Tire rigidity simulation method, application, device and computer program product

Abstract

The present invention relates to the field of wheel simulation design technology, and more particularly to a wheel rigidity simulation method, application, apparatus, and computer program product. The present invention provides a tire rigidity simulation method, comprising selecting a reference tire, plotting a material distribution map for the reference tire, performing finite element pre-processing, performing two-dimensional inflation and three-dimensional loading modeling and analysis, and performing rigidity simulation modeling and analysis. The rigidity simulation results are then compared with measured results for the reference tire, and the rigidity simulation model is calibrated to achieve high-precision and high-efficiency tire rigidity simulation.

Description

Technical Field

[0001] The present invention relates to the technical field of wheel simulation design, and in particular to a tire rigidity simulation method, application, device and computer program product. Background Art

[0002] Tire rigidity has a significant impact on the vehicle's handling performance, including driving, braking, and steering. Tire rigidity testing or simulation data is also one of the key parameters for six-component force modeling. Against the backdrop of the current digital transformation of enterprises, and with the improvement of R&D and manufacturing technology levels among major domestic tire companies, tire assembly is gradually moving from mid- and low-end to high-end. "Virtual sampling" is an inevitable requirement for achieving high-end assembly, and major tire companies have invested heavily in this area. Tire rigidity simulation is an important component of "virtual sampling." Because the friction mechanism is quite complex when the tire interacts with the ground, and the friction between the tire and the ground is related to many parameters such as load, slip speed, temperature, tread material properties, and ground conditions, it is difficult to use an accurate model to describe the friction characteristics between the tire and the ground. This limits the accuracy of the rigidity simulation model, making it difficult to achieve the required simulation accuracy. Currently, there is no tire rigidity simulation method that effectively addresses the friction problem in tire rigidity simulation. Summary of the Invention

[0003] In order to solve the above technical problems, the present invention provides a tire rigidity simulation method. By applying this method to perform tire rigidity simulation analysis, the simulation results can be compared with the measured results and the rigidity simulation model can be adjusted to achieve the purpose of simulating tire rigidity with high precision and high efficiency.

[0004] In order to achieve the above-mentioned purpose, the present invention adopts the following technical solutions:

[0005] A tire rigidity simulation method includes the following steps: 1) selecting a reference tire; 2) performing load analysis and modeling of the reference tire; and 3) performing simulation modeling of the reference tire rigidity. Step 3) performing simulation modeling of the reference tire rigidity includes the following steps:

[0006] 3.1) Assign the initial friction coefficient μ0 between the tire and the road

[0007] According to the actual test results of the benchmark tire, the tire-road friction coefficient μ0 in the longitudinal or lateral stiffness simulation calculation model parameters is equal to the maximum longitudinal force or maximum lateral force / test load. For torsional stiffness, an initial friction coefficient μ0=0.5 is assigned.

[0008] 3.2) Assign the initial γ between the tire and the road surface i0 or F f0 parameter

[0009] In the rigid simulation model, the parameters elastic slip or sliptolerance are used to define the slip between the tire and the road. Elastic slip is expressed as γ i Indicates that slip tolerance is expressed as F f Indicates that an initial elasticslip parameter is given as γ i0 , the slip tolerance parameter is F f0 ;

[0010] 3.3) Rigid simulation analysis step setting

[0011] Fix the rim and the applied load, and calculate the road reaction force or reaction torque by moving or rotating the road surface. According to the measured results, assuming that the displacement or rotation angle interval used for calculation in the rigidity curve is [a, b], and the maximum displacement or rotation angle of the road surface is L, the rigidity calculation is implemented in three steps. The first step is the road surface displacement or rotation angle [0, a*0.8], the second step is the road surface displacement or rotation angle [a*0.8, b*1.2], and the third step is the road surface displacement or rotation angle [b*1.2, L]. The longitudinal or transverse length unit is mm, and the torsional stiffness unit is rad. In the second step, the maximum incremental step size and the maximum number of incremental steps are set to calculate more points to meet the accuracy requirements.

