Method and device for determining tire pitch number, electronic equipment and computer program product

Abstract

The application discloses a tire pitch number determination method and device, electronic equipment and computer program product. The method comprises the following steps: obtaining tire parameters of a tire to be designed, wherein the tire parameters at least comprise a rolling radius of the tire to be designed and groove parameters of at least one longitudinal groove; determining a groove cavity resonance frequency band according to the groove parameters; determining a tire rotation fundamental frequency according to the rolling radius and a noise reduction vehicle speed of the tire to be designed, wherein the tire rotation fundamental frequency is used to represent noise generated by a single pitch on the tire to be designed, and the tire rotation fundamental frequency is positively correlated with the noise reduction vehicle speed; and determining a pitch number of the tire to be designed according to a pitch noise frequency not in the range of the groove cavity resonance frequency band, wherein the pitch noise frequency is determined according to the tire rotation fundamental frequency and the pitch number, and the pitch noise frequency is positively correlated with the solution number. The application solves the technical problem of poor noise reduction effect in the pitch design of the existing tire.

Description

Technical Field

[0001] This application relates to the field of tire design, and more specifically, to a method, apparatus, electronic device, and computer program product for determining tire pitch number. Background Technology

[0002] With the rapid development of the new energy vehicle market, vehicle powertrain noise has been significantly reduced, and tire-road noise has become the primary factor affecting driving comfort and compliance with noise regulations. Currently, the requirements for vehicle noise during road traffic are becoming increasingly stringent, posing greater challenges to the low-noise design of tires.

[0003] Tire noise can be divided into vibration-transmitted noise and airborne noise. Among them, airborne noise has a more significant impact on overall noise levels. It is mainly caused by the tread pattern and includes: tread impact noise, groove pumping noise, tube resonance noise, and various acoustic amplification mechanisms (such as Helmholtz resonance and horn effect).

[0004] However, the core flaw of existing technologies lies in their treatment of pitch optimization as an isolated problem. They focus solely on optimizing the acoustic characteristics of the pitch sequence itself, neglecting the fact that the tire is a complex system with multiple noise sources. When the optimized pitch harmonic frequencies couple with the tire's inherent cavity resonant frequencies at common vehicle speeds, a significant acoustic enhancement effect is generated, thereby weakening or even negating the noise reduction effect of pitch optimization.

[0005] There is currently no effective solution to the problem of poor noise reduction in the existing tire pitch design. Summary of the Invention

[0006] This application provides a method, apparatus, electronic device, and computer program product for determining tire pitch number, so as to at least solve the technical problem of poor noise reduction effect in existing tire pitch design.

[0007] According to one aspect of the embodiments of this application, a method for determining the number of tire pitches is provided, comprising: obtaining tire parameters of a tire to be designed, wherein the tire parameters include at least: the rolling radius of the tire to be designed and the longitudinal groove parameters of at least one longitudinal groove; determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove parameters, wherein the longitudinal groove cavity resonance frequency band is used to represent the noise generated by the longitudinal groove; determining the tire rotation fundamental frequency based on the rolling radius and the vehicle speed to be noise-reduced of the tire to be designed, wherein the tire rotation fundamental frequency is used to represent the noise generated by a single pitch on the tire to be designed, and the tire rotation fundamental frequency is positively correlated with the vehicle speed to be noise-reduced; determining the number of pitches of the tire to be designed based on pitch noise frequencies not within the range of the longitudinal groove cavity resonance frequency band, wherein the pitch noise frequencies are determined based on the tire rotation fundamental frequency and the number of pitches, and the pitch noise frequencies are positively correlated with the number of pitches.

[0008] Optionally, the longitudinal groove parameters include at least: longitudinal groove diameter and longitudinal groove measured length. Determining the longitudinal groove cavity resonant frequency band based on the longitudinal groove parameters includes: determining the equivalent longitudinal groove length of the equivalent rigid acoustic tube formed between the longitudinal groove and the ground based on the longitudinal groove diameter of each longitudinal groove and a preset pipe opening correction value; and determining the longitudinal groove cavity resonant frequency band based on the equivalent longitudinal groove length of at least one longitudinal groove.

[0009] Optionally, determining the resonant frequency band of the longitudinal groove cavity based on the equivalent length of at least one of the longitudinal grooves includes: determining the resonant frequency of the longitudinal groove cavity for each of the longitudinal grooves based on the equivalent length of the longitudinal grooves; and determining the resonant frequency band of the longitudinal groove cavity based on the resonant frequency of the longitudinal groove cavity for at least one of the longitudinal grooves.

[0010] Optionally, determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency of at least one of the longitudinal grooves includes: when there is only one longitudinal groove, determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency, wherein the width of the longitudinal groove cavity resonance frequency band is a first preset bandwidth, and the median value of the longitudinal groove cavity resonance frequency band is the longitudinal groove cavity resonance frequency.

[0011] Optionally, determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency of at least one of the longitudinal grooves includes: when there are multiple longitudinal grooves, determining the longest longitudinal groove with the largest equivalent length and the shortest longitudinal groove with the smallest equivalent length, wherein the longitudinal groove cavity resonance frequency of the longest longitudinal groove is the first cavity resonance frequency, and the longitudinal groove cavity resonance frequency of the shortest longitudinal groove is the second cavity resonance frequency; determining the longitudinal groove cavity resonance frequency band based on the frequency band between the first cavity resonance frequency and the second cavity resonance frequency, wherein the lower limit of the longitudinal groove cavity resonance frequency band is determined based on the first cavity resonance frequency, and the upper limit of the longitudinal groove cavity resonance frequency band is determined based on the second cavity resonance frequency.

[0012] Optionally, determining the tire rotational fundamental frequency based on the rolling radius and the vehicle speed to be reduced for the tire to be designed includes: determining the vehicle speed to be reduced as the highest noise reduction speed in a preset noise reduction speed range; and using the tire rotational fundamental frequency determined based on the highest noise reduction speed and the rolling radius as the first rotational fundamental frequency, wherein the first rotational fundamental frequency is used to determine the pitch noise frequency that is higher than the resonant frequency band of the longitudinal groove cavity.

[0013] Optionally, determining the tire rotational fundamental frequency based on the rolling radius and the vehicle speed to be reduced for the tire to be designed includes: determining the vehicle speed to be reduced as the lowest noise reduction vehicle speed in a preset noise reduction vehicle speed range; and using the tire rotational fundamental frequency determined based on the lowest noise reduction vehicle speed and the rolling radius as a second rotational fundamental frequency, wherein the second rotational fundamental frequency is used to determine the pitch noise frequency below the resonant frequency band of the longitudinal groove cavity.

[0014] Optionally, determining the tire rotational fundamental frequency based on the rolling radius and the vehicle speed to be reduced for the tire to be designed includes: determining the vehicle speed to be reduced as the equivalent noise reduction vehicle speed corresponding to the middle value in a preset noise reduction vehicle speed range; and using the tire rotational fundamental frequency determined based on the equivalent noise reduction vehicle speed and the rolling radius as the third rotational fundamental frequency, wherein the third rotational fundamental frequency is used to determine a rotational fundamental frequency band centered on the third rotational fundamental frequency and with a width of a second preset bandwidth, and the rotational fundamental frequency band is used to determine the pitch noise frequency that is not within the resonant frequency band of the longitudinal groove cavity.

