the shear stress at position x in the eighth sub-ground-contact-area. represents the shear stress at position x in the ninth sub-ground-contact-area.

[0168] In the case where the target slip ratio interval is the third slip ratio interval, the third ice-land braking force of the target tire is determined according to the following formula:

[0169]

[0170] In the formula, F3(x) represents the third ice-land braking force, f3(x) represents the shear stress at position x in the second ground-contact-area, represents the shear stress at position x in the tenth sub-ground-contact-area, C x s B x-μ s p0represents the shear stress at position x in the eleventh sub-ground-contact-area, μ d p0represents the shear stress at position x in the twelfth sub-ground-contact-area.

[0171] In the case where the target slip ratio interval is the fourth slip ratio interval, the fourth ice-land braking force of the target tire is determined according to the following formula:

[0172]

[0173] In the formula, F4(x) represents the fourth ice-land braking force, f4(x) represents the shear stress at position x in the second ground-contact-area, represents the shear stress at position x in the thirteenth sub-ground-contact-area; μ d p0represents the shear stress at position x in the fourteenth sub-ground-contact-area.

[0174] As an optional implementation, the ground print area form includes a ground print area length and a ground print area width, and the optimization module determines the optimal combination of the ground print area form, the slip ratio and the block stiffness when the ice road braking force of the target tire is maximum by using the particle swarm optimization algorithm to optimize the target function, which can be achieved by: taking the ground print area length, the ground print area width, the slip ratio and the block stiffness as the particle position in the particle swarm optimization algorithm, and obtaining preset algorithm parameters, and configuring the particle swarm optimization algorithm based on the algorithm parameters, wherein the algorithm parameters at least include: the number of particles, the inertia weight and the learning factor; determining the constraint condition, wherein the constraint condition at least includes: the maximum value of the ground print area length, the range of the ratio of the ground print area length to the ground print area width, the slip ratio range and the minimum value of the block stiffness; and optimizing the target function by using the configured particle swarm optimization algorithm, and determining the value combination of the ground print area length, the ground print area width, the slip ratio and the block stiffness in the target function when the ice road braking force is maximum as the optimal combination under the condition of meeting the constraint condition.

[0175] As an optional implementation, the optimization module determines the constraint condition, which can be achieved by: determining the maximum value of the ground print area length as 1.5 times the value of the crown arc length of the target tire; determining the range of the ratio of the ground print area length to the ground print area width as 0.9 to 1.2; determining the slip ratio range as 0.15 to 0.2; and determining the minimum value of the block stiffness as 0.45 times the value of the corresponding block stiffness when the target tire is a smooth tire.

[0176] As an optional implementation, the optimization module optimizes the target function by using the configured particle swarm optimization algorithm, and determines the value combination of the ground print area length, the ground print area width, the slip ratio and the block stiffness in the target function when the ice road braking force is maximum as the optimal combination under the condition of meeting the constraint condition, which can be achieved by: iteratively calculating the target function by using the configured particle swarm optimization algorithm, in each iteration, updating the particle position of each particle based on the speed update formula and the position update formula of the particle swarm optimization algorithm, and determining whether each particle position meets the constraint condition, and in the case of meeting the constraint condition, calculating and recording the particle position and the corresponding target function value; and after reaching the maximum iteration number or meeting the convergence condition, determining the maximum target function value as the maximum ice road braking force of the target tire from all the recorded target function values, and determining the combination of the ground print area length, the ground print area width, the slip ratio and the block stiffness corresponding to the particle position corresponding to the maximum target function value as the optimal combination.

[0177] As an optional implementation, the parameter configuration module configures the second design parameter of the target tire based on the optimal combination, which can be implemented by the following manner: determining the optimal footprint area length, the optimal footprint area width, the optimal slip ratio and the optimal block stiffness corresponding to the optimal combination; and configuring the second design parameter of the target tire based on the optimal footprint area length, the optimal footprint area width, the optimal slip ratio and the optimal block stiffness.

[0178] It should be noted that each module in the tire parameter configuration device based on the ice ground braking performance in the embodiments of the present application corresponds to each implementation step of the tire parameter configuration method based on the ice ground braking performance in Embodiment 1. Since Embodiment 1 has been described in detail, the details not embodied in this embodiment can be referred to Embodiment 1, and will not be described in detail here.