[0012] 3.4) Determine the friction coefficient μ between the tire and the road

[0013] If the calculated maximum road reaction force or reaction torque is greater than the measured result, the friction coefficient is modified to μ, where μ < μ0. Otherwise, μ > μ0. If the simulation result is closer to the measured result when the friction coefficient is μ, μ is used as the new reference value, that is, μ0 = μ. The μ value is adjusted until the accuracy requirement is met, thus finally determining the friction coefficient μ.

[0014] 3.5) Determine the gamma between the tire and the road i or F f parameter

[0015] If the calculated rigidity result is greater than the measured result, modify γ i0 γ i or F f0 F f , where γ i >γ i0 or F f >F f0 , otherwise take γ i <γ i0 or F f <F f0 If the simulation results are closer to the actual measurements, change γ i or Ff As the new benchmark value, γ i0 =γ i or F f0 = F f , adjust γ i or F f Until the accuracy requirements are met, γ is finally determined. i or F f .

[0016] Preferably, the tire rigidity includes one or more of longitudinal rigidity, lateral rigidity and torsional rigidity; the actual measurement of longitudinal rigidity and lateral rigidity is carried out using method B in the national standard for rigidity testing GB / T 23663-2020, which extracts longitudinal force and longitudinal displacement data segments of 30%-60% of the test load in longitudinal force-longitudinal displacement, or extracts lateral force and lateral displacement data segments of 30%-60% of the test load in lateral force-lateral displacement, and performs linear least squares fitting, and the slope of the straight line is the longitudinal rigidity or lateral rigidity; the torsional rigidity is processed by a custom method, and the torque-torsion angle data segment of 30%-50% of the maximum torque in torque-torsion angle is extracted, and a linear least squares fitting is performed, and the slope of the straight line is the torsional rigidity.

[0017] Preferably, in step 1), the selected reference tire is required to have actual rigidity measurement results, and its type and specifications are the same or similar to those of the tire to be tested, and its tread rubber material properties (such as elastic modulus, loss factor, etc.) are the same or similar.

[0018] Preferably, the test conditions of the reference tire are the same as or similar to the boundary conditions of the simulation (such as load, air pressure, etc.).

[0019] Preferably, the step 2) includes the following steps: 2.1) drawing a material distribution map; 2.2) finite element pre-processing; 2.3) two-dimensional inflation simulation modeling; 2.4) three-dimensional loading simulation modeling.

[0020] Preferably, in step 2), a material distribution map is drawn using AutoCAD, exported as a dxf file, and imported into Hypermesh software for meshing. After meshing, an inp file is exported, and then imported into ABAQUS / CAE software for two-dimensional inflation modeling and analysis, with longitudinal grooves, an inflation pressure of 230 kPa, a yeoh model for rubber material, and a rebar model for skeleton material. A three-dimensional model is generated using the SYMMETRIC MODEL GENERATION function, and 60 sections are generated equally along the circumferential direction. The calculation adopts the ABAQUS / Standard solver.

[0021] Furthermore, the present invention also discloses that the tire rigidity simulation method is applied to tire rigidity simulation analysis.

[0022] Furthermore, the present invention also discloses a computer device, comprising a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the method.

[0023] Furthermore, the present invention also discloses a computer-readable storage medium having a computer program or instruction stored thereon, which implements the method when the computer program or instruction is executed by a processor.

[0024] Furthermore, the present invention also discloses a computer program product, comprising a computer program or instructions, which implement the method when executed by a processor.

[0025] Since the present invention adopts the above-mentioned technical solution and applies this method to perform tire rigidity simulation analysis, the rigidity simulation model can be adjusted by comparing the simulation results with the measured results so that the simulation parameters are as close as possible to the measured conditions, thereby greatly improving the simulation accuracy and enhancing the efficiency of tire rigidity simulation modeling. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a flow chart of a tire rigidity simulation method according to an embodiment of the present invention.

[0027] Figure 2 This is a finite element three-dimensional model of a 205 / 55R16 tire according to an embodiment of the present invention.