[0015] According to another aspect of the embodiments of this application, a device for determining the number of tire pitches is also provided, comprising: an acquisition module for acquiring tire parameters of a tire to be designed, wherein the tire parameters include at least: the rolling radius of the tire to be designed and the longitudinal groove parameters of at least one longitudinal groove; a first determination module for determining a longitudinal groove cavity resonance frequency band based on the longitudinal groove parameters, wherein the longitudinal groove cavity resonance frequency band is used to represent noise generated by the longitudinal groove; a second determination module for determining a tire rotation fundamental frequency based on the rolling radius and the vehicle speed to be noise-reduced of the tire to be designed, wherein the tire rotation fundamental frequency is used to represent noise generated by a single pitch on the tire to be designed, and the tire rotation fundamental frequency is positively correlated with the vehicle speed to be noise-reduced; and a third determination module for determining the number of pitches of the tire to be designed based on pitch noise frequencies not within the range of the longitudinal groove cavity resonance frequency band, wherein the pitch noise frequencies are determined based on the tire rotation fundamental frequency and the number of pitches, and the pitch noise frequencies are positively correlated with the number of pitches.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the steps of the above-described method for determining tire pitch number.

[0017] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory and a processor, the processor being configured to run a program stored in the memory, wherein the program, when running, executes the above-described method for determining tire pitch number.

[0018] The embodiments described above in this application obtain the rolling radius and longitudinal groove parameters of the tire to be designed, accurately calculate the cavity resonance frequency band caused by the longitudinal groove structure, and then determine the tire rotation fundamental frequency in combination with the target noise reduction vehicle speed. This rotation fundamental frequency is positively correlated with the number of pitches. Based on this positive correlation, pitch noise frequencies that avoid the longitudinal groove cavity resonance frequency band can be actively screened out, and the number of tire pitches can be designed accordingly. Since the longitudinal groove cavity resonance frequency band is determined by the longitudinal groove geometry, and the pitch noise frequency is jointly determined by the number of pitches and the vehicle speed, by controlling the total number of pitches, the two frequencies can be actively separated, effectively avoiding frequency overlap or coupling amplification of pitch harmonic noise and longitudinal groove cavity resonance noise at key vehicle speeds. This achieves the purpose of frequency domain decoupling of the noise source, and realizes the technical effect of significantly reducing the overall noise level of the tire during driving, improving the NVH performance and ride comfort of the whole vehicle, thereby solving the technical problem of poor noise reduction effect in the existing tire pitch design. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0020] Figure 1 A hardware block diagram of a computer terminal (or mobile device) for implementing a method for determining tire pitch number is shown.

[0021] Figure 2 This is a flowchart of a method for determining the number of tire pitches according to an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of a tire track according to an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of tire rolling according to an embodiment of this application;

[0024] Figure 5 This is a schematic diagram of a tire pitch total number design method to avoid pitch and cavity resonance according to an embodiment of this application;

[0025] Figure 6 This is a schematic diagram of a tire tread pattern with a pitch number of 72, 90, or 108 according to an embodiment of this application;

[0026] Figure 7 This is a schematic diagram illustrating the verification of unsteady-state noise results for a 72-pitch solid tire according to an embodiment of this application;

[0027] Figure 8 This is a schematic diagram illustrating the verification of unsteady-state noise results for a 90-pitch solid tire according to an embodiment of this application;

[0028] Figure 9 This is a schematic diagram illustrating the verification of unsteady-state noise results for a 108-pitch solid tire according to an embodiment of this application.

[0029] Figure 10 This is a schematic diagram of a steady-state noise test at 80 km / h according to an embodiment of this application. Figure 1 ;

[0030] Figure 11 This is a schematic diagram of a steady-state noise test at 80 km / h according to an embodiment of this application. Figure 2 ;

[0031] Figure 12 This is a schematic diagram of a tire pitch number determination device according to an embodiment of this application. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0033] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0034] To address the problems existing in related technologies, embodiments of this application provide a method for determining the number of tire pitch points. This method can be implemented in... Figure 1 The computer terminal shown is explained below.

[0035] The methods and embodiments provided in this application can be executed on mobile terminals, computer terminals, or similar computing devices. Figure 1 A hardware block diagram of a computer terminal (or mobile device) for implementing a method for determining tire pitch number is shown. Figure 1 As shown, the computer terminal 10 (or mobile device 10) may include one or more processors 102 (shown as 102a, 102b, ..., 102n in the figure) 102 (processor 102 may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 104 for storing data, and a transmission module 106 for communication functions. In addition, it may also include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of a BUS bus), a network interface, a power supply, and / or a camera. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned electronic device. For example, computer terminal 10 may also include... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0036] It should be noted that the aforementioned one or more processors 102 and / or other data processing circuits are generally referred to herein as "data processing circuits". These data processing circuits may be embodied, in whole or in part, in software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuits may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the computer terminal 10 (or mobile device). As involved in the embodiments of this application, the data processing circuits serve as a processor control mechanism (e.g., selection of a variable resistor termination path connected to an interface).

[0037] The memory 104 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the tire pitch number determination method in this embodiment. The processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, thereby implementing the above-mentioned application vulnerability detection method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the computer terminal 10 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0038] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computer terminal 10. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0039] The display may be, for example, a touchscreen liquid crystal display (LCD) that allows the user to interact with the user interface of the computer terminal 10 (or mobile device).

[0040] When the optimized pitch harmonic frequency couples with the tire's inherent cavity resonance frequency at common vehicle speeds, it produces a significant acoustic enhancement effect, thereby weakening or even canceling the noise reduction effect of pitch optimization.

[0041] It should be noted here that, in some optional embodiments, the above... Figure 1 The computer terminal shown may include hardware elements (including circuitry), software elements (including computer code stored on a computer-readable medium), or a combination of both hardware and software elements. It should be noted that... Figure 1 This is only one instance of a specific particular instance, and is intended to illustrate the types of components that may exist in the aforementioned computer terminal.

[0042] In the above operating environment, this application provides an embodiment of a method for determining tire pitch number. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Also, although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than that shown here.

[0043] Figure 2 This is a flowchart of a method for determining the number of tire pitches according to an embodiment of this application, as shown below. Figure 2 As shown, the method includes the following steps:

[0044] Step S202: Obtain the tire parameters of the tire to be designed, wherein the tire parameters include at least: the rolling radius of the tire to be designed and the longitudinal groove parameters of at least one longitudinal groove;

[0045] Step S204: Determine the resonant frequency band of the longitudinal groove cavity based on the longitudinal groove parameters, wherein the resonant frequency band of the longitudinal groove cavity is used to represent the noise generated by the longitudinal groove;

[0046] Step S206: Determine the tire rotation fundamental frequency based on the rolling radius and the vehicle speed at which the noise of the tire to be designed is to be reduced. The tire rotation fundamental frequency is used to represent the noise generated by a single pitch on the tire to be designed. The tire rotation fundamental frequency is positively correlated with the vehicle speed at which the noise of the tire is to be reduced.

[0047] Step S208: Determine the number of pitches of the tire to be designed based on the pitch noise frequency that is not within the resonant frequency band of the longitudinal groove cavity. The pitch noise frequency is determined based on the tire's rotational fundamental frequency and the number of pitches, and the pitch noise frequency is positively correlated with the number of pitches.