[0179] Embodiment 3

[0180] According to the embodiments of the present application, a computer program product is also provided, which includes a computer program. When the computer program is executed by a processor, the tire parameter configuration method based on the ice ground braking performance in Embodiment 1 is implemented.

[0181] According to the embodiments of the present application, a non-volatile storage medium is also provided, which includes a stored computer program. The device in which the non-volatile storage medium is located executes the tire parameter configuration method based on the ice ground braking performance in Embodiment 1 by running the computer program.

[0182] According to the embodiments of the present application, a processor is also provided, which is used to run a computer program. When the computer program is run, the tire parameter configuration method based on the ice ground braking performance in Embodiment 1 is executed.

[0183] According to the embodiments of the present application, an electronic device is also provided, which includes a memory and a processor. The memory stores a computer program, and the processor is configured to execute the tire parameter configuration method based on the ice ground braking performance in Embodiment 1 by the computer program.

[0184] Specifically, the computer program runs to implement the following steps: obtaining the first design parameter configured for the target tire and the preset ice ground running state parameter, and determining the second design parameter to be configured for the target tire, wherein the second design parameter affects the footprint area form, the slip ratio, and the block stiffness of the target tire when running in the environment corresponding to the ice ground running state parameter; constructing the target function between the ice ground braking force and the footprint area form, the slip ratio, and the block stiffness of the target tire based on the first design parameter and the ice ground running state parameter; optimizing the target function by using the particle swarm optimization algorithm to determine the optimal combination of the footprint area form, the slip ratio, and the block stiffness of the target tire when the ice ground braking force is maximum; and configuring the second design parameter of the target tire based on the optimal combination.

[0185] As an optional implementation, the electronic device can exist in the form of a mobile terminal, a computer terminal, or a similar computing device. Figure 3 A hardware structure block diagram of an electronic device for implementing a tire parameter configuration method based on ice ground braking performance is shown. As shown in Figure 3 The electronic device 30 can include one or more processors 302 (the processor 302 can include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA), a memory 304 for storing data, and a transmission device 306 for communication functions. In addition, it can also include a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which can be included as one of the ports in the BUS bus), a network interface, a power supply and / or a camera. Those skilled in the art can understand that Figure 3 The structure shown is only schematic, which does not limit the structure of the above-mentioned electronic device. For example, the electronic device 30 can include more or fewer components than Figure 3 shown, or have a different configuration than Figure 3 shown.

[0186] It should be noted that the one or more processors 302 and / or other data processing circuits described above can be referred to as "data processing circuits" herein. The data processing circuit can be embodied in whole or in part as software, hardware, firmware or any combination thereof. In addition, the data processing circuit can be a single independent processing module, or all or part of any one of the other elements combined into the electronic device 30. As referred to in the embodiments of the present application, the data processing circuit serves as a processor control (for example, selection of a variable resistance terminal path connected to an interface).

[0187] The memory 304 can be used to store software programs of application software and modules, such as program instructions / data storage devices corresponding to the tire parameter configuration method based on ice road braking performance in the embodiments of the present application, and the processor 302 executes various functional applications and data processing by running the software programs and modules stored in the memory 304, that is, implements the vulnerability detection method of the application program described above. The memory 304 can include a high-speed random access memory, and can also include a non-volatile memory, such as one or more magnetic storage devices, flash memories, or other non-volatile solid-state memories. In some examples, the memory 304 can further include memories remotely arranged with respect to the processor 302, which can be connected to the electronic device 30 through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0188] The transmission device 306 is used to receive or send data via a network. Specific examples of the above-mentioned network can include a wireless network provided by a communication provider of the electronic device 30. In one example, the transmission device 306 includes a network adapter (Network Interface Controller, NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device 306 can be a radio frequency (Radio Frequency, RF) module, which is used to communicate with the Internet in a wireless manner.

[0189] The display can be, for example, a touch screen type liquid crystal display (LCD), which can enable a user to interact with the user interface of the electronic device 30.

[0190] The above-mentioned embodiment numbers are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0191] In the above-mentioned embodiments of the present application, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0192] In the several embodiments of the present application, it should be understood that the disclosed technology can be implemented in other ways. Of course, the above-mentioned device embodiments are only schematic, for example, the division of units can be a logical function division, and there can be another division manner in actual implementation, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, unit or module, and can be electrical or other forms.

[0193] The units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, i.e. may be located in one place, or may be distributed to multiple units. Part or all of the units may be selected according to actual needs to achieve the purpose of the embodiment.

[0194] In addition, the functional units in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware, or in the form of a software functional unit.

[0195] If the integrated unit is realized in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application, the essential part or contribution to the prior art, or all or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a plurality of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various program code storage media.

[0196] The above is only the preferred embodiment of the present application, and it should be pointed out that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, which should also be considered as the protection scope of the present application.

Claims

1. A method of configuring tire parameters based on ice grip performance, characterized in that, The method comprises the following steps: acquiring a first design parameter configured for a target tire and a preset ice ground running state parameter, and determining a second design parameter to be configured for the target tire, wherein the second design parameter affects the footprint area shape, slip ratio and block stiffness of the target tire when the target tire runs in an environment corresponding to the ice ground running state parameter; constructing a target function between the ice ground braking force and the footprint area shape, slip ratio and block stiffness of the target tire based on the first design parameter and the ice ground running state parameter; optimizing the target function by using a particle swarm optimization algorithm to determine an optimal combination of the footprint area shape, slip ratio and block stiffness of the target tire when the ice ground braking force of the target tire is maximum; configuring the second design parameter of the target tire based on the optimal combination.

2. The method according to claim 1, wherein: the first design parameter at least includes a tread crown arc length and a static friction coefficient; the ice ground running state parameter at least includes an ice ground state parameter and a tire load; the second design parameter at least includes one of a tire shoulder thickness, a tire sidewall hardness, a belt hardness, a number of ply layers and a tire air pressure, wherein the tire air pressure is in a range of 0.8 times to 1.3 times of a standard air pressure.

3. The method of claim 2, wherein, constructing a target function between the ice ground braking force and the footprint area shape, slip ratio and block stiffness of the target tire based on the first design parameter and the ice ground running state parameter comprises: acquiring a group of preset second design parameters and dry ground running state parameters, wherein the dry ground running state parameter at least includes a dry ground state parameter and the tire load; constructing a tire model based on the first design parameter and the preset second design parameter, and performing dry ground rolling simulation on the tire model based on the dry ground running state parameter to obtain simulation data, wherein the simulation data includes a maximum shear stress in a first footprint area between the tire model and a dry ground during rolling, a first position corresponding to a first shear stress peak value and a second position corresponding to a last shear stress peak value; determining a plurality of slip ratio intervals according to the first design parameter, the ice ground running state parameter and the simulation data, and determining a target slip ratio interval to which a slip ratio of the target tire in an ice ground braking working condition belongs; dividing a second footprint area of the target tire in the ice ground braking working condition into a plurality of footprint sub-areas according to the target slip ratio interval; determining shear stress distribution data of the target tire in each footprint sub-area, and determining an ice ground braking force of the target tire based on the shear stress distribution data in a plurality of footprint sub-areas.

4. The method of claim 3, wherein, determining a plurality of slip ratio intervals according to the first design parameter, the ice ground running state parameter and the simulation data comprises: determining a first critical slip ratio, a second critical slip ratio and a third critical slip ratio of the target tire in the ice ground braking working condition according to the following formulas respectively: wherein s1, s2, s3 represent the first critical slip ratio, the second critical slip ratio, the third critical slip ratio, respectively, l represents the length of the second ground mark region, li, l2 represent the distance from the first position and the second position to the start position of the second ground mark region, respectively, D represents the maximum shear stress, C x represents the pattern block stiffness, p0 represents the tire load, μ s represents the static friction coefficient; determining a slip ratio interval not less than 0 and less than the first critical slip ratio as a first slip ratio interval; determining a slip rate interval not less than the first critical slip rate and less than the second critical slip rate as a second slip rate interval; determining a slip rate interval not less than the second critical slip rate and less than the third critical slip rate as a third slip rate interval; determining a slip rate interval not less than the third critical slip rate as a fourth slip rate interval.

5. The method of claim 4, wherein, dividing a second footprint area of the target tire in an ice braking condition into a plurality of footprint sub-areas according to the target slip rate interval, comprising: determining a third position, a fourth position, a fifth position, a sixth position, a seventh position and an eighth position for dividing the second footprint area according to the following formulas respectively: In the formula, l3, l4, ξ1, ξ2, ξ3, ξ4 respectively represent the distance from the third position, the fourth position, the fifth position, the sixth position, the seventh position, the eighth position to the starting position of the second ground mark area, s B represents the slip rate of the target tire, μ d represents the dynamic friction coefficient, μ d = μ s -(μ s - μ0) s B μ0 represents the preset initial dynamic friction coefficient; in the case that the target slip rate interval is the first slip rate interval, determining a region corresponding to a starting position of the second footprint area to the third position as a first footprint sub-area, a region corresponding to the third position to the fourth position as a second footprint sub-area, a region corresponding to the fourth position to the sixth position as a third footprint sub-area, a region corresponding to the sixth position to the fifth position as a fourth footprint sub-area, and a region corresponding to the fifth position to an ending position of the second footprint area as a fifth footprint sub-area; in the case that the target slip rate interval is the second slip rate interval, determining a region corresponding to the starting position of the second footprint area to the third position as a sixth footprint sub-area, a region corresponding to the third position to the seventh position as a seventh footprint sub-area, a region corresponding to the seventh position to the fifth position as an eighth footprint sub-area, and a region corresponding to the fifth position to the ending position of the second footprint area as a ninth footprint sub-area; in the case that the target slip rate interval is the third slip rate interval, determining a region corresponding to the starting position of the second footprint area to the third position as a tenth footprint sub-area, a region corresponding to the third position to the seventh position as an eleventh footprint sub-area, and a region corresponding to the seventh position to the ending position of the second footprint area as a twelfth footprint sub-area; in the case that the target slip rate interval is the fourth slip rate interval, determining a region corresponding to the starting position of the second footprint area to the eighth position as a thirteenth footprint sub-area, and a region corresponding to the eighth position to the ending position of the second footprint area as a fourteenth footprint sub-area.

6. The method of claim 5, wherein, determining shear stress distribution data of the target tire in each of the footprint sub-areas in the ice braking condition, and determining an ice braking force of the target tire based on the shear stress distribution data in the plurality of footprint sub-areas, comprising: in the case that the target slip rate interval is the first slip rate interval, determining a first ice braking force of the target tire according to the following formula: where F1(x) represents the first ice ground braking force, f1(x) represents the shear stress at position x in the second ground print area, represents the shear stress at position x in the first ground print sub-area, C x s B x-μ s represents the shear stress at position x in the second ground print sub-area, represents the shear stress at position x in the third ground print sub-area, μ d represents the shear stress at position x in the fourth ground print sub-area, represents the shear stress at position x in the fifth ground print sub-area, b represents the width of the second ground print area; in the case that the target slip rate interval is the second slip rate interval, determining a second ice braking force of the target tire according to the following formula: in the case that the target slip rate interval is the third slip rate interval, determining a third ice braking force of the target tire according to the following formula: in the case that the target slip rate interval is the fourth slip rate interval, determining a fourth ice braking force of the target tire according to the following formula: where F2(x) represents the second ice-geared braking force, f2(x) represents the shear stress at position x in the second ground-print area, represents the shear stress at position x in the sixth ground-print sub-area, C x s B x-μ s p0represents the shear stress at position x in the seventh ground-print sub-area, μ d p0represents the shear stress at position x in the eighth ground-print sub-area, represents the shear stress at position x in the ninth ground-print sub-area; In a case where the target slip ratio interval is the third slip ratio interval, a third ice ground braking force of the target tire is determined according to the following formula: where F3(x) represents the third ice ground braking force, f3(x) represents the shear stress at position x in the second ground print area, represents the shear stress at position x in the tenth ground print sub-area, C x s B x-μ s p0represents the shear stress at position x in the eleventh ground print sub-area, μ d p0represents the shear stress at position x in the twelfth ground print sub-area; In a case where the target slip ratio interval is the fourth slip ratio interval, a fourth ice ground braking force of the target tire is determined according to the following formula: where F4(x) represents the fourth ice ground braking force, f4(x) represents the shear stress at position x in the second ground print area, represents the shear stress at position x in the thirteenth ground print sub-area; μ d p0represents the shear stress at position x in the fourteenth ground print sub-area.

7. The method of claim 1, wherein, The footprint area form includes a footprint area length and a footprint area width, and a particle swarm optimization algorithm is used to optimize the target function to determine an optimal combination of the footprint area form, the slip ratio and the block stiffness when the ice ground braking force of the target tire is maximum, including: The footprint area length, the footprint area width, the slip ratio and the block stiffness are used as particle positions in the particle swarm optimization algorithm, and preset algorithm parameters are obtained, and the particle swarm optimization algorithm is configured based on the algorithm parameters, wherein the algorithm parameters at least include a particle number, an inertia weight and a learning factor; Constraint conditions are determined, wherein the constraint conditions at least include a maximum value of the footprint area length, a range of a ratio of the footprint area length to the footprint area width, a slip ratio range and a minimum value of the block stiffness; The configured particle swarm optimization algorithm is used to optimize the target function, and the value combination of the footprint area length, the footprint area width, the slip ratio and the block stiffness when the ice ground braking force in the target function is maximum is determined as the optimal combination under the condition that the constraint conditions are met.

8. The method of claim 7, wherein, The constraint conditions are determined, including: The maximum value of the footprint area length is determined as 1.5 times of a crown arc length of the target tire; The range of the ratio of the footprint area length to the footprint area width is determined as 0.9 to 1.2; The slip ratio range is determined as 0.15 to 0.2; The minimum value of the block stiffness is determined as 0.45 times of a block stiffness corresponding to a smooth tire when the target tire is the smooth tire.

9. The method of claim 7, wherein, The configured particle swarm optimization algorithm is used to optimize the target function, and the value combination of the footprint area length, the footprint area width, the slip ratio and the block stiffness when the ice ground braking force in the target function is maximum is determined as the optimal combination under the condition that the constraint conditions are met, including: The configured particle swarm optimization algorithm is used to iteratively calculate the target function, in each iteration, the particle position of each particle is updated based on a speed update formula and a position update formula of the particle swarm optimization algorithm, and it is judged whether the particle position of each particle meets the constraint conditions, and the particle position and the corresponding target function value are calculated and recorded under the condition that the constraint conditions are met; After the maximum iteration number is reached or the convergence condition is met, the maximum target function value is determined as the maximum ice ground braking force of the target tire from all the recorded target function values, and the combination of the footprint area length, the footprint area width, the slip ratio and the block stiffness corresponding to the particle position corresponding to the maximum target function value is determined as the optimal combination.

10. The method of claim 9, wherein, The second design parameter of the target tire is configured based on the optimal combination, including: The optimal footprint area length, the optimal footprint area width, the optimal slip ratio and the optimal block stiffness corresponding to the optimal combination are determined. configure the second design parameter of the target tire based on the optimal length of the footprint area, the optimal width of the footprint area, the optimal slip ratio, and an optimal block stiffness.

11. A device for configuring tire parameters based on ice grip performance, characterized by, The method comprises the steps of: acquiring a first design parameter configured for a target tire and a preset ice ground running state parameter, and determining a second design parameter to be configured for the target tire, wherein the second design parameter affects a footprint area shape, a slip ratio, and a block stiffness of the target tire when the target tire runs in an environment corresponding to the ice ground running state parameter; constructing, by a function construction module, a target function between an ice ground braking force of the target tire and the footprint area shape, the slip ratio, and the block stiffness of the target tire based on the first design parameter and the ice ground running state parameter; determining, by an optimization module, an optimal combination between the footprint area shape, the slip ratio, and the block stiffness of the target tire when the ice ground braking force of the target tire is maximum by using a particle swarm optimization algorithm; configuring, by a parameter configuration module, the second design parameter of the target tire based on the optimal combination.

12. A determination machine program product, characterized by The method comprises the steps of: a determination program, wherein the determination program is executed by a processor to implement the tire parameter configuration method based on ice ground braking performance according to any one of claims 1 to 10.

13. An electronic device, comprising: The method comprises the steps of: a memory and a processor, wherein the memory stores a determination program, and the processor is configured to execute the tire parameter configuration method based on ice ground braking performance according to any one of claims 1 to 10 by using the determination program.

Images