[0028] Figure 3 The figure is a comparison between the simulated and measured longitudinal stiffness curves of a reference tire under a load of 1900N according to an embodiment of the present invention.

[0029] Figure 4 This is a comparison of the simulation and measured longitudinal stiffness results of three schemes under a load of 1900N for an embodiment of the present invention.

[0030] Figure 5 This is a comparison of the simulated and measured lateral stiffness curves of a reference tire under a load of 4620N for an embodiment of the present invention.

[0031] Figure 6 This is a comparison of the simulation and measured transverse stiffness results of three schemes under a load of 4620N for an embodiment of the present invention.

[0032] Figure 7 This is a comparison of the simulated and measured torsional stiffness curves of a reference tire under a load of 7380N according to an embodiment of the present invention.

[0033] Figure 8 This is a comparison of the simulation and measured torsional stiffness results of three schemes under a load of 7380N for an embodiment of the present invention. DETAILED DESCRIPTION

[0034] The method of the present invention is used for rigidity simulation analysis of various types of tires.

[0035] The present invention is further described below by using an example. This example is implemented based on the technical solution of the present invention, but the protection scope of the present invention is not limited to the following example.

[0036] This example uses a 205 / 55R16 tire as an example to analyze the longitudinal stiffness of multiple design solutions under a load of 1900N, the lateral stiffness under a load of 4620N, and the torsional stiffness under a load of 7380N. The inflation pressure is 230kPa. Table 1 lists the three design solutions, with only the differences listed and the remaining identical designs omitted.

[0037] Table 1 Design differences among three 205 / 55R16 tire specifications

[0038] Plan No. Belt material Belt cord density and angle Belt width (mm) A 2*0.3ST 90E / 24° 180 / 170 B 2+4*0.17UT 80E / 26° 175 / 165 C 2+4*0.17UT 80E / 24° 175 / 165

[0039] Select a reference tire with the same specifications as the tire to be analyzed, the same tread pattern, and actual rigidity measurement results.

[0040] Longitudinal and lateral stiffness measurements were conducted using Method B, specified in the national standard for stiffness testing, GB / T 23663-2020. This method extracts the longitudinal force and longitudinal displacement data segments between 30% and 60% of the test load from the longitudinal force-longitudinal displacement equation, or extracts the lateral force and lateral displacement data segments between 30% and 60% of the test load from the lateral force-lateral displacement equation. These data are then fitted using the least-squares method. The slope of the line represents the longitudinal or lateral stiffness. Torsional stiffness is measured using a custom method. The torque-torsion angle data segments between 30% and 50% of the maximum torque from the torque-torsion angle equation are then fitted using the least-squares method. The slope of the line represents the torsional stiffness.

[0041] The material distribution map was drawn using AutoCAD and exported as a dxf file. The mesh was then imported into Hypermesh software for meshing. After meshing, the inp file was exported and then imported into ABAQUS / CAE software for two-dimensional inflation modeling analysis. The model had longitudinal grooves and an inflation pressure of 230 kPa. The rubber material used the yeoh model and the skeleton material used the rebar model. The 3D model was generated using the SYMMETRIC MODELGENERATION function. 60 sections were generated along the circumferential direction. The finite element 3D model is shown in the figure below. Figure 2 As shown in the figure, the calculation adopts ABAQUS / Standard solver.

[0042] (1) Longitudinal rigidity simulation under 1900N load.

[0043] From the measured data of the benchmark tire, the maximum longitudinal force is 1769N under a load of 1900N. The calculated μ0 is 1769 / 1900 = 0.931. Given the initial parameter γ i0 = 6.50. Within the range of 30%-60% of the load, that is, within the range of 570N-1140N, the measured road surface movement distance is 2.28mm-4.81mm, and the maximum road surface movement distance is 50mm. In order to balance the calculation efficiency and accuracy, the rigidity calculation is divided into three steps during simulation modeling. The first step is the road surface movement distance of 0-2.28*0.8mm, that is, 0-1.824mm, and the maximum incremental step is set to 0.05; the second step is the road surface movement distance of 2.28*0.8-4.81*1.2, that is, 1.824-5.772mm. This step is the most important, and the maximum incremental step is set to 0.01. The maximum incremental step number should be large enough, and it is set to 200 here; the third step is the road surface movement distance of 5.772-50mm, and the maximum incremental step is set to 0.1.

[0044] The simulation analysis under this rigidity simulation model shows that the maximum longitudinal force is 1776, which is very close to the measured result. Therefore, no further adjustment is required, and the friction coefficient between the tire and the road is determined to be μ = 0.931. The second step has 102 incremental steps, with a total of 67 points in the range of 570N-1140N. The linear least squares fit is performed and the longitudinal rigidity is 165.2N / mm. The measured value is 216.6 N / mm. The simulation result is significantly lower than the measured value, so the γ value is reduced. i , take γ i =2.30, the recalculated longitudinal rigidity is 220.3 N / mm, which is slightly larger, but close to the measured value. The new reference value is set as γ i0 = 2.30, since the result is too large, γ should be increased i , take γ i =2.45, the recalculated longitudinal rigidity is 216.3 N / mm, which is quite close to the actual measurement, so γ is determined. i The value is 2.45. The simulation curve and the measured curve of the reference tire are as follows Figure 3 .

[0045] The adjusted model was used to simulate and analyze the longitudinal rigidity of the three schemes. The simulation results were consistent with the measured results. Figure 4 As shown, the trends are consistent and the simulation accuracy is high.

[0046] (2) Lateral stiffness simulation under 4620N load.

[0047] From the measured data of the benchmark tire, the maximum lateral force is 3908N under a load of 4620N. The calculated μ0 is 3908 / 4620 = 0.846. Given the initial parameter γi0 =8.50, within the range of 30%-60% of the load, that is, within the range of 1386N-2772N, the road surface movement distance is 13.06mm-26.59mm, and the maximum road surface movement distance is 50mm. The rigidity calculation is divided into three steps. The first step is that the road surface movement distance is 0-13.06*0.8mm, that is, 0-10.45mm, and the maximum incremental step is set to 0.05; the second step is that the road surface movement distance is 13.06*0.8-26.59*1.2, that is, 10.45-31.91mm, and the maximum incremental step is set to 0.01, and the maximum number of incremental steps is 200; the third step is that the road surface movement distance is 31.91-50mm, and the maximum incremental step is set to 0.05.

[0048] The simulation analysis under this rigidity simulation model shows that the maximum longitudinal force is 3911N, which is very close to the measured result and no further adjustment is required. The friction coefficient between the tire and the road is determined to be μ = 0.846. The second step has 102 incremental steps, with a total of 85 points in the range of 570N-1140N. The linear least squares fit is performed and the lateral rigidity is 101.1N / mm. The measured value is 101.9 N / mm. The simulation result is slightly lower than the measured value, so γ is slightly reduced. i , take γ i =8.20, the recalculated longitudinal rigidity is 102.0 N / mm, which is quite accurate compared with the measured result. Therefore, γ i The value is 8.20, the simulation curve and the measured curve are as follows Figure 5 You can also adjust F f Parameters, when F f =0.55, the rigidity is 100.5 N / mm, when F f =0.51, the rigidity is 102.4 N / mm, so if you want to get a more accurate F f The parameter value can be between these two numbers.

[0049] This model was used to simulate and analyze the lateral rigidity of the three schemes. The simulation results were consistent with the measured results. Figure 6 As shown, the trends are consistent and the simulation accuracy is high.

[0050] (3) Torsional stiffness simulation under 7380N load.

[0051] Given an initial friction coefficient μ0 = 0.5, the initial parameter γ i0= 7.00. According to the measured data, the maximum torque is 504.1 Nm under a load of 7380 N. In the range of 30%-50% of the maximum torque, that is, in the range of 151.2 Nm-252.4 Nm, the road surface rotation angle is 1.17° (0.02045 rad)-2.01° (0.03514 rad), and the maximum road surface rotation angle is 15° (0.2618 rad). The stiffness calculation is divided into three steps. The first step is the road surface rotation angle of 0-0.02045*0.8 rad, that is, 0-0.01636 rad, and the maximum incremental step is set to 0.05; the second step is the road surface rotation angle of 0.02045*0.8-0.03514*1.2, that is, 0.01636-0.04217 rad, set the maximum incremental step to 0.01, and the maximum number of incremental steps to 200; the third step road rotation angle is 0.04217-0.2618 rad, and set the maximum incremental step to 0.05.

[0052] A simulation analysis was performed under this rigid simulation model. The analysis results showed that the maximum torque was 582.8 Nm, which was greater than the measured result. Therefore, the friction coefficient should be reduced. The friction coefficient between the tire and the road was taken as μ=0.4. The calculated maximum torque was 466.5 Nm. The new benchmark value was defined as μ0=0.4. Since the maximum torque was too small at this time, the friction coefficient was increased and μ=0.435 was taken. The calculated maximum torque was 507.3 Nm, which was very close to the measured value. Therefore, this friction coefficient was determined to be the friction coefficient between the tire and the road.

[0053] After the friction coefficient is determined, γ i Parameters. From the simulation results, there are 102 incremental steps in the second step, and there are 61 points between 151.2 Nm and 252.4 Nm. The linear least squares fitting method is used to obtain the torsional stiffness of 109.2 Nm / °. The measured value is 112.4 Nm / °. The simulation result is smaller than the measured value, so the γ value is reduced. i , take γ i =6.20, the recalculated torsional stiffness is 116.4 Nm / °, which is slightly larger, but close to the measured value, slightly increasing γ i , take γ i =6.60, the recalculated torsional stiffness is 112.7 Nm / °, which is very close to the measured value, so γ is determined. i The value is 6.60, the simulation curve and the measured curve are as follows Figure 7 .

[0054] The model was used to simulate and analyze the torsional rigidity of the three schemes. The simulation results were consistent with the measured results. Figure 8As shown, the trends are consistent and the simulation accuracy can meet the requirements.

[0055] The above is a description of the embodiments of the present invention. The above description of the disclosed embodiments will enable professionals in the field to implement or use the present invention. Various modifications to these embodiments will be apparent to professionals in the field. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but should conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A tire rigidity simulation method, comprising the following steps: 1) selecting a reference tire; 2) performing load analysis and modeling of the reference tire; 3) performing rigidity simulation modeling of the reference tire; characterized in that: Step 3) The baseline tire rigidity simulation modeling includes the following steps: 3.1) Assign the initial friction coefficient μ0 between the tire and the road According to the actual test results of the benchmark tire, the tire-road friction coefficient μ0 in the longitudinal or lateral stiffness simulation calculation model parameters is equal to the maximum longitudinal force or maximum lateral force / test load. For torsional stiffness, an initial friction coefficient μ0=0.5 is assigned. 3.2) Assign the initial γ between the tire and the road surface i0 or F f0 parameter In the rigid simulation model, the parameters defining the slip between the tire and the road are elastic slip or slip tolerance. Elastic slip is expressed as γ i Indicates that slip tolerance is expressed as F f Indicates that an initial elastic slip parameter is given as γ i0 , the slip tolerance parameter is F f0 ; 3.3) Rigid simulation analysis step setting Fix the rim and the applied load, and calculate the road reaction force or reaction torque by moving or rotating the road surface. According to the measured results, assuming that the displacement or rotation angle interval used for calculation in the rigidity curve is [a, b], and the maximum displacement or rotation angle of the road surface is L, the rigidity calculation is implemented in three steps. The first step is the road surface displacement or rotation angle [0, a*0.8], the second step is the road surface displacement or rotation angle [a*0.8, b*1.2], and the third step is the road surface displacement or rotation angle [b*1.2, L]. The longitudinal or transverse length unit is mm, and the torsional stiffness unit is rad. In the second step, the maximum incremental step size and the maximum number of incremental steps are set to calculate more points to meet the accuracy requirements. 3.4) Determine the friction coefficient μ between the tire and the road If the calculated maximