Tire mute structure parameter optimization method and system for new energy vehicle low noise application

Abstract

The present application relates to the technical fields of new energy vehicle green transportation, energy saving and environmental protection, intelligent manufacturing, test and detection, industrial control computer and industrial data processing, in particular to a tire mute structure parameter optimization method and system for new energy vehicle low noise application, specifically to a tire mute structure parameter optimization method and system for collaborative avoidance of pattern excitation, pumping excitation and cavity resonance based on target speed interval sensitive frequency control requirements, combined with outside radiation noise test, inside transmission noise spectrum analysis, manufacturing disturbance check and mold compensation output. First, a target avoidance frequency window is constructed, then based on the candidate pitch sequence parameter set, the groove opening and closing timing parameter set, and the shoulder sealing ratio parameter, the pattern excitation frequency peak set and the pumping excitation frequency peak set are converted and obtained, combined with the manufacturing disturbance parameter group for screening and outputting the mold compensation parameter set, thereby improving the manufacturing stability and engineering implementability of the tire low noise optimization result.

Description

Technical Field

[0001] This invention relates to the technical fields of new energy vehicles, green transportation, energy conservation and environmental protection, intelligent manufacturing, testing and inspection, industrial control computers and industrial data processing, and in particular to a method and system for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles. Specifically, it relates to a method and system for optimizing tire noise reduction structural parameters based on sensitive frequency control requirements within the target vehicle speed range, combined with external radiated noise testing, internal transmitted noise spectrum analysis, manufacturing disturbance verification and mold compensation output, to collaboratively avoid tread excitation, pump suction excitation and cavity resonance. Background Technology

[0002] With the popularization of new energy vehicles, the noise generated by the interaction between tires and the road surface is more easily perceived due to the reduced masking effect of powertrain noise. Therefore, low-noise tire design for new energy vehicles has become an important direction in tire development. Existing technologies already include design methods that digitally manage tire geometric parameters, performance parameters, and process parameters, and analyze and optimize performance aspects such as noise and rolling resistance. For example, patent document CN110348097A discloses a digital tire design method based on generalized parameterization, which can model tire parameters and adjust design parameters based on performance analysis results.

[0003] Furthermore, existing technologies also include solutions for optimizing tire tread pitch design. For example, patent document CN104228471B discloses a tire tread pitch design method that improves tire tread pitch design by calculating pitch length and number and evaluating and optimizing pitch arrangement. Therefore, existing technologies can address tire noise issues from the perspectives of tire digital design or tread pitch design.

[0004] However, the existing technologies mentioned above mostly process tire parameter design, pitch arrangement, or single-item noise analysis separately. The industry still lacks a technical solution that is uniformly optimized for low-noise application scenarios of new energy vehicles and focuses on sensitive frequency control within the target vehicle speed range. In particular, there is a lack of a processing mechanism that simultaneously considers the effects of tread excitation, pump suction excitation, cavity resonance, and manufacturing disturbance, and directly converts the optimization results into mold compensation parameter output. Summary of the Invention

[0005] The purpose of this invention is to provide a method and system for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles. This system can coordinate the avoidance of tire tread excitation, pumping excitation, and cavity resonance around the sensitive frequency control requirements within the target vehicle speed range, and maintain the effectiveness of the optimization results under manufacturing disturbance conditions, thereby outputting compensation parameters that can be directly used for mold and process implementation.

[0006] This invention achieves the above objectives through the following technical solution: First, a target avoidance frequency window is constructed based on the passenger compartment sensitive frequency range, tire cavity resonance frequency range, and external radiated noise control frequency range of the target vehicle model within the target vehicle speed range; then, based on the candidate pitch sequence parameter set, groove opening and closing timing parameter set, shoulder closure ratio parameter, cavity damping coverage ratio parameter, and finished product size compensation parameter, the pattern excitation frequency peak set, pump suction excitation frequency peak set, and cavity resonance frequency peak set are calculated; next, according to the distribution relationship of each frequency peak set relative to the target avoidance frequency window, the frequency... The peak overlap and frequency peak concentration are calculated, and candidate structural parameter combinations that meet the constraints are selected. Then, a manufacturing disturbance parameter set consisting of groove size deviation, vulcanization shrinkage deviation, and material hardness deviation is superimposed on the candidate structural parameter combinations. The frequency peak drift interval after disturbance is calculated, and structural parameter combinations that are still far from the target avoidance frequency window are retained. Finally, based on the offset relationship between the retained structural parameter combinations and the mold reference parameter set, pitch length compensation, groove size compensation, tire shoulder closure ratio compensation, and cavity damping coverage ratio compensation are generated to output the mold compensation parameter set.

[0007] In some preferred embodiments, after the mold compensation parameter set is output, the present invention can also perform measured spectrum acquisition on the prototype tire, and based on the offset relationship between the measured frequency peak and the theoretical frequency peak, the mold compensation parameter set can be corrected again to further improve the consistency between the optimization results and the actual product performance.

[0008] In detail: A method for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles includes the following steps: Target construction steps: Based on the passenger compartment sensitive frequency range, tire cavity resonance frequency range and external radiated noise control frequency range of the target vehicle in the target speed range, construct the target avoidance frequency window; Peak set conversion steps: Based on the candidate pitch sequence parameter set, groove opening and closing timing parameter set, tire shoulder closure ratio parameter, cavity damping coverage ratio parameter and finished product size compensation parameter, the pattern excitation frequency peak set, pump suction excitation frequency peak set and cavity resonance frequency peak set in the target vehicle speed range are converted. Avoidance screening steps: Calculate the frequency peak overlap and frequency peak concentration of the pattern excitation frequency peak set, the pump suction excitation frequency peak set, and the cavity resonance frequency peak set relative to the target avoidance frequency window, and screen out candidate structural parameter combinations that satisfy the upper limit constraints of frequency peak overlap and frequency peak concentration. Disturbance verification steps: Superimpose the candidate structural parameter combination with the manufacturing disturbance parameter group consisting of groove size deviation, vulcanization shrinkage deviation and material hardness deviation, calculate the frequency peak drift interval after disturbance, and retain only the structural parameter combination that satisfies the condition that the frequency peak drift interval is separate from the target avoidance frequency window for each manufacturing disturbance parameter group; Reverse compensation output step: Based on the offset relationship between the retained structural parameter combination and the mold reference parameter set, generate pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation to output the mold compensation parameter set.

[0009] Specifically, the target construction step, peak set conversion step, avoidance and screening step, disturbance verification step, and inverse compensation output step constitute a complete main processing chain. The five steps are not parallel and spliced ​​together, but rather the output result of the previous step is passed down level by level as the input basis for the next step.

[0010] The target vehicle model refers to the entire vehicle whose tire noise reduction structural parameters need to be adapted. The target speed range refers to the speed range where tire noise is more noticeable during daily driving and requires focused control. The passenger compartment sensitive frequency range is obtained by collecting the sound pressure spectrum inside the vehicle using in-vehicle microphones. Specifically, the sound pressure spectra at multiple speed points are superimposed and compared to extract the frequency ranges that are more likely to cause irritation, booming, or sharpness in subjective listening. The tire cavity resonance frequency range is obtained through tire drum tests or whole-vehicle coasting tests, taking the bandwidth range near the peak of the most obvious tire cavity resonance. The external radiated noise control frequency range is determined by the spectrum control range corresponding to the external noise regulatory limits or the enterprise's internal noise control target range. These three are used together to construct the target avoidance frequency window.