[0048] The embodiments described above in this application obtain the rolling radius and longitudinal groove parameters of the tire to be designed, accurately calculate the cavity resonance frequency band caused by the longitudinal groove structure, and then determine the tire rotation fundamental frequency in combination with the target noise reduction vehicle speed. This rotation fundamental frequency is positively correlated with the number of pitches. Based on this positive correlation, pitch noise frequencies that avoid the longitudinal groove cavity resonance frequency band can be actively screened out, and the number of tire pitches can be designed accordingly. Since the longitudinal groove cavity resonance frequency band is determined by the longitudinal groove geometry, and the pitch noise frequency is jointly determined by the number of pitches and the vehicle speed, by controlling the total number of pitches, the two frequencies can be actively separated, effectively avoiding frequency overlap or coupling amplification of pitch harmonic noise and longitudinal groove cavity resonance noise at key vehicle speeds. This achieves the purpose of frequency domain decoupling of the noise source, and realizes the technical effect of significantly reducing the overall noise level of the tire during driving, improving the NVH performance and ride comfort of the whole vehicle, thereby solving the technical problem of poor noise reduction effect in the existing tire pitch design.

[0049] In step S202 above, the tire parameters of the tire to be designed can be the initial input of the design process. The parameters must include the tire's rolling radius and the longitudinal groove parameters of at least one longitudinal groove to ensure that subsequent calculations are based on the physical properties of the tire itself.

[0050] In step S202 above, the rolling radius is a fixed distance from the geometric center of the tire to the ground center when the tire is rolling, which directly determines the conversion relationship between the number of tire rotations per second and the vehicle speed.

[0051] In step S204 above, the longitudinal groove parameters characterize the geometric features of the longitudinal groove, providing the necessary structural basis for subsequent calculation of the resonant frequency band of the longitudinal groove cavity.

[0052] It should be noted that the tire longitudinal grooves are the main structure forming the cavity resonance. In order to accurately calculate its resonance frequency (i.e., the longitudinal groove cavity resonance frequency band), the equivalent length L of the longitudinal groove under the grounding state needs to be obtained.

[0053] As an optional embodiment, the methods for obtaining longitudinal groove parameters are ordered by priority, including:

[0054] Actual measurement method (optimal): Perform tire imprint tests according to standards, and use high-resolution image analysis software to measure the arc length of each longitudinal groove in the grounding area;

[0055] Simulation method (suboptimal): When there is no real tire, use finite element software to build a tire-road contact model, output the ground contact mark, and extract the longitudinal groove length;

[0056] Analogy method (estimate): If no actual tire is available and time is tight, use a verified tire imprint image of the same specification and tread pattern as a substitute, with the error controlled within ±3%.

[0057] Optionally, if the tire has multiple longitudinal grooves (such as the center groove and the shoulder groove), they are denoted as (L1, L2, ..., Lm) respectively, and all the lengths of the longitudinal grooves are retained for subsequent analysis.

[0058] In step S202 above, the resonant frequency band of the longitudinal groove cavity is determined by the geometric structure of the longitudinal groove. By obtaining the geometric characteristics of the longitudinal groove in the tire tread, such as physical quantities like length and diameter, the range of acoustic resonance frequencies excited by the closed cavity formed by the longitudinal groove structure during tire rolling can be derived.

[0059] It should be noted that the longitudinal groove, as an acoustic cavity open at both ends, forms a periodic air compression and release with the road surface when the tire rotates. The formation of standing waves inside it is directly related to the tube length and sound speed, thereby generating resonant noise at a specific frequency. This resonant frequency band is the frequency range of the inherent response of the cavity structure under actual working conditions, determined by the parameters of the longitudinal groove. Its essence is the noise spectrum characteristic range that is inevitably caused by the coupling of the longitudinal groove geometry and acoustic propagation characteristics. It does not depend on the interference of pitch or other pattern elements, but is directly generated by the parameters of the longitudinal groove itself.

[0060] Optionally, the longitudinal groove cavity of the tire is the main cause of peak noise in the tire tread pattern. It can be regarded as a rigid acoustic tube open at both ends, and its resonant frequency is determined by the standing wave formed inside the tube. Its longitudinal standing wave resonant frequency (such as the resonant frequency of the longitudinal groove cavity) is: , Let h represent the h-th resonant frequency (Hz), where h is the harmonic order (h=1 is taken as the main resonance), c is the speed of sound, which is taken as 343m / s at room temperature, and L is the length of the longitudinal groove.

[0061] It should be noted that due to the acoustic end correction effect at the pipe opening, the standing wave extends outside the pipe opening, causing the effective length of the longitudinal groove to be greater than the actual length. This is because the port is not an ideal acoustic matching layer, and the standing wave inside the pipe will couple with the external air, making the longitudinal groove pipe appear to be a longer pipe than it actually is.

[0062] As an alternative example, the equivalent length of the rigid acoustic tube in the longitudinal groove is the equivalent length of the longitudinal groove, typically taken as 0.6 times the groove diameter, but this needs continuous correction and improvement based on accumulated data. The formula for calculating this equivalent length of the longitudinal groove is: ,in, L is the equivalent length of the longitudinal ditch, and L is the measured length of the longitudinal ditch. The preset pipe orifice correction value is given, where, d is the diameter of the longitudinal groove.

[0063] Optionally, the longitudinal standing wave resonant frequency (such as the resonant frequency of the longitudinal groove cavity) is corrected based on the equivalent length of the longitudinal groove. The corrected formula is as follows: .

[0064] Figure 3 This is a schematic diagram of a tire track according to an embodiment of this application, such as... Figure 3 As shown, when a tire touches the ground, it forms an angle with the ground, which is usually called a flare. This flare allows the standing waves in the tire's longitudinal grooves to radiate more effectively into the outside air, further increasing the effective length of the grooves, improving the standing wave radiation efficiency, further enhancing the acoustic port effect, and further increasing the flare correction value.

[0065] For example, based on the acoustic port effect of the horn-shaped nozzle, the preset nozzle correction value can be increased to 0.85-1.5 times the longitudinal groove diameter. This preset nozzle correction value is related to factors such as the tire contact angle and needs to be corrected through continuous data accumulation. This factor can be ignored in the initial estimation. For a conservative design, the initial design stage takes... It can be iteratively corrected using actual measurement data in the future.

[0066] As an optional embodiment, the longitudinal groove parameters include at least: longitudinal groove diameter and longitudinal groove measurement length. Based on the longitudinal groove parameters, determining the longitudinal groove cavity resonance frequency band includes: determining the equivalent longitudinal groove length of the equivalent rigid acoustic tube formed between the longitudinal groove and the ground based on the longitudinal groove diameter of each longitudinal groove and a preset pipe opening correction value; and determining the longitudinal groove cavity resonance frequency band based on the equivalent longitudinal groove length of at least one longitudinal groove.

[0067] In the embodiments described above, the resonant frequency band of the longitudinal groove cavity is determined by the geometry of the longitudinal groove. Based on the longitudinal groove diameter and a preset pipe opening correction value, the equivalent length of the longitudinal groove corresponding to the equivalent rigid acoustic tube structure formed by the longitudinal groove and the ground is calculated. Then, the equivalent length of the longitudinal groove is determined by combining the measured length of the longitudinal groove, thereby achieving accurate modeling of the actual acoustic length of the longitudinal groove cavity. This effectively compensates for the estimation deviation of the resonant frequency band caused by ignoring the port effect and the equivalent rigid acoustic tube correction in traditional methods. This makes the determined resonant frequency band of the longitudinal groove cavity closer to the acoustic characteristics under real operating conditions, thereby ensuring that the pitch noise frequency corresponding to the selected pitch number can accurately avoid the real resonant frequency band. This significantly improves the tire's ability to suppress the coupling phenomenon of pitch harmonic noise and longitudinal groove cavity resonant noise at key vehicle speeds, achieving a significant reduction in the overall noise level of the tire during driving. This solves the technical problem of poor noise reduction effect in the existing tire pitch design, and ultimately achieves reliable optimization of tire noise performance and engineering feasibility of noise reduction design.

[0068] It should be noted that due to the dynamic changes in vehicle speed, temperature, and tire pressure, the longitudinal groove cavity resonance (such as the longitudinal groove cavity resonance frequency) manifests as a broadband resonance peak with a bandwidth of 100–200 Hz in the spectrum. Therefore, for safety design, the longitudinal groove cavity resonance bandwidth can be defined based on the longitudinal groove cavity resonance frequency.

[0069] As an optional embodiment, determining the resonant frequency band of the longitudinal groove cavity based on the equivalent length of at least one longitudinal groove includes: determining the resonant frequency of the longitudinal groove cavity for each longitudinal groove based on the equivalent length of the longitudinal groove; and determining the resonant frequency band of the longitudinal groove cavity based on the resonant frequency of the longitudinal groove cavity for at least one longitudinal groove.

[0070] In the embodiments described above, after calculating the cavity resonance frequency corresponding to each longitudinal groove based on the equivalent length of the longitudinal groove, the resonance frequency range of all longitudinal grooves can be merged into the overall longitudinal groove cavity resonance frequency band. This makes the frequency band boundary more realistically reflect the acoustic response characteristics of the tire caused by the longitudinal groove structure during actual driving, ensuring that the selection of subsequent pitch numbers can effectively avoid this precise frequency band and prevent the pitch noise frequency from coupling with the longitudinal groove resonance frequency at critical vehicle speeds. This achieves the technical effect of significantly reducing the overall noise level of the tire during driving, thereby solving the technical problem of poor noise reduction effect in the existing tire pitch design and significantly improving the accuracy and engineering practicality of tire noise reduction design.

[0071] It should be noted that due to the dynamic changes in vehicle speed, temperature, and tire pressure, the longitudinal groove cavity resonance (such as the longitudinal groove cavity resonance frequency) manifests as a broadband resonance peak with a bandwidth of 100–200 Hz in the spectrum. Therefore, for safety design, the longitudinal groove cavity resonance bandwidth can be defined based on the longitudinal groove cavity resonance frequency.

[0072] As an optional embodiment, determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency of at least one longitudinal groove includes: when there is only one longitudinal groove, determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency, wherein the width of the longitudinal groove cavity resonance frequency band is a first preset bandwidth, and the median value of the longitudinal groove cavity resonance frequency band is the longitudinal groove cavity resonance frequency.

[0073] In the above embodiments of this application, when the tire has only one longitudinal groove, the corresponding longitudinal groove cavity resonance frequency is calculated based on the equivalent length of the longitudinal groove. A first preset bandwidth is then set as the width of the longitudinal groove cavity resonance band, centered on this frequency, thereby constructing a precise, single-peak, and physically meaningful resonance band range. The center frequency of this band is accurately derived from the equivalent length of the longitudinal groove after correction for the equivalent rigid acoustic tube effect, avoiding acoustic length errors caused by neglecting ground contact. This makes the definition of the resonance band more closely match the actual acoustic response, ensuring that the subsequent selection of pitch noise frequency can reliably avoid this real resonance range. This improves the pitch number design's accuracy in avoiding cavity resonance, ultimately enhancing the tire's noise reduction performance in suppressing the coupling of pitch harmonic noise and longitudinal groove cavity resonance noise at critical vehicle speeds. This achieves a significant reduction in the overall noise level of the tire during driving, thus solving the technical problem of poor noise reduction in existing tire pitch designs.

[0074] Optionally, the first preset bandwidth is ±100 Hz.

[0075] As an optional embodiment, determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency of at least one longitudinal groove includes: when there are multiple longitudinal grooves, determining the longest longitudinal groove with the largest equivalent length and the shortest longitudinal groove with the smallest equivalent length, wherein the longitudinal groove cavity resonance frequency of the longest longitudinal groove is the first cavity resonance frequency, and the longitudinal groove cavity resonance frequency of the shortest longitudinal groove is the second cavity resonance frequency; determining the longitudinal groove cavity resonance frequency band based on the frequency band between the first cavity resonance frequency and the second cavity resonance frequency, wherein the lower limit of the longitudinal groove cavity resonance frequency band is determined based on the first cavity resonance frequency, and the upper limit of the longitudinal groove cavity resonance frequency band is determined based on the second cavity resonance frequency.

[0076] In this embodiment, when the tire has multiple longitudinal grooves, the longest longitudinal groove with the largest equivalent length and the shortest longitudinal groove with the smallest equivalent length are identified, and their corresponding longitudinal groove cavity resonance frequencies are calculated as the first cavity resonance frequency and the second cavity resonance frequency. Then, the frequency band between the two is used as the complete coverage range of the longitudinal groove cavity resonance frequency band. The lower limit of the longitudinal groove cavity resonance frequency band is determined by the first cavity resonance frequency, and the upper limit is defined by the second cavity resonance frequency. This comprehensively covers all possible resonance frequency ranges generated by the longitudinal grooves, avoiding the defect of incomplete resonance coverage caused by setting the frequency band based on only a single longitudinal groove frequency. This ensures that the selection of the subsequent pitch number can effectively avoid all potential longitudinal groove cavity resonance frequencies, and completely solves the technical problem of frequency coupling between pitch harmonic noise and cavity resonance noise at key vehicle speeds under multi-groove structures. It can systematically suppress and precisely optimize tire noise, achieving a significant reduction in the overall noise level of the tire during driving. This solves the technical problem of poor noise reduction effect in the existing tire pitch design.

[0077] It should be noted that when the tire in question has multiple longitudinal grooves (e.g., the center groove is long and the shoulder groove is short), each longitudinal groove has a corresponding longitudinal groove cavity resonance frequency band. If there are overlapping longitudinal groove cavity resonance frequency bands, such as the difference between the first cavity resonance frequency and the second cavity resonance frequency not exceeding a preset bandwidth threshold (e.g., 100Hz), then the longitudinal groove cavity resonance frequency bands are merged. If there are no overlapping longitudinal groove cavity resonance frequency bands, such as the difference between the first cavity resonance frequency and the second cavity resonance frequency exceeding a preset bandwidth threshold (e.g., 100Hz), then the lower limit of the final longitudinal groove cavity resonance frequency band is determined based on the longitudinal groove cavity resonance frequency band obtained from the longest longitudinal groove (e.g., the first longitudinal groove resonance frequency band), and the upper limit of the final longitudinal groove cavity resonance frequency band is determined based on the longitudinal groove cavity resonance frequency band obtained from the shortest longitudinal groove (e.g., the second longitudinal groove resonance frequency band).

[0078] In step S206 above, the tire rotation fundamental frequency represents the noise frequency characteristics excited by the periodic impact of a single tire pitch on the ground during rolling. The rolling radius, as a key parameter of the tire geometry, determines the linear distance traveled by the tire in one rotation. The vehicle speed to be noise-reduced directly reflects the specific speed conditions of the vehicle's operation. Therefore, the vehicle speed to be noise-reduced and the tire rolling radius together determine the number of rotations of the tire per unit time, thereby directly determining the number of times the pitch impacts the ground per second. The tire rotation fundamental frequency is positively correlated with the vehicle speed to be noise-reduced, meaning that the higher the vehicle speed, the higher the tire rotation frequency, and the pitch excitation frequency increases linearly. This frequency value constitutes the fundamental frequency component of the pitch noise, which is the basis for subsequent identification of the coupling relationship between pitch harmonics and cavity resonant frequency.

[0079] Figure 4 This is a schematic diagram of tire rolling according to an embodiment of this application, such as... Figure 4 As shown, the tire is a rotating component, and the tread blocks on the tire will periodically impact and leave the ground. The tread grooves will also periodically form air columns with the ground, resulting in compression and release, i.e., a pumping effect, which generates characteristic noise.

[0080] Optionally, the noise generated by tire rolling can be expressed as the tire's fundamental rotational frequency, which is the basic vibration frequency generated by the tire's own periodic structural characteristics during rolling and rotation, corresponding to the number of tire rotations per second. The specific calculation formula is as follows: , denoted as the tire's rotational fundamental frequency, v as the vehicle speed (i.e., the speed at which noise reduction is to be achieved), and R as the tire's rolling radius.

[0081] As an optional embodiment, determining the tire rotational fundamental frequency based on the rolling radius and the vehicle speed to be noise-reduced for the tire to be designed includes: determining the vehicle speed to be noise-reduced as the highest noise-reducing vehicle speed in a preset noise-reducing vehicle speed range; and using the tire rotational fundamental frequency determined based on the highest noise-reducing vehicle speed and the rolling radius as the first rotational fundamental frequency, wherein the first rotational fundamental frequency is used to determine the pitch noise frequency that is higher than the resonant frequency band of the longitudinal groove cavity.

[0082] In the above embodiments of this application, the vehicle speed to be noise-reduced is limited to the highest noise-reducing speed in a preset noise-reducing speed range. A first rotational fundamental frequency is calculated based on this highest vehicle speed and the tire rolling radius, which serves as the benchmark for determining the pitch noise frequency. This ensures that the selection of the pitch number is based on the pitch noise frequency at the upper limit of the vehicle speed range, guaranteeing that this frequency is always higher than the resonant frequency band of the longitudinal groove cavity. Thus, even when the vehicle is running at the most unfavorable speed point, the frequency coupling between pitch harmonic noise and longitudinal groove cavity resonant noise can still be effectively avoided, preventing the risk of noise superposition aggravation due to increased vehicle speed. This achieves precise suppression of noise coupling problems at critical vehicle speeds, improves the acoustic performance and ride comfort of the tire under high-speed driving conditions, and significantly reduces the overall noise level of the tire during driving. This solves the technical problem of poor noise reduction effect in the existing tire pitch design.

[0083] As an optional embodiment, determining the tire rotational fundamental frequency based on the rolling radius and the vehicle speed to be noise-reduced for the tire to be designed includes: determining the vehicle speed to be noise-reduced as the lowest noise-reducing vehicle speed in a preset noise-reducing vehicle speed range; and using the tire rotational fundamental frequency determined based on the lowest noise-reducing vehicle speed and the rolling radius as the second rotational fundamental frequency, wherein the second rotational fundamental frequency is used to determine the pitch noise frequency below the resonant frequency band of the longitudinal groove cavity.

[0084] The embodiments described above in this application limit the vehicle speed to be reduced to the lowest speed within a preset noise reduction speed range, and calculate the second rotational fundamental frequency based on this lowest speed and the tire rolling radius. This second frequency serves as the benchmark for determining the pitch noise frequency, ensuring that the generated pitch noise frequency always lies outside the lower boundary of the longitudinal groove cavity resonance frequency band. Since the pitch noise frequency is positively correlated with the number of pitches, and the tire rotational fundamental frequency increases with vehicle speed, determining the number of pitches based on the minimum rotational fundamental frequency corresponding to the lowest vehicle speed ensures that, although the pitch noise frequency increases with the vehicle speed during actual operation, it remains below the longitudinal groove cavity resonance frequency band. This systematically avoids the risk of frequency coupling between pitch harmonic noise and longitudinal groove cavity resonance noise at critical vehicle speeds without increasing the complexity of pitch number calculation. It achieves stable, reliable, and predictable active avoidance of tire noise, effectively improving the acoustic comfort of the tire across the entire speed range, significantly reducing the overall noise level of the tire during driving, and thus solving the technical problem of poor noise reduction effect in existing tire pitch designs.

[0085] As an optional embodiment, determining the tire rotational fundamental frequency based on the rolling radius and the vehicle speed to be noise-reduced for the tire to be designed includes: determining the vehicle speed to be noise-reduced as the equivalent noise-reducing vehicle speed corresponding to the middle value in a preset noise-reducing vehicle speed range; and using the tire rotational fundamental frequency determined based on the equivalent noise-reducing vehicle speed and the rolling radius as the third rotational fundamental frequency, wherein the third rotational fundamental frequency is used to determine a rotational fundamental frequency band centered on the third rotational fundamental frequency and with a width of a second preset bandwidth, and the rotational fundamental frequency band is used to determine the pitch noise frequency that is not within the resonant frequency band of the longitudinal groove cavity.

[0086] In the embodiments described above, the vehicle speed to be noise-reduced is limited to the equivalent noise-reducing speed corresponding to the midpoint of a preset noise-reducing speed range. A third rotating fundamental frequency is calculated based on the tire rolling radius. A rotating fundamental frequency band is constructed with this third rotating fundamental frequency as the center and a second preset width as the bandwidth. This makes the selection of pitch noise frequencies no longer dependent on the accidental calculation of a single vehicle speed point, but based on a stable frequency band focused on the center of a key vehicle speed range. This frequency band is specifically used to exclude frequency components that overlap with the resonant frequency band of the longitudinal groove cavity, thereby accurately locking the pitch noise frequency range that does not undergo frequency coupling. Thus, without changing the basic calculation logic of the pitch number, the coupling risk of pitch harmonics and cavity resonant noise in the key vehicle speed range due to the ambiguity of vehicle speed selection is systematically avoided. This achieves a scientific, stable, and reproducible optimized design of the tire pitch number, effectively improving the noise control performance of the tire under typical driving conditions, and achieving a significant reduction in the overall noise level of the tire during driving. This solves the technical problem of poor noise reduction effect in the existing tire pitch design.

[0087] Optionally, the second preset bandwidth is ±100 Hz.

[0088] In step S208 above, the pitch noise frequency represents the excitation frequency generated by the tire periodically contacting the ground during rolling. The larger the pitch, the higher the excitation frequency, and the greater the pitch noise frequency.

[0089] In step S208 above, the pitch noise frequency is compared with the longitudinal groove cavity resonance frequency band. Based on the pitch noise frequency that does not fall within the longitudinal groove cavity resonance frequency band, the number of tire pitches is determined. By simply controlling the parameter of the number of pitches, the excitation frequency of tire characteristic noise and the tire's inherent cavity resonance frequency are spatially separated, achieving active avoidance at the frequency level and preventing the two from superimposing energy during operation.

[0090] Optionally, the pitch noise frequency is: ,in, is the pitch noise frequency, and n is the number of pitches, which represents the number of times the tire pitch generates excitation per second.

[0091] It should be noted that the pitch noise frequency is closely related to the pitch number n. Vehicles typically travel at speeds between 70-90 km / h. Therefore, to achieve a better noise reduction experience, the pitch noise frequency at 70-90 km / h should be reasonably avoided from coinciding with the longitudinal groove cavity resonant frequency to prevent coupling and superposition. However, in reality, the shape and size of the longitudinal groove cavity change dynamically during rotation, and even the vehicle speed is constantly changing. In the actual noise spectrum, this manifests as a wide-band resonance band, typically 100-200 Hz, centered on the longitudinal groove cavity resonant frequency—the longitudinal groove cavity resonant frequency band.

[0092] Optionally, step S108 above can be expressed by the formula: ,in, To determine the resonant frequency of the longitudinal groove cavity, such as the median value of the longitudinal groove cavity resonant frequency band, This represents the bandwidth of the resonant frequency band of the longitudinal groove cavity.

[0093] Because of pitch noise frequency It depends on the vehicle speed, so it needs to be 70km / h. Less than Or at 90km / h Greater than To ensure to the greatest extent possible At speeds of 70-90 km / h and "with Center The resonant bands of the "width" (i.e., the resonant frequency bands of the longitudinal groove cavity) do not coincide. That is: or ,in, and These can be modified according to requirements, representing the maximum and minimum vehicle speeds needed to avoid tubular resonance, typically 70 and 90 km / h. Based on actual conditions or experience, it is generally recommended to take 100Hz, which represents the bandwidth of the resonant frequency band of the longitudinal groove cavity. Finally, a reasonable range of values ​​for the pitch number n can be obtained.

[0094] As an optional implementation, after determining the total number of pitches n, variable pitch size design can be carried out according to design requirements. In the previous steps, a single pitch type design was used for estimation, assuming that only the same pitch length would be used around the circumference of the tire. However, in actual tires, a variable pitch design is used, that is, using three or more different pitch lengths in an arrangement. But as long as the number of pitches remains unchanged, the main frequency will not shift significantly. Therefore, after designing the pitch according to the requirements, a suitable pitch arrangement sequence is determined to meet the tire size requirements.

[0095] Optionally, the determined pitch sequence can be optimized by using optimization algorithms (such as genetic algorithms, random enumeration, etc.) to rearrange the pitch sequence in order to disperse harmonic energy and reduce noise peaks.

[0096] Optionally, the optimized pitch sequence can be used to calculate its harmonic energy. After converting the harmonic coordinates to spectral coordinates, the results can be verified. Checking for peak values ​​at different frequencies helps determine the effectiveness of the current pitch design. If peak values ​​are present, further optimization is required.

[0097] Furthermore, for tires with multiple longitudinal grooves, since the tire contact patch is often elliptical in shape, the longitudinal grooves located in the center of the tire and those located on the shoulder will have different lengths at contact, resulting in two grooves of different sizes. If two The phase difference is no more than 100Hz, which can be addressed by appropriately increasing the frequency. Size, bandwidth of the resonance zone in a wide longitudinal groove cavity. If two The difference is too large, according to short longitudinal ditch Larger, if you want to make Less than It is necessary to take a long longitudinal trench. If Greater than Short longitudinal trenches are required. ,ensure It does not coincide with the resonance zone.

[0098] The purpose of this application is to overcome the above-mentioned defects of the prior art and provide a brand-new tire pitch total design method. Instead of being limited to "local optimization" within the pitch sequence, it starts from the perspective of system noise integration. By accurately designing the macroscopic parameter of total pitch, it actively avoids the coupling between the peak frequency of cavity resonance noise and the key order frequency of pitch harmonics in the critical speed range (such as 70-90 km / h), thereby eliminating noise superposition and amplification from the root and achieving a substantial improvement in the overall tire noise performance.

[0099] Figure 5 This is a schematic diagram of a tire pitch total number design method to avoid pitch and tube resonance according to an embodiment of this application, as shown below. Figure 5 As shown, by precisely controlling the pitch number, the coupling of tube resonance noise and pitch harmonic noise in the speed range of interest is avoided from the frequency source, thereby optimizing tire noise. The specific steps are as follows:

[0100] Step S51: Obtain the length of the longitudinal groove.

[0101] Step S52: Calculate the resonant frequency of the longitudinal groove cavity, or calculate the resonant frequency band of the longitudinal groove cavity.

[0102] Step S53: Design the total number of pitches.

[0103] Step S54, Pitch arrangement optimization.

[0104] Step S55: Optimize and reanalyze the results.

[0105] Step S26: Output the pitch design and then determine whether it is qualified. If it is not qualified, return to step S54.

[0106] The embodiments described above employ a design method that actively avoids longitudinal groove cavity noise by controlling the total number of pitches. By systematically controlling the total number of pitches, the frequency coupling between cavity resonance noise and pitch harmonic noise at critical vehicle speeds is macroscopically avoided. This overcomes the shortcomings of existing technologies that only focus on local optimization of the pitch sequence while ignoring the interaction of multiple noise sources. Consequently, it achieves the technical effect of eliminating noise superposition and amplification at the frequency source and substantially improving the overall tire noise performance. Specifically, this includes:

[0107] Noise reduction: By avoiding high frequencies, tire noise can be reduced by 1-2 dB at speeds of 70-90 km / h (based on measured data), significantly improving driving comfort.

[0108] Cost-effectiveness: Noise reduction is achieved through parameter optimization without changing the inherent tread structure of the tire, saving development costs and time.

[0109] System compatibility: Compatible with existing pitch arrangement optimization methods, and can be used in combination to further optimize noise.

[0110] As a specific embodiment, taking a 205 / 55R16 single-pitch tread pattern tire as an example, the pitch counting device includes the following steps:

[0111] Step S61: Obtain the length of the longitudinal groove.

[0112] Optionally, the longitudinal groove length is measured by actual measurement. Based on the test tire imprint, the longitudinal groove length is measured using image analysis software, and L=0.153 m is obtained. If there are multiple longitudinal grooves, they need to be processed separately.

[0113] Step S62: Calculate the resonant frequency band of the longitudinal groove cavity.

[0114] The diameter of the longitudinal groove is known to be: d=0.01 m, the initial preset nozzle correction value is: Then the equivalent length of the longitudinal trench is: The resonant frequency of the longitudinal groove cavity is: The resonant frequency band of the longitudinal groove cavity is: That is, 979-1179 Hz.

[0115] Step S66: Calculate the tire rotation fundamental frequency and the design pitch number.

[0116] Specifically, the design requires achieving a low noise level at the critical vehicle speed of 72-88 km / h. Based on the tire rolling radius R=0.315 m, the tire's fundamental rotation frequency is calculated as follows: and Therefore, in order to avoid the 979-1179Hz frequency band, the number of pitches n must be less than 80 or greater than 116, so that the pitch noise and the cavity resonance band can be effectively avoided at speeds of 72-88km / h.

[0117] Since it is a single-pitch tread pattern, there is no need to optimize the pitch arrangement. Therefore, the pitch design only needs to be based on the tire circumference. To verify this example, three tires were produced with pitch numbers of 72, 90, and 108, respectively. The pitch length was the total tire circumference divided by the number of pitches, which were 27.5mm, 22mm, and 18.33mm, respectively.

[0118] Figure 6 This is a schematic diagram of a tire tread pattern with a pitch number of 72, 90, and 108 according to embodiments of this application, as shown below. Figure 6 As shown, the three tires have pitch numbers of 72, 90, and 108 respectively, and the pitch length is the total tire circumference divided by the number of pitches, which are 27.5mm, 22mm, and 18.33mm respectively.

[0119] Figure 7 This is a schematic diagram illustrating the verification of unsteady-state noise results for a 72-pitch solid tire according to an embodiment of this application. Figure 8 This is a schematic diagram illustrating the verification of unsteady-state noise results for a 90-pitch solid tire according to an embodiment of this application. Figure 9 This is a schematic diagram illustrating the verification of unsteady-state noise results for a 108-pitch solid tire according to an embodiment of this application, as shown below. Figure 7 , 8 As shown in Figure 9, indoor unsteady-state noise tests were conducted on three tires on a semi-anechoic chamber drum test bench. The test results are shown, with the horizontal axis representing frequency and the vertical axis representing rotational speed (72-88 km / h). A significant longitudinal groove cavity resonance band appears in the 930-1100 Hz frequency band, not significantly different from the predicted 979-1179 Hz. This difference is mainly due to the failure to consider the horn effect. The diagonal lines in the figure represent harmonic noise generated by the pitch at different speeds. It is evident that the 90 and 108 pitches exhibit coupling effects with the resonance band in this speed range, resulting in a significant noise enhancement effect. The 72 pitch, however, does not exhibit coupling, resulting in lower noise.

[0120] Figure 10This is a schematic diagram of a steady-state noise test at 80 km / h according to an embodiment of this application. Figure 1 , Figure 11 This is a schematic diagram of a steady-state noise test at 80 km / h according to an embodiment of this application. Figure 2 ,like Figure 10 and Figure 11 As shown, a steady-state noise test was conducted at 80 km / h. The horizontal axis represents frequency (Hz), and the vertical axis represents sound pressure level (dB(A)). The three curves correspond to the noise spectrum of 72, 90, and 108 pitch tires at a constant speed of 80 km / h. The 90 pitch tire exhibits a significant sharp peak (+5.7dB) in the 980–1150Hz range. The 72 and 108 pitch tires have flat noise levels and extremely low peak values ​​in this frequency band. The overall effective noise values ​​(RMS) are: 72 pitch = 58.2dB(A), 90 pitch = 60.5dB(A), and 108 pitch = 57.9dB(A). According to the test results, the 72 pitch tread pattern design has significantly better noise performance than the other two designs.

[0121] Figure 12 This is a schematic diagram of a tire pitch number determination device according to an embodiment of this application, as shown below. Figure 12 As shown, the system includes: an acquisition module 1202 for acquiring tire parameters of a tire to be designed, wherein the tire parameters include at least: the rolling radius of the tire to be designed and the longitudinal groove parameters of at least one longitudinal groove; a first determination module 1204 for determining the longitudinal groove cavity resonance frequency band based on the longitudinal groove parameters, wherein the longitudinal groove cavity resonance frequency band represents the noise generated by the longitudinal groove; a second determination module 1206 for determining the tire rotation fundamental frequency based on the rolling radius and the vehicle speed to be noise-reduced of the tire to be designed, wherein the tire rotation fundamental frequency represents the noise generated by a single pitch on the tire to be designed, and the tire rotation fundamental frequency is positively correlated with the vehicle speed to be noise-reduced; and a third determination module 1208 for determining the number of pitches of the tire to be designed based on pitch noise frequencies not within the longitudinal groove cavity resonance frequency band, wherein the pitch noise frequencies are determined based on the tire rotation fundamental frequency and the number of pitches, and the pitch noise frequencies are positively correlated with the number of pitches.

[0122] The embodiments described above in this application obtain the rolling radius and longitudinal groove parameters of the tire to be designed, accurately calculate the cavity resonance frequency band caused by the longitudinal groove structure, and then determine the tire rotation fundamental frequency in combination with the target noise reduction vehicle speed. This rotation fundamental frequency is positively correlated with the number of pitches. Based on this positive correlation, pitch noise frequencies that avoid the longitudinal groove cavity resonance frequency band can be actively screened out, and the number of tire pitches can be designed accordingly. Since the longitudinal groove cavity resonance frequency band is determined by the longitudinal groove geometry, and the pitch noise frequency is jointly determined by the number of pitches and the vehicle speed, by controlling the total number of pitches, the two frequencies can be actively separated, effectively avoiding frequency overlap or coupling amplification of pitch harmonic noise and longitudinal groove cavity resonance noise at key vehicle speeds. This achieves the purpose of frequency domain decoupling of the noise source, and realizes the technical effect of significantly reducing the overall noise level of the tire during driving, improving the NVH performance and ride comfort of the whole vehicle, thereby solving the technical problem of poor noise reduction effect in the existing tire pitch design.

[0123] It should be noted that the tire pitch number determination device can be used to execute the tire pitch number determination method in the embodiments of the present invention. Therefore, the relevant explanations in the above tire pitch number determination method also apply to the tire pitch number determination device, and will not be repeated here.

[0124] It should be noted that each module in the above-mentioned tire pitch number determination device can be a program module (for example, a set of program instructions to implement a certain function) or a hardware module. For the latter, it can be manifested in the following forms, but is not limited to them: each of the above modules is manifested as a processor, or the functions of each of the above modules are implemented by a processor.

[0125] As an optional embodiment, the longitudinal groove parameters include at least: longitudinal groove diameter and longitudinal groove measurement length. The first determining module includes: a first determining unit, used to determine the equivalent length of the longitudinal groove of the equivalent rigid acoustic tube formed between the longitudinal groove and the ground based on the longitudinal groove diameter of each longitudinal groove and a preset pipe opening correction value; and a second determining unit, used to determine the resonant frequency band of the longitudinal groove cavity based on the equivalent length of at least one longitudinal groove.

[0126] As an optional embodiment, the second determining unit includes: a first determining subunit, used to determine the longitudinal groove cavity resonance frequency of each longitudinal groove based on the equivalent length of the longitudinal groove; and a second determining subunit, used to determine the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency of at least one of the longitudinal grooves.

[0127] As an optional embodiment, the second determining subunit includes: a third determining subunit, used to determine the longitudinal groove cavity resonance frequency band based on the longitudinal groove cavity resonance frequency when there is one longitudinal groove, wherein the width of the longitudinal groove cavity resonance frequency band is a first preset bandwidth, and the median value of the longitudinal groove cavity resonance frequency band is the longitudinal groove cavity resonance frequency.

[0128] As an optional embodiment, the second determining unit includes: a fourth determining subunit, configured to determine, when there are multiple longitudinal grooves, the longest longitudinal groove with the largest equivalent length and the shortest longitudinal groove with the smallest equivalent length, wherein the longitudinal groove cavity resonance frequency of the longest longitudinal groove is a first cavity resonance frequency, and the longitudinal groove cavity resonance frequency of the shortest longitudinal groove is a second cavity resonance frequency; and a fifth determining subunit, configured to determine the longitudinal groove cavity resonance frequency band based on the frequency band between the first cavity resonance frequency and the second cavity resonance frequency, wherein the lower limit of the longitudinal groove cavity resonance frequency band is determined based on the first cavity resonance frequency, and the upper limit of the longitudinal groove cavity resonance frequency band is determined based on the second cavity resonance frequency.

[0129] As an optional embodiment, the second determining module includes: a sixth determining subunit, used to determine the vehicle speed to be noise-reduced as the highest noise-reducing vehicle speed in a preset noise-reducing vehicle speed range; and a seventh determining subunit, used to take the tire rotation fundamental frequency determined based on the highest noise-reducing vehicle speed and the rolling radius as the first rotation fundamental frequency, wherein the first rotation fundamental frequency is used to determine the pitch noise frequency that is higher than the resonant frequency band of the longitudinal groove cavity.

[0130] As an optional embodiment, the second determining module includes: an eighth determining subunit, used to determine the vehicle speed to be noise-reduced as the lowest noise-reducing vehicle speed in a preset noise-reducing vehicle speed range; and a ninth determining subunit, used to take the tire rotation fundamental frequency determined based on the lowest noise-reducing vehicle speed and the rolling radius as the second rotation fundamental frequency, wherein the second rotation fundamental frequency is used to determine the pitch noise frequency below the resonant frequency band of the longitudinal groove cavity.

[0131] As an optional embodiment, the second determining module includes: a tenth determining subunit, used to determine the vehicle speed to be noise-reduced as the equivalent noise-reducing vehicle speed corresponding to the median value in a preset noise-reducing vehicle speed range; and an eleventh determining subunit, used to take the tire rotation fundamental frequency determined based on the equivalent noise-reducing vehicle speed and the rolling radius as the third rotation fundamental frequency, wherein the third rotation fundamental frequency is used to determine a rotation fundamental frequency band centered on the third rotation fundamental frequency and with a width of a second preset bandwidth, and the rotation fundamental frequency band is used to determine the pitch noise frequency that is not within the resonant frequency band range of the longitudinal groove cavity.

[0132] This application also provides an electronic device, which includes a memory and a processor, wherein the memory is used to store program instructions; the processor is connected to the memory and is used to execute the steps of the method for determining the tire pitch number in various embodiments of this application.

[0133] This application also provides a non-volatile storage medium including a stored computer program, wherein the device containing the non-volatile storage medium executes the steps of the tire pitch number determination method in various embodiments of this application by running the computer program.

[0134] This application also provides a computer program product, including computer instructions, which, when executed by a processor, implement the steps of the tire pitch number determination method in various embodiments of this application.

[0135] This application also provides a computer program that, when executed by a processor, implements the steps of the tire pitch number determination method in various embodiments of this application.

[0136] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0137] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0138] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0139] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0140] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0141] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to related technologies, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0142] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for determining the number of tire pitches, characterized in that, include: Obtain the tire parameters of the tire to be designed, wherein the tire parameters include at least: the rolling radius of the tire to be designed and the longitudinal groove parameters of at least one longitudinal groove; Based on the longitudinal groove parameters, the resonant frequency band of the longitudinal groove cavity is determined, wherein the resonant frequency band of the longitudinal groove cavity is used to represent the noise generated by the longitudinal groove; Based on the rolling radius and the vehicle speed at which the noise reduction is to be achieved, the tire rotation fundamental frequency is determined, wherein the tire rotation fundamental frequency is used to represent the noise generated by a single pitch on the tire to be designed, and the tire rotation fundamental frequency is positively correlated with the vehicle speed at which the noise reduction is to be achieved; The pitch number of the tire to be designed is determined based on the pitch noise frequency that is not within the resonant frequency band of the longitudinal groove cavity, wherein the pitch noise frequency is determined based on the tire rotation fundamental frequency and the pitch number, and the pitch noise frequency is positively correlated with the pitch number.

2. The method according to claim 1, characterized in that, The longitudinal groove parameters include at least: the longitudinal groove diameter and the measured length of the longitudinal groove. Based on the longitudinal groove parameters, the resonant frequency band of the longitudinal groove cavity is determined as follows: Based on the longitudinal groove diameter and the preset pipe opening correction value of each longitudinal groove, the equivalent length of the longitudinal groove of the equivalent rigid acoustic pipe formed between the longitudinal groove and the ground is determined; The resonant frequency band of the longitudinal groove cavity is determined based on the equivalent length of at least one of the longitudinal grooves.

3. The method according to claim 2, characterized in that, The resonant frequency band of the longitudinal groove cavity is determined based on the equivalent length of at least one of the longitudinal grooves, including: Based on the equivalent length of the longitudinal groove, the resonant frequency of the longitudinal groove cavity for each longitudinal groove is determined; The resonant frequency band of the longitudinal groove cavity is determined based on the resonant frequency of at least one of the longitudinal grooves.

4. The method according to claim 3, characterized in that, The resonant frequency band of the longitudinal groove cavity is determined based on the resonant frequency of at least one of the longitudinal grooves, including: When there is only one longitudinal groove, the resonant frequency band of the longitudinal groove cavity is determined based on the resonant frequency of the longitudinal groove cavity, wherein the width of the resonant frequency band of the longitudinal groove cavity is a first preset bandwidth, and the median value of the resonant frequency band of the longitudinal groove cavity is the resonant frequency of the longitudinal groove cavity.

5. The method according to claim 3, characterized in that, The resonant frequency band of the longitudinal groove cavity is determined based on the resonant frequency of at least one of the longitudinal grooves, including: When there are multiple longitudinal grooves, determine the longest longitudinal groove with the largest equivalent length and the shortest longitudinal groove with the smallest equivalent length. The longitudinal groove cavity resonance frequency of the longest longitudinal groove is the first cavity resonance frequency, and the longitudinal groove cavity resonance frequency of the shortest longitudinal groove is the second cavity resonance frequency. The longitudinal groove cavity resonance frequency band is determined based on the frequency band between the first cavity resonance frequency and the second cavity resonance frequency, wherein the lower limit of the longitudinal groove cavity resonance frequency band is determined based on the first cavity resonance frequency, and the upper limit of the longitudinal groove cavity resonance frequency band is determined based on the second cavity resonance frequency.

6. The method according to claim 1, characterized in that, Determining the tire's fundamental rotation frequency based on the rolling radius and the vehicle speed at which noise reduction is to be achieved for the tire being designed includes: The vehicle speed to be noise-reduced is determined to be the highest noise-reducing vehicle speed in the preset noise-reducing vehicle speed range. The tire rotation fundamental frequency determined based on the highest noise reduction vehicle speed and the rolling radius is used as the first rotation fundamental frequency, wherein the first rotation fundamental frequency is used to determine the pitch noise frequency that is higher than the resonant frequency band of the longitudinal groove cavity.

7. The method according to claim 1, characterized in that, Determining the tire's fundamental rotation frequency based on the rolling radius and the vehicle speed at which noise reduction is to be achieved for the tire being designed includes: The vehicle speed to be noise-reduced is determined to be the lowest noise-reducing vehicle speed in the preset noise-reducing vehicle speed range. The tire rotation fundamental frequency determined based on the minimum noise reduction vehicle speed and the rolling radius is used as the second rotation fundamental frequency, wherein the second rotation fundamental frequency is used to determine the pitch noise frequency below the resonant frequency band of the longitudinal groove cavity.

8. The method according to claim 1, characterized in that, Determining the tire's fundamental rotation frequency based on the rolling radius and the vehicle speed at which noise reduction is to be achieved for the tire being designed includes: The vehicle speed to be noise-reduced is determined as the equivalent noise-reducing vehicle speed corresponding to the middle value in the preset noise-reducing vehicle speed range. The tire rotational fundamental frequency determined based on the equivalent noise-reducing vehicle speed and the rolling radius is used as the third rotational fundamental frequency. The third rotational fundamental frequency is used to determine a rotational fundamental frequency band centered on the third rotational fundamental frequency and with a width of a second preset bandwidth. The rotational fundamental frequency band is used to determine the pitch noise frequency that is not within the resonant frequency band of the longitudinal groove cavity.

9. A device for determining the number of tire pitches, characterized in that, include: The acquisition module is used to acquire the tire parameters of the tire to be designed, wherein the tire parameters include at least: the rolling radius of the tire to be designed and the longitudinal groove parameters of at least one longitudinal groove; The first determining module is used to determine the longitudinal groove cavity resonance frequency band based on the longitudinal groove parameters, wherein the longitudinal groove cavity resonance frequency band is used to represent the noise generated by the longitudinal groove; The second determining module is used to determine the tire rotation fundamental frequency based on the rolling radius and the vehicle speed to be reduced of the tire to be designed, wherein the tire rotation fundamental frequency is used to represent the noise generated by a single pitch on the tire to be designed, and the tire rotation fundamental frequency is positively correlated with the vehicle speed to be reduced; The third determining module is used to determine the pitch number of the tire to be designed based on the pitch noise frequency that is not within the resonant frequency band of the longitudinal groove cavity, wherein the pitch noise frequency is determined based on the tire rotation fundamental frequency and the pitch number, and the pitch noise frequency is positively correlated with the pitch number.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method for determining the tire pitch number as described in any one of claims 1 to 8.

11. An electronic device, characterized in that, include: A memory and a processor, the processor being configured to run a program stored in the memory, wherein the program, when running, executes the method for determining the number of tire pitches as described in any one of claims 1 to 8.

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