[0011] The candidate pitch sequence parameter set refers to the set of parameters representing the lengths of each pitch and their arrangement order that constitute the circumferential pattern of the tire tread. The groove opening and closing timing parameter set refers to the set of parameters corresponding to the timing, closing sequence, and recovery sequence of the opening area changes of each main groove, secondary groove, and lateral groove during the tire's rolling into and out of the contact patch. The shoulder closure ratio parameter refers to the proportion of the circumferential or area occupied by the closed pattern in the shoulder region. The cavity damping coverage ratio parameter refers to the proportional relationship between the circumferential coverage length of the damping material arranged on the inner wall of the tire and the inner circumference of the tire. The finished product size compensation parameter refers to the amount of correction for the finished product size deviation relative to the mold design value after tire vulcanization.

[0012] The purpose of the peak set conversion step is to uniformly convert the parameters originally located in the geometric domain, temporal domain, and material distribution domain to the frequency domain, obtaining the peak sets for pattern excitation, pumping excitation, and cavity resonance. After doing this, different noise sources can be compared and filtered within the same target avoidance frequency window, rather than being judged separately in isolation.

[0013] In the avoidance screening step, the frequency peak overlap is used to reflect how much frequency peak energy falls within the target avoidance frequency window, and the frequency peak concentration is used to reflect whether multiple frequency peaks are clustered in a certain local frequency band. Only parameter combinations that simultaneously satisfy the upper limit constraints of frequency peak overlap and frequency peak concentration are retained as candidate structural parameter combinations.

[0014] The manufacturing disturbance parameter set in the disturbance verification step is a set of combined disturbances formed by taking the upper and lower boundary values ​​of groove size deviation, vulcanization shrinkage deviation, and material hardness deviation. By calculating the frequency peak drift interval after disturbance for each set of manufacturing disturbance parameters, it can be determined whether the design results still maintain the avoidance relationship with the target avoidance window after the occurrence of manufacturing deviations. Only parameter combinations that satisfy the phase separation condition for all manufacturing disturbance parameter sets are retained as retained structural parameter combinations.

[0015] The mold reference parameter set in the reverse compensation output step is a collection of reference pitch length, reference groove size, reference shoulder closure ratio, and reference cavity damping layup parameters used in the current mold design file or the current mass production mold. The pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation are all calculated by retaining the difference between the structural parameter combination and the mold reference parameter set, and are directly used to correct the mold piece machining drawing, mold machining dimensions, and damping material layup length, thereby outputting the mold compensation parameter set.

[0016] Further, in the target construction step, the target avoidance frequency window consists of the overlapping interval formed by the tire cavity resonance frequency range and the passenger compartment sensitive frequency range within the target vehicle speed range, and the extended safety offset bandwidth on both sides of the overlapping interval. Specifically, the target avoidance frequency window consists of two parts: the first part is the overlapping interval formed by the tire cavity resonance frequency range and the passenger compartment sensitive frequency range within the target vehicle speed range, and the second part is the extended safety offset bandwidth on both sides of the overlapping interval. The overlapping interval is calculated as follows: first, multiple vehicle speed points are selected within the target vehicle speed range, and the position of the main peak of the tire cavity resonance and the passenger compartment sensitive frequency range corresponding to each vehicle speed point are obtained; then, the common part of all vehicle speed points that simultaneously fall into the two types of intervals is unionized to obtain the overlapping interval. The safety offset bandwidth is used to avoid the theoretical frequency peak from approaching the boundary of the interval again when a disturbance, road excitation change, or vehicle load change occurs, even if it does not fall into the overlapping interval. The safety offset bandwidth can be determined based on the frequency peak drift of historical prototype tires, specifically 1.1 to 1.5 times the maximum frequency peak drift. The actual values ​​used should be clearly stated in the implementation details, rather than just a general description. Once the target avoidance frequency window is determined, it will be used as a unified constraint throughout the entire project. Subsequent tread excitation frequency peak sets, pump suction excitation frequency peak sets, and cavity resonance frequency peak sets must all be compared and judged relative to this target avoidance frequency window.

[0017] Further, in the peak set conversion step, the candidate pitch sequence parameter set is converted into a tread excitation order sequence, and the tread excitation frequency peak set is obtained based on the wheel rotation frequency; the groove opening and closing timing parameter set is converted into a pumping excitation order sequence, and the pumping excitation frequency peak set is obtained based on the wheel rotation frequency; the cavity damping coverage ratio parameter and the finished product size compensation parameter are converted into a cavity resonance frequency offset, and the cavity resonance frequency peak set is obtained based on the cavity resonance frequency offset. Specifically, this section provides a detailed explanation of the internal structure of the peak set conversion step, namely, forming a tread excitation frequency peak set, a pumping excitation frequency peak set, and a cavity resonance frequency peak set respectively. When converting the candidate pitch sequence parameter set into a tread excitation order sequence, each pitch length is first read in circumferential order, and the number of repetitions of that pitch within one revolution of the tire is calculated; then, based on the wheel rotation frequency corresponding to the target vehicle speed range, each order is converted into a frequency position. All the frequency peaks obtained in this way constitute the tread excitation frequency peak set. The pattern excitation frequency peak set here includes not only the fundamental frequency but also the harmonic components caused by pitch repetition. The instruction manual should specify whether to retain the first 3, 5, or 8 harmonics to avoid unclear conversion boundaries. When converting the groove opening and closing timing parameter set into a pumping excitation order sequence, first determine the opening area change time of each type of groove during the process of entering and leaving the contact area based on the tire contact imprint length, groove geometry, and rolling trajectory; then calculate the repetition period between adjacent events of the same type and convert this repetition period into a pumping excitation order; finally, obtain the pumping excitation frequency peak set based on the wheel rotation frequency. The groove opening and closing timing parameter set here can be obtained by geometric calculation or extracted from grounding simulation results, but the instruction manual should specify which method is used and provide the corresponding data source. When converting the cavity damping coverage ratio parameter and the finished product size compensation parameter into the cavity resonance frequency offset, firstly, based on the reference cavity resonance frequency and the damping material laying length, establish a mapping relationship between the cavity damping coverage ratio and the cavity resonance frequency change; then, based on the correction result of the finished product size compensation parameter for the equivalent volume of the tire cavity, superimpose to obtain the cavity resonance frequency offset; finally, superimpose this offset onto the reference cavity resonance frequency to obtain the cavity resonance peak set. The instruction manual should clearly state that the cavity resonance peak set includes at least the positions of the reference cavity resonance peak and the compensated main resonance peak.

[0018] Further, in the avoidance screening step, the frequency peak overlap is the weighted sum of the amplitudes of all frequency peaks falling within the target avoidance frequency window, and the frequency peak concentration is the maximum cumulative amplitude of frequency peaks within any equal-width frequency band. Specifically, frequency peak overlap and frequency peak concentration are two core criteria in the avoidance screening step. The frequency peak overlap is the weighted sum of the amplitudes of all frequency peaks falling within the target avoidance frequency window. The amplitude here can be either the sound pressure level amplitude or the normalized amplitude, but it should be consistent throughout the entire scheme. The purpose of weighting is to reflect the different degrees of influence of different types of frequency peaks on the noise risk within the target avoidance frequency window. In specific implementation, weighting coefficients can be set for pattern excitation frequency peaks, pump excitation frequency peaks, and cavity resonance frequency peaks respectively. The three types of weighting coefficients can be obtained by using the vehicle test calibration results or the statistical results of historical noise complaint data. A set of clear weight values ​​should be given in the instruction manual. The frequency peak concentration is the maximum cumulative amplitude of frequency peaks within any equal-width frequency band. The bandwidth of the equal-width frequency band is not arbitrarily determined, but should be based on the resolution of the spectrum analysis and the subjective listening range of the entire vehicle. In practice, the bandwidth of the equal-width frequency band can be set to 10Hz, 20Hz, or 25Hz, and statistical analysis can be performed segment by segment within the target avoidance frequency window and its adjacent intervals. By measuring the concentration of frequency peaks, it is possible to identify situations where multiple frequency peaks, although their individual amplitudes are not high, are concentrated in the same local frequency band, causing superposition and amplification. The purpose of this item is to ensure that the screening criteria no longer depend solely on a single peak value, but simultaneously consider the total risk and local clustering risk of entering the target avoidance frequency window, thereby providing a more complete basis for the avoidance screening process.

[0019] Furthermore, in the disturbance verification step, upper and lower deviation values ​​are taken for the groove size deviation, vulcanization shrinkage deviation, and material hardness deviation, respectively, to form eight sets of manufacturing disturbance parameter groups. The frequency peak drift interval is calculated and the target avoidance window separation relationship is verified for each set of manufacturing disturbance parameter groups. Specifically, the groove size deviation refers to the manufacturing deviation of groove dimensions such as groove width, groove depth, or groove bottom radius relative to the design value; the vulcanization shrinkage deviation refers to the overall or local dimensional shift caused by the difference in thermal shrinkage of the rubber compound and mold cooling after tire vulcanization; the material hardness deviation refers to the deviation of the actual hardness of the tread rubber or related area rubber compound after vulcanization relative to the target hardness. After taking upper and lower deviation values ​​for the three types of deviations, 2×2×2=8 sets of manufacturing disturbance parameter groups can be formed. When calculating the peak drift interval for each set of manufacturing disturbance parameters, the same peak set conversion logic as in the nominal state should be used, except that the groove size deviation, vulcanization shrinkage deviation, and material hardness deviation are replaced with the values ​​in that set of manufacturing disturbance parameters at the parameter input. The resulting peak drift interval represents the range of possible peak locations for a candidate structural parameter combination under that set of manufacturing disturbance conditions. The verification method for the separation relationship of the target avoidance frequency window is as follows: determine whether all pattern excitation frequency peaks, all pump excitation frequency peaks, and all cavity resonance frequency peaks under that set of manufacturing disturbance parameters fall outside the target avoidance frequency window; if any frequency peak re-enters the target avoidance frequency window, then the candidate structural parameter combination is considered not to meet the separation condition under that set of manufacturing disturbance parameters. Only when all eight sets of manufacturing disturbance parameters meet the separation condition will the next step of output be performed.

[0020] Further, in the reverse compensation output step, the pitch length compensation is superimposed on the mold pitch length reference value, the groove size compensation is superimposed on the mold groove size reference value, the shoulder closure ratio compensation is superimposed on the mold shoulder closure ratio reference value, and the cavity damping coverage ratio compensation is superimposed on the cavity damping laying reference value, so that the measured frequency peak set of the vulcanized tire remains separate from the target avoidance frequency window. Specifically, the reverse compensation output step is used to convert the retained structural parameter combination obtained through the disturbance verification step into compensation amounts that can be directly executed by the mold and process. Superimposing the pitch length compensation to the mold pitch length reference value means subtracting each retained pitch length from the existing mold pitch length in circumferential order, and then writing the difference into the mold processing dimension table. Superimposing the groove size compensation to the mold groove size reference value means writing the groove width compensation, groove depth compensation, and groove bottom fillet compensation into the corresponding groove processing dimension items respectively. Adding the shoulder closure ratio compensation to the mold shoulder closure ratio baseline value means correcting the circumferential distribution length or area ratio of the shoulder closure block. Adding the cavity damping coverage ratio compensation to the cavity damping laying baseline value means correcting the circumferential laying length and start / stop angle position of the damping material on the inner wall of the tire. The phrase "to keep the measured frequency peak set of the vulcanized tire separate from the target avoidance frequency window" indicates that the reverse compensation output step is not a simple static difference output, but a reverse correction output aimed at the final finished product's spectrum result. In other words, the purpose of the compensation is not just to change the design value, but to ensure that the vulcanized tire maintains its spectrum avoidance relationship under actual measurement conditions. The instruction manual should provide at least one set of mold baseline parameter values ​​and one set of compensated parameter values ​​so that implementers can directly modify the mold or process documents accordingly.

[0021] Furthermore, after the inverse compensation output step, a tire calibration step is also included: acquiring the external radiated noise spectrum and internal transmitted noise spectrum of the prototype tire within the target vehicle speed range based on the mold compensation parameter set; extracting the measured tread excitation frequency peak, the measured pump suction excitation frequency peak, and the measured cavity resonance frequency peak; constructing a compensation correction matrix based on the frequency shift between the measured and theoretical frequency peaks; and using the compensation correction matrix to correct the mold compensation parameter set. Specifically, the inverse compensation output step is used to convert the retained structural parameter combination obtained through the perturbation verification step into compensation amounts that can be directly executed by the mold and process. Superimposing the pitch length compensation amount to the mold pitch length reference value means subtracting each retained pitch length from the existing mold pitch length in circumferential order, and then writing the difference into the mold processing dimension table. Superimposing the groove size compensation amount to the mold groove size reference value means writing the groove width compensation amount, groove depth compensation amount, and groove bottom fillet compensation amount into the corresponding groove processing dimension items. Adding the shoulder closure ratio compensation to the mold shoulder closure ratio baseline value means correcting the circumferential distribution length or area ratio of the shoulder closure block. Adding the cavity damping coverage ratio compensation to the cavity damping laying baseline value means correcting the circumferential laying length and start / stop angle position of the damping material on the inner wall of the tire. The phrase "to keep the measured frequency peak set of the vulcanized tire separate from the target avoidance frequency window" indicates that the reverse compensation output step is not a simple static difference output, but a reverse correction output aimed at the final finished product's spectrum result. In other words, the purpose of the compensation is not just to change the design value, but to ensure that the vulcanized tire maintains its spectrum avoidance relationship under actual measurement conditions. The instruction manual should provide at least one set of mold baseline parameter values ​​and one set of compensated parameter values ​​so that implementers can directly modify the mold or process documents accordingly.

[0022] A tire noise reduction structural parameter optimization system for low-noise applications in new energy vehicles includes: The target construction unit has a port for constructing a target avoidance frequency window based on the passenger compartment sensitive frequency range, tire cavity resonance frequency range and external radiated noise control frequency range of the target vehicle in the target vehicle speed range; The peak set conversion unit, connected to the target construction unit, has a port for converting the pattern excitation frequency peak set, the pump suction excitation frequency peak set, and the cavity resonance frequency peak set based on the candidate pitch sequence parameter set, the groove opening and closing timing parameter set, the tire shoulder closure ratio parameter, the cavity damping coverage ratio parameter, and the finished product size compensation parameter. The avoidance screening unit, connected to the peak set conversion unit, has a port for calculating the frequency peak overlap and frequency peak concentration of the pattern excitation frequency peak set, the pump suction excitation frequency peak set, and the cavity resonance frequency peak set relative to the target avoidance frequency window, and for screening to obtain candidate structural parameter combinations. The disturbance verification unit, connected to the avoidance screening unit, has a port for superimposing a manufacturing disturbance parameter group consisting of groove size deviation, vulcanization shrinkage deviation and material hardness deviation on the candidate structural parameter combination, calculating the frequency peak drift interval after disturbance, and screening out the retained structural parameter combination that is separate from the target avoidance frequency window. The inverse compensation output unit, connected to the disturbance verification unit, has a port for generating pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation based on the offset relationship between the retained structural parameter combination and the mold reference parameter set, so as to output the mold compensation parameter set.

[0023] Specifically, this section presents the overall system structure. The target construction unit, peak set conversion unit, avoidance screening unit, disturbance verification unit, and inverse compensation output unit correspond to the five main steps in the aforementioned method. Therefore, this system is not a simple software stacking, but a processing architecture built around a unified technical process. The target construction unit's port is specifically used to receive the target vehicle model, target vehicle speed range, passenger compartment sensitive frequency range, tire cavity resonance frequency range, and external radiated noise control frequency range, and outputs the target avoidance frequency window. The peak set conversion unit's port is specifically used to receive the candidate pitch sequence parameter set, groove opening and closing timing parameter set, tire shoulder closure ratio parameter, cavity damping coverage ratio parameter, and finished product size compensation parameter, and outputs the pattern excitation frequency peak set, pump suction excitation frequency peak set, and cavity resonance frequency peak set. The avoidance screening unit's port is specifically used to receive the target avoidance frequency window and the three types of frequency peak sets, and output the candidate structural parameter combination. The disturbance verification unit's port is specifically used to receive the candidate structural parameter combination and the manufacturing disturbance parameter set, and output the retained structural parameter combination. The ports of the inverse compensation output unit are specifically used to receive and retain the combination of structural parameters and the mold reference parameter set, and output the mold compensation parameter set. During system implementation, these units can be deployed in a single industrial computer, or distributed across a design server, a manufacturing parameter server, and an experimental analysis terminal, as long as the data input / output relationship remains consistent. The specification should provide a clear unit deployment method to avoid unclear system implementation boundaries.

[0024] Furthermore, the target construction unit includes an overlap interval calculation subunit and a safety bias subunit. The overlap interval calculation subunit is used to calculate the overlap interval formed by the tire cavity resonance frequency interval and the passenger compartment sensitive frequency interval within the target vehicle speed range. The safety bias subunit is used to extend the safety bias bandwidth on both sides of the overlap interval to form the target avoidance frequency window. Specifically, this section further decomposes the target construction unit. The division of labor between the overlap interval calculation subunit and the safety bias subunit is clear. The overlap interval calculation subunit is responsible for comparing the tire cavity resonance frequency interval and the passenger compartment sensitive frequency interval, and finding the overlapping part that exists simultaneously within the target vehicle speed range. Its output result is the unextended overlap interval. The safety bias subunit is responsible for extending the safety bias bandwidth on both sides of the overlap interval, and checking the boundary relationship between the extended result and the external radiated noise control frequency interval, and finally outputting the target avoidance frequency window. The significance of this refinement is that the target avoidance frequency window is not directly given by experience, but is obtained through two consecutive actions: overlap interval calculation and safety bias extension. The instruction manual should provide the processing order of these two sub-units and examples of actual input and output.

[0025] Furthermore, the peak set conversion unit includes a pattern conversion subunit, a pump suction conversion subunit, and a cavity conversion subunit. The pattern conversion subunit is used to convert the candidate pitch sequence parameter set into a pattern excitation order sequence and obtain the pattern excitation frequency peak set. The pump suction conversion subunit is used to convert the trench opening and closing timing parameter set into a pump suction excitation order sequence and obtain the pump suction excitation frequency peak set. The cavity conversion subunit is used to convert the cavity damping coverage ratio parameter and the finished product size compensation parameter into a cavity resonance frequency offset and obtain the cavity resonance frequency peak set. Specifically, the peak set conversion unit is further decomposed. The pattern conversion subunit, pump suction conversion subunit, and cavity conversion subunit are responsible for generating three types of frequency peak sets, respectively. The input of the pattern conversion subunit is the candidate pitch sequence parameter set, and the output is the pattern excitation order sequence and the pattern excitation frequency peak set. The input to the pump suction conversion sub-unit is the trench opening and closing timing parameter set, and the output is the pump suction excitation order sequence and the pump suction excitation frequency peak set. The input to the cavity conversion sub-unit is the cavity damping coverage ratio parameter and the finished product size compensation parameter, and the output is the cavity resonance frequency offset and the cavity resonance frequency peak set. The three types of frequency peak sets output by the three sub-units are superimposed and compared on the same frequency axis. Therefore, the sub-unit division shown in this section reflects a unified approach to the entry of frequency peaks from different physical sources into the same analysis framework. The specification should clearly state that the data format output by the three types of sub-units should be consistent, including at least three fields: frequency peak position, frequency peak amplitude, and frequency peak category identifier, so that the subsequent avoidance and filtering unit can directly call them.

[0026] Furthermore, the disturbance verification unit includes a disturbance generation subunit and a phase separation determination subunit. The disturbance generation subunit generates eight sets of manufacturing disturbance parameters based on the trench size deviation, the vulcanization shrinkage deviation, and the material hardness deviation. The phase separation determination subunit calculates the frequency peak drift interval for each manufacturing disturbance parameter set and determines whether each frequency peak drift interval is separate from the target avoidance frequency window. Specifically, this section further decomposes the disturbance verification unit. The relationship between the disturbance generation subunit and the phase separation determination subunit is that the former generates a set of parameter disturbances, and the latter determines the spectral results under each set of parameter disturbances. The disturbance generation subunit is responsible for reading the upper and lower boundary values ​​of the trench size deviation, vulcanization shrinkage deviation, and material hardness deviation, and automatically forming eight sets of manufacturing disturbance parameter sets. Its output should be structured data, including at least the number of each set of manufacturing disturbance parameter sets, the values ​​of the three deviations, and the corresponding calculation batch identifier. The phase separation determination subunit is responsible for calling the peak set conversion logic for each group of manufacturing disturbance parameters to calculate the corresponding frequency peak drift interval and compare it peak by peak with the target avoidance frequency window. If the minimum and maximum possible frequency intervals of a certain frequency peak overlap with the target avoidance frequency window, then the group of manufacturing disturbance parameters is considered not to meet the phase separation condition; only when all frequency peaks do not overlap with the target avoidance frequency window under all manufacturing disturbance parameter groups will the retained structure parameter combination be output. The technical contribution of this item is to transform the question of "whether it is still effective after manufacturing" from a principle-based judgment into an executable programmatic judgment process.

[0027] Furthermore, the system also includes a tire calibration unit, which is connected to both the inverse compensation output unit and the peak set conversion unit. This unit is used to collect the external radiated noise spectrum and the internal transmitted noise spectrum of the prototype tire within the target vehicle speed range, extract the measured tread excitation frequency peak, the measured pump excitation frequency peak, and the measured cavity resonance frequency peak, and construct a compensation correction matrix based on the frequency shift between the measured and theoretical frequency peaks to correct the port of the mold compensation parameter set. Specifically, the addition of the tire calibration unit expands the system from a single calculation output to a closed-loop system with measured feedback. The tire calibration unit is connected to both the inverse compensation output unit and the peak set conversion unit, meaning that this unit reads the mold compensation parameter set from the inverse compensation output unit to determine the manufacturing state of the prototype tire, and reads the theoretical frequency peak results output by the peak set conversion unit for comparison with the measured frequency peak results. Its output is the corrected mold compensation parameter set, which is then written back to the inverse compensation output unit for execution in the next round of trial production and manufacturing. The external radiated noise spectrum and internal transmitted noise spectrum acquisition in the solid tire calibration unit should correspond point-by-point to the target vehicle speed range. The extraction of measured tread excitation frequency peaks, measured pump suction excitation frequency peaks, and measured cavity resonance frequency peaks should employ fixed window search rules and fixed peak value extraction rules. The compensation correction matrix converts frequency shift changes into correction values ​​for pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation. The instruction manual should provide a set of sample data for measured frequency shifts and corresponding correction values ​​to clarify the closed-loop correction path.

[0028] The beneficial effects of this invention are: Compared to existing technologies, this invention first constructs a target avoidance frequency window by defining the sensitive frequency range of the passenger compartment, the resonant frequency range of the tire cavity, and the control frequency range of external radiated noise. This allows for the identification of key frequency bands requiring control in low-noise applications of new energy vehicles. While existing technologies can perform tire parameter modeling and pitch design optimization, they largely remain at the level of general parameter adjustments or single tread pattern design, lacking a technical path for centralized control of sensitive frequencies within the target vehicle speed range. By setting a target avoidance frequency window, this invention enables tire noise reduction structural parameter optimization to directly revolve around the sensitive frequency band, thus solving the problem of existing technologies lacking a unified frequency band control center.

[0029] This invention further utilizes candidate pitch sequence parameter sets, groove opening and closing timing parameter sets, tire shoulder closure ratio parameters, cavity damping coverage ratio parameters, and finished product size compensation parameters to calculate the pattern excitation frequency peak set, pump suction excitation frequency peak set, and cavity resonance frequency peak set. This unifies the three main noise factors from different sources—pattern excitation, pump suction excitation, and cavity resonance—into a single frequency analysis system. Existing technologies typically handle pitch design or parameter design separately, while this invention, through the unified conversion of the three frequency peak sets, enables different noise sources to be collaboratively analyzed around the same target avoidance window. Therefore, it solves the problem of existing technologies that handle multiple types of noise separately and struggle to achieve collaborative control.

[0030] This invention further calculates the frequency peak overlap and concentration of the pattern excitation frequency peak set, the pump excitation frequency peak set, and the cavity resonance frequency peak set relative to the target avoidance frequency window. Based on upper limits for frequency peak overlap and concentration, candidate structural parameter combinations are selected. This not only controls whether frequency peaks enter sensitive frequency bands but also controls whether frequency peaks excessively cluster within local frequency bands. In other words, this invention does not only focus on the amplitude variation of a single frequency peak but also simultaneously suppresses the concentrated superposition of multiple frequency peaks within sensitive frequency bands. Therefore, it can further address the problem of insufficient control over the risk of multi-frequency peak amplification in existing technologies.

[0031] Building upon this foundation, the present invention further superimposes a set of manufacturing disturbance parameters—comprising groove size deviation, vulcanization shrinkage deviation, and material hardness deviation—on the candidate structural parameter combinations. It then calculates the frequency peak drift interval after the disturbance and retains only the structural parameter combinations that satisfy the condition that the frequency peak drift interval is separate from the target avoidance frequency window for each set of manufacturing disturbance parameters. In this way, the influence of manufacturing disturbances on the frequency peak position is incorporated into the optimization process upfront. The output result is not only effective under the nominal design conditions but also maintains separation from the target avoidance frequency window even when actual manufacturing deviations exist. Therefore, it can solve the problems of insufficient consistency between design results and finished product performance, and low manufacturing stability in existing technologies.

[0032] This invention also generates pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation based on the offset relationship between the retained structural parameter combination and the mold reference parameter set, thus outputting a mold compensation parameter set. Therefore, this invention does not remain at the evaluation level after completing theoretical analysis, but directly transforms the results, after frequency window avoidance screening and manufacturing disturbance verification, into executable mold compensation and process implementation parameters. This solves the problem of insufficient connection between parameter analysis results and manufacturing implementation in existing technologies and improves the engineering feasibility of the solution.

[0033] In a further preferred approach, by collecting measured spectra of the prototype tire within the target vehicle speed range, the measured tread excitation frequency peak, measured pump suction excitation frequency peak, and measured cavity resonance frequency peak are extracted. Based on the offset relationship between the measured and theoretical frequency peaks, the mold compensation parameter set is further corrected, thus forming a closed-loop correction relationship between the theoretical calculation results, manufacturing compensation results, and actual tire test results. This further addresses the problem of discrepancies between theoretical design results and measured results in existing technologies, which lack effective correction paths, thereby improving the accuracy and feasibility of tire noise reduction structure parameter optimization results. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the signal flow for the execution steps of the method of the present invention. Figure 2 This is a schematic block diagram of the overall system structure of the present invention. Detailed Implementation

[0035] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0036] This embodiment uses a radial tire designed for low-noise applications in new energy vehicles as an example. The target vehicle type for this tire is a pure electric passenger vehicle, and the tire specification is... Load rolling circumference under rated inflation condition Pick The tire noise reduction structure parameter optimization method described in this embodiment is executed by a parameter optimization program installed in a tire development workstation; the parameter optimization program reads data from the vehicle noise database, tire design database, and tire manufacturing database respectively, and follows the... Figure 1 The method shown performs the steps to process the data and ultimately outputs a set of mold compensation parameters; subsequently, it is then processed by... Figure 2 The tire noise reduction structure parameter optimization system shown performs logic control, result verification, and parameter write-back.

[0037] In this embodiment, the basic input data of the target vehicle model within the target speed range is first obtained. To ensure that this solution has a clear and feasible data entry point, this embodiment sets the target speed range as follows: to Through vehicle road noise testing and in-vehicle sound pressure spectrum analysis, the sensitive frequency range of the passenger compartment was determined to be... to Through tire cavity noise testing, the tire cavity resonant frequency range was obtained as follows: to Based on the regulatory targets for external radiated noise of the vehicle and the company's internal control limits, the control frequency range for external radiated noise is determined as follows: to At the same time, candidate pitch sequence parameter sets, groove opening and closing timing parameter sets, shoulder closure ratio parameters, cavity damping coverage ratio parameters, and finished product size compensation parameters are read from the tire design database, and groove size deviation, vulcanization shrinkage deviation, and material hardness deviation are read from the manufacturing database.

[0038] To facilitate engineering implementation, the main input parameters and manufacturing constraints used in this embodiment can be set according to Table 1.

[0039] Table 1. Main input parameters and constraints of this implementation method

[0040] Figure 1 A schematic diagram of the signal flow for the execution steps of the method of the present invention is shown. Figure 1 The data flow in the process proceeds from left to right and from top to bottom, sequentially through the target construction step, peak set conversion step, avoidance and filtering step, perturbation verification step, and inverse compensation output step. The input, output, and subsequent interactions of each processing node are all defined in... Figure 1 It is clearly shown in the middle, therefore, Figure 1 It not only provides the order of steps, but also the parameter flow relationship and the result inheritance relationship.

[0041] The implementation method of the target construction step is as follows: In the target construction step, the intersection of the passenger compartment sensitive frequency range and the tire cavity resonant frequency range is first obtained to obtain the basic overlapping frequency band. Then, a safety offset bandwidth is extended at both ends of the basic overlapping frequency band. Finally, it is checked whether the extended result is within the external radiated noise control frequency range. If it is within the control range, the extended result is used as the target avoidance window; if there is a part that exceeds the control range, the excess part is trimmed to the boundary of the external radiated noise control frequency range.

[0042] Satisfying formula (1): ; Among them, wheel rotation frequency This indicates the number of tire rotations per second at the current vehicle speed, and the target vehicle speed. by Calculate the rolling perimeter of the load. by Calculation. Based on wheel rotation frequency. The calculation can convert all subsequent order-type excitations into the frequency domain.

[0043] In this embodiment, the sensitive frequency range of the crew cabin is: to The resonant frequency range of the tire cavity is to The overlapping area between the two is to Extend the safety offset bandwidth at both ends of the overlapping interval. The extended interval is obtained as follows to This extended frequency range falls entirely within the external radiated noise control frequency range. to Therefore, the target avoidance window in this embodiment is taken as... to .

[0044] In other words, Figure 1 The target vehicle model, target speed range, passenger compartment sensitive frequency range, tire cavity resonance frequency range, and external radiated noise control frequency range are converged into a unified target avoidance frequency window during the target construction step. This process compresses the originally scattered acoustic constraints into a unified judgment benchmark for subsequent parameter optimization.

[0045] Implementation of the peak set conversion step: The purpose of the peak set conversion step is to convert the candidate pitch sequence parameter set, groove opening and closing timing parameter set, tire shoulder closure ratio parameter, cavity damping coverage ratio parameter, and finished product size compensation parameter into pattern excitation frequency peak set, pump suction excitation frequency peak set, and cavity resonance frequency peak set in the same frequency domain.

[0046] In this embodiment, the candidate pitch sequence parameter set consists of five pitch levels, with the following lengths: The total number of blocks is The pitch order is not randomized, but generated by the parameter optimization program according to the candidate permutation matrix. Each pitch length... Corresponding to a pattern excitation order Multiply by the wheel rotation frequency Then the corresponding frequency peak position can be obtained.

[0047] Satisfying formula (2): ; Among them, the pattern excitation order Indicates the first The number of circumferential repetitions corresponding to each pitch length, pitch length by Calculation, pattern excitation frequency peak This indicates the pattern excitation frequency corresponding to the current vehicle speed for that pitch.

[0048] For the trench opening and closing timing parameter set, this embodiment records the opening and closing cycle angle of each major trench as the opening and closing cycle angle. For example, for a set of main trenches plus secondary trenches in a cooperative structure, the trench opening and closing period angle is... It can be obtained from the intersection of the grounding imprint length, trench inclination angle, and grounding rolling trajectory. Then, the trench opening and closing period angle is calculated. It is converted into the pumping excitation order, and then into the pumping excitation frequency peak.

[0049] Satisfying formula (3): ; Among them, pump suction excitation order Indicates the first The number of circumferential repetitions corresponding to the trench opening and closing events, and the trench opening and closing period angle. In terms of angle, the pump suction excitation frequency peak This indicates the pumping excitation frequency corresponding to the current vehicle speed for this group of trenches.

[0050] For the cavity resonance frequency peak, this embodiment uses a method of adding a correction factor to a reference cavity resonance frequency. Specifically, the reference cavity resonance frequency is first obtained through cavity noise testing. Then, based on the cavity damping coverage ratio parameter and finished product size compensation parameters It needs to be corrected.

[0051] Satisfying formula (4): ; Among them, the cavity resonance frequency peak This represents the compensated cavity resonant frequency, while the reference cavity resonant frequency is... Damping influence coefficient obtained from cavity noise testing and size influence coefficient Obtained from historical trial production data; in this embodiment, the damping influence coefficient Size influence coefficient .

[0052] Therefore, Figure 1 The peak set conversion step in the process essentially transforms geometric parameters, grounding timing parameters, and finished product compensation parameters into three types of frequency peak sets in the frequency domain. After this step, noise excitations from different physical sources are uniformly expressed as directly comparable frequency data.

[0053] Implementation of the avoidance screening step: In the avoidance screening step, the amplitude normalization processing is performed on the pattern excitation frequency peak set, the pump excitation frequency peak set, and the cavity resonance frequency peak set, and then... The speed step length, in to Calculate the positional relationship of each frequency peak relative to the target avoidance frequency window point by point within the interval.

[0054] To simultaneously control the total amount and local concentration of frequency peaks entering the sensitive frequency band, this implementation defines two evaluation metrics: frequency peak overlap and frequency peak concentration. Frequency peak overlap characterizes the cumulative intensity of frequency peaks falling within the target avoidance window, while frequency peak concentration characterizes the maximum cumulative intensity within any equal-width frequency band.

[0055] Satisfying formula (5): ; Among them, peak overlap This represents the cumulative amplitude that falls within the target avoidance window, and the normalized amplitude. Indicates the first Normalized intensity of each peak, peak frequency Indicates the first The position of each frequency peak, the in-window indicator function At peak frequency When falling into the target avoidance frequency window, take 1, at the peak frequency. When the target is outside the avoidance window, take 0.

[0056] Satisfying formula (6): ; Among them, peak concentration The set of frequency bands represents the maximum cumulative amplitude in each equal-width frequency band. Indicates the first In this embodiment, the width of each equal-width frequency band is fixed at [value missing]. .

[0057] In this embodiment, the upper limit constraint on the frequency peak overlap is set to... Set the upper limit constraint of peak concentration to When a candidate combination of structural parameters satisfies all conditions across the entire vehicle speed range... and If the desired combination of structural parameters is selected, it is retained; otherwise, it is discarded. This process not only controls whether a frequency peak enters the target avoidance window, but also controls whether multiple frequency peaks accumulate near the target avoidance window.

[0058] Implementation of the disturbance verification step: In actual tire manufacturing, even if the nominal parameters meet the target avoidance frequency window constraints, frequency peak drift may still occur due to deviations in groove size, vulcanization shrinkage, and material hardness. Therefore, Figure 1 The disturbance verification step is not an additional auxiliary step, but a crucial step that determines whether the final result can enter the manufacturing process.

[0059] In this embodiment, the groove size deviation Pick Vulcanization shrinkage deviation Pick Material hardness deviation Pick The three disturbances, taking the upper and lower deviations respectively, can form eight sets of manufacturing disturbance parameters, as shown in Table 2.

[0060] Table 2 Manufacturing Disturbance Parameter Set for This Embodiment

[0061] For each set of manufacturing disturbance parameters, the peak frequency shift interval after disturbance is calculated using the peak frequency sensitivity method. The peak frequency sensitivity is obtained by single-parameter differential calculation, that is, by changing only one of the following: groove size deviation, vulcanization shrinkage deviation, or material hardness deviation, the peak set conversion step is re-executed, and the corresponding sensitivity is obtained from the difference between the two results.

[0062] Satisfying formula (7): ; Among them, the frequency peak after the disturbance Indicates the first The location of each frequency peak under manufactured disturbance conditions, nominal frequency peak Indicates the first The position of each frequency peak under nominal parameter conditions, trench sensitivity Indicates the first The sensitivity of each frequency peak to the frequency shift of groove size deviation, shrinkage sensitivity Indicates the first The sensitivity of each frequency peak to the frequency shift of vulcanization shrinkage deviation, and the hardness sensitivity. Indicates the first The sensitivity of each frequency peak to the frequency shift of material hardness deviation.

[0063] For each set of manufacturing disturbance parameters, if all the disturbance-induced frequency peaks are obtained from formula (7) None fall into to If the target avoidance frequency window is defined, the candidate structural parameter combination is determined to meet the phase separation condition under the set of manufacturing disturbance parameters. When all eight sets of manufacturing disturbance parameters meet the phase separation condition, the candidate structural parameter combination is retained as a reserved structural parameter combination. If any set of manufacturing disturbance parameters causes the frequency peak to re-enter the target avoidance frequency window, the candidate structural parameter combination is discarded.

[0064] The result of this processing is that the parameters that enter the inverse compensation output step are not the parameters that "look appropriate" under the nominal state, but the parameters that can still stably avoid the target avoidance window under the eight sets of manufactured disturbance parameters.

[0065] The implementation method of the reverse compensation output step is as follows: After obtaining the combination of retained structural parameters, it is compared item by item with the mold reference parameter set to generate pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation. The mold reference parameter set consists of standard parameters of the current mass-produced tire molds, specifically including reference pitch length, reference groove width, reference groove depth, reference shoulder closure ratio, and reference damping laying length.

[0066] Satisfying formula (8): ; Among them, pitch length compensation amount Indicates the first The compensation value of each pitch length relative to the reference pitch length, and the compensation amount for the groove size. Indicates the first The compensation value of each groove size relative to the reference groove size, and the compensation amount for the shoulder closure ratio. This represents the difference between the target shoulder closure ratio and the reference shoulder closure ratio, and the cavity damping coverage ratio compensation amount. This represents the difference between the target cavity damping coverage ratio and the reference cavity damping coverage ratio; parameters marked with an asterisk indicate the target value retained in the structural parameter combination, and parameters with a subscript 0 indicate the reference value in the mold reference parameter set.

[0067] In this embodiment, the pitch length compensation amount Directly used to modify the pitch distribution and groove size compensation of pattern mold pieces. Directly used to modify groove machining dimensions and compensate for shoulder closure ratio. Directly used to adjust the area of ​​the sealing rubber block in the tire shoulder region, and the compensation amount of the cavity damping coverage ratio. It is directly used to determine the circumferential laying length of the damping material. Therefore, Figure 1 The set of mold compensation parameters is not an abstract calculation result, but an execution result that can be directly incorporated into the mold design and process design stages.

[0068] Implementation of the tire calibration step: In this implementation, to further improve the consistency between theoretical results and actual tire results, a tire calibration step is added after the reverse compensation output step. Specifically, the operation is as follows: A prototype mold is fabricated according to the mold compensation parameter set, and a prototype tire is prepared; then, the prototype tire is mounted on a drum test bench, and the calibration is performed according to… to A sweep speed test was conducted within the vehicle speed range, with the vehicle speed step size taken as... Single-point steady-state holding time is taken ; Sampling frequency Each steady-state point is measured in lengths of... Point-by-point Fast Fourier Transform processing, and employing The overlap rate is averaged to obtain the external radiated noise spectrum and the internal transmitted noise spectrum; then the measured pattern excitation frequency peak, the measured pump suction excitation frequency peak, and the measured cavity resonance frequency peak are extracted from the spectrum and matched with the theoretical frequency peak one by one.

[0069] Satisfying formula (9): ; Among them, the updated compensation parameter vector This represents the corrected set of mold compensation parameters, and the original compensation parameter vector. This represents the set of mold compensation parameters and calibration matrix obtained from the inverse compensation output step. This represents the mapping relationship between frequency shift and compensation obtained from calibration of historical trial samples, and the measured frequency shift vector. This represents the set of offsets of the measured frequency peaks relative to the theoretical frequency peaks.

[0070] Formula (9) can be used to write back the measured frequency shift of the prototype tire to the mold compensation parameter set, thereby forming a closed-loop correction relationship between design, manufacturing and actual measurement.

[0071] Figure 2 A schematic block diagram of the overall system structure is shown. Figure 2 The target construction unit, peak set conversion unit, avoidance screening unit, disturbance verification unit, and inverse compensation output unit constitute the main processing chain of this invention. The target vehicle model, target vehicle speed range, passenger compartment sensitive frequency range, tire cavity resonance frequency range, and external radiated noise control frequency range provide inputs to the target construction unit. The candidate pitch sequence parameter set, groove opening and closing timing parameter set, tire shoulder closure ratio parameter, cavity damping coverage ratio parameter, and finished product size compensation parameter provide inputs to the peak set conversion unit. The groove size deviation, vulcanization shrinkage deviation, and material hardness deviation provide inputs to the disturbance verification unit. The mold reference parameter set provides inputs to the inverse compensation output unit. Figure 2 The input-output relationships and logical dependencies between each unit have been fully represented.

[0072] In this embodiment, Figure 2 The target construction unit is specifically implemented by a window calculation program running on an industrial computer processor. After power-on, this program first reads the target vehicle model and target speed range from the vehicle noise database, then reads the passenger compartment sensitive frequency range, tire cavity resonance frequency range, and external radiated noise control frequency range, and generates a target avoidance window according to the aforementioned target construction steps. The generated target avoidance window is written to a shared memory area for use by the peak set conversion unit, avoidance screening unit, and disturbance verification unit.

[0073] Figure 2The peak set conversion unit is specifically implemented by the frequency peak calculation program. The frequency peak calculation program reads the candidate pitch sequence parameter set, groove opening and closing timing parameter set, shoulder closure ratio parameter, cavity damping coverage ratio parameter, and finished size compensation parameter from the tire design database, and then calculates them according to... Figure 2 The logic output shows the set of frequency peaks for pattern excitation, pump excitation, and cavity resonance. The pattern conversion part calls formula (2), the pump excitation conversion part calls formula (3), and the cavity conversion part calls formula (4).

[0074] Figure 2 The avoidance screening unit is specifically implemented by the frequency window screening program. This frequency window screening program reads the target avoidance frequency window and the three types of frequency peak sets, and calls formulas (5) and (6) to calculate the frequency peak overlap and frequency peak concentration in sequence. For parameter combinations that do not meet the upper limit constraints of frequency peak overlap and frequency peak concentration, the frequency window screening program immediately writes a rejection flag; for parameter combinations that meet the constraints, they are written into the candidate structure parameter combination buffer area, waiting for further processing by the disturbance verification unit.

[0075] Figure 2 The disturbance verification unit is specifically implemented by the manufacturing disturbance verification program. The manufacturing disturbance verification program first reads the groove size deviation, vulcanization shrinkage deviation and material hardness deviation from the manufacturing database, and then generates eight sets of manufacturing disturbance parameter groups according to Table 2; subsequently, it calls formula (7) to calculate the frequency peak drift interval after disturbance for each set of manufacturing disturbance parameter groups, and determines whether the drift interval is separate from the target avoidance frequency window for each group. Only when all eight sets of manufacturing disturbance parameter groups meet the separation condition will the parameter combination be written into the reserved structural parameter combination buffer area.

[0076] Figure 2 The reverse compensation output unit is specifically implemented by the mold compensation calculation program. The mold compensation calculation program reads the mold reference parameter set from the mold database, and then calls formula (8) to generate the pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation, and combines these compensations into a mold compensation parameter set. The mold compensation parameter set is then output to the mold design terminal and process compilation terminal for correcting the mold processing drawings, groove processing dimensions, and damping material laying process.

[0077] If the system is further configured with a real tire calibration unit, the real tire calibration unit is specifically implemented by a measured spectrum acquisition program and a compensation correction program. The measured spectrum acquisition program is responsible for acquiring the measured spectrum of the prototype tire in the target vehicle speed range, and the compensation correction program is responsible for matching the measured frequency peak with the theoretical frequency peak, and calling formula (9) to correct the mold compensation parameter set. The corrected mold compensation parameter set is then written back to the inverse compensation output unit to form a system-level closed-loop update.

[0078] After implementing the above method, the target vehicle speed range in this embodiment is... to Internally, the selected combination of retained structural parameters enables the main pattern excitation frequency peak, the main pumping excitation frequency peak, and the cavity resonance frequency peak to be avoided as a whole. to The target avoidance frequency window was defined; meanwhile, under the eight sets of manufacturing disturbance parameters listed in Table 2, the frequency peak drift results after disturbance still did not re-enter the target avoidance frequency window. After verification by prototype tires, the target frequency band energy of external radiated noise and the target frequency band energy of internal transmitted noise both decreased, indicating that there is a stable technical correlation between the target construction step, peak set conversion step, avoidance screening step, disturbance verification step, and inverse compensation output step given in this embodiment. Figure 1 and Figure 2 The signal flow and system structure shown can jointly support the implementation of this invention.

[0079] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles, characterized in that, Includes the following steps: Target construction steps: Based on the passenger compartment sensitive frequency range, tire cavity resonance frequency range and external radiated noise control frequency range of the target vehicle in the target speed range, construct the target avoidance frequency window; Peak set conversion steps: Based on the candidate pitch sequence parameter set, groove opening and closing timing parameter set, tire shoulder closure ratio parameter, cavity damping coverage ratio parameter and finished product size compensation parameter, the pattern excitation frequency peak set, pump suction excitation frequency peak set and cavity resonance frequency peak set in the target vehicle speed range are converted. Avoidance screening steps: Calculate the frequency peak overlap and frequency peak concentration of the pattern excitation frequency peak set, the pump suction excitation frequency peak set, and the cavity resonance frequency peak set relative to the target avoidance frequency window, and screen out candidate structural parameter combinations that satisfy the upper limit constraints of frequency peak overlap and frequency peak concentration.

2. The method for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles according to claim 1, characterized in that, Following the avoidance screening step, the following steps are also included: Disturbance verification steps: Superimpose the candidate structural parameter combination with the manufacturing disturbance parameter group consisting of groove size deviation, vulcanization shrinkage deviation and material hardness deviation, calculate the frequency peak drift interval after disturbance, and retain only the structural parameter combination that satisfies the condition that the frequency peak drift interval is separate from the target avoidance frequency window for each manufacturing disturbance parameter group; Reverse compensation output step: Based on the offset relationship between the retained structural parameter combination and the mold reference parameter set, generate pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation to output the mold compensation parameter set.

3. The method for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles according to claim 2, characterized in that, In the target construction step, the target avoidance frequency window is composed of the overlapping interval formed by the tire cavity resonance frequency interval and the passenger compartment sensitive frequency interval within the target vehicle speed interval, as well as the extended safety offset bandwidth on both sides of the overlapping interval. In the peak set conversion step, the candidate pitch sequence parameter set is converted into a pattern excitation order sequence, and the pattern excitation frequency peak set is obtained based on the wheel rotation frequency; the groove opening and closing timing parameter set is converted into a pump suction excitation order sequence, and the pump suction excitation frequency peak set is obtained based on the wheel rotation frequency; the cavity damping coverage ratio parameter and the finished product size compensation parameter are converted into cavity resonance frequency offset, and the cavity resonance frequency peak set is obtained based on the cavity resonance frequency offset.

4. The method for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles according to claim 3, characterized in that, In the avoidance screening step, the frequency peak overlap is the weighted sum of the amplitudes of each frequency peak falling within the target avoidance frequency window, and the frequency peak concentration is the maximum cumulative frequency peak amplitude within any equal-width frequency band. In the disturbance verification step, upper and lower deviation values ​​are taken for the groove size deviation, the vulcanization shrinkage deviation and the material hardness deviation, respectively, to form eight sets of manufacturing disturbance parameter groups. The calculation of the frequency peak drift interval and the verification of the target avoidance frequency window separation relationship are performed on each set of manufacturing disturbance parameter groups.

5. The method for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles according to claim 4, characterized in that, In the reverse compensation output step, the pitch length compensation is superimposed on the mold pitch length reference value, the groove size compensation is superimposed on the mold groove size reference value, the shoulder closure ratio compensation is superimposed on the mold shoulder closure ratio reference value, and the cavity damping coverage ratio compensation is superimposed on the cavity damping laying reference value, so that the measured frequency peak set of the vulcanized tire remains separate from the target avoidance frequency window.

6. The method for optimizing tire noise reduction structural parameters for low-noise applications in new energy vehicles according to claim 5, characterized in that, The reverse compensation output step also includes a tire calibration step: acquiring the external radiated noise spectrum and the internal transmitted noise spectrum of the prototype tire in the target vehicle speed range based on the mold compensation parameter set, extracting the measured tread excitation frequency peak, the measured pump suction excitation frequency peak and the measured cavity resonance frequency peak, constructing a compensation correction matrix based on the frequency shift between the measured frequency peak and the theoretical frequency peak, and using the compensation correction matrix to correct the mold compensation parameter set.

7. A tire noise reduction structural parameter optimization system for low-noise applications in new energy vehicles, characterized in that, include: The target construction unit has a port for constructing a target avoidance frequency window based on the passenger compartment sensitive frequency range, tire cavity resonance frequency range and external radiated noise control frequency range of the target vehicle in the target vehicle speed range; The peak set conversion unit, connected to the target construction unit, has a port for converting the pattern excitation frequency peak set, the pump suction excitation frequency peak set, and the cavity resonance frequency peak set based on the candidate pitch sequence parameter set, the groove opening and closing timing parameter set, the tire shoulder closure ratio parameter, the cavity damping coverage ratio parameter, and the finished product size compensation parameter. The avoidance screening unit, connected to the peak set conversion unit, has a port for calculating the frequency peak overlap and frequency peak concentration of the pattern excitation frequency peak set, the pump suction excitation frequency peak set, and the cavity resonance frequency peak set relative to the target avoidance frequency window, and for screening to obtain candidate structural parameter combinations.

8. The tire noise reduction structural parameter optimization system for low-noise applications in new energy vehicles according to claim 7, characterized in that, Also includes: The disturbance verification unit, connected to the avoidance screening unit, has a port for superimposing a manufacturing disturbance parameter group consisting of groove size deviation, vulcanization shrinkage deviation and material hardness deviation on the candidate structural parameter combination, calculating the frequency peak drift interval after disturbance, and screening out the retained structural parameter combination that is separate from the target avoidance frequency window. The inverse compensation output unit, connected to the disturbance verification unit, has a port for generating pitch length compensation, groove size compensation, shoulder closure ratio compensation, and cavity damping coverage ratio compensation based on the offset relationship between the retained structural parameter combination and the mold reference parameter set, so as to output the mold compensation parameter set.

9. The tire noise reduction structural parameter optimization system for low-noise applications in new energy vehicles according to claim 8, characterized in that, The target construction unit includes an overlap interval calculation subunit and a safety offset subunit. The overlap interval calculation subunit is used to calculate the overlap interval formed by the tire cavity resonance frequency interval and the passenger compartment sensitive frequency interval within the target vehicle speed interval. The safety offset subunit is used to extend the safety offset bandwidth on both sides of the overlap interval to form the target avoidance frequency window. The peak set conversion unit includes a pattern conversion subunit, a pump suction conversion subunit, and a cavity conversion subunit. The pattern conversion subunit is used to convert the candidate pitch sequence parameter set into a pattern excitation order sequence and obtain the pattern excitation frequency peak set. The pump suction conversion subunit is used to convert the trench opening and closing timing parameter set into a pump suction excitation order sequence and obtain the pump suction excitation frequency peak set. The cavity conversion subunit is used to convert the cavity damping coverage ratio parameter and the finished product size compensation parameter into a cavity resonance frequency offset and obtain the cavity resonance frequency peak set.

10. The tire noise reduction structural parameter optimization system for low-noise applications in new energy vehicles according to claim 9, characterized in that, The disturbance verification unit includes a disturbance generation subunit and a phase separation determination subunit. The disturbance generation subunit is used to generate eight sets of manufacturing disturbance parameters based on the groove size deviation, the vulcanization shrinkage deviation, and the material hardness deviation. The phase separation determination subunit is used to calculate the frequency peak drift interval for each manufacturing disturbance parameter set and determine whether each frequency peak drift interval is separate from the target avoidance frequency window. It also includes a real tire calibration unit, which is connected to the inverse compensation output unit and the peak set conversion unit respectively. The real tire calibration unit is used to collect the external radiated noise spectrum and the internal transmitted noise spectrum of the prototype tire in the target vehicle speed range, extract the measured tread excitation frequency peak, the measured pump suction excitation frequency peak and the measured cavity resonance frequency peak, and construct a compensation correction matrix based on the frequency shift between the measured frequency peak and the theoretical frequency peak to correct the port of the mold compensation parameter set.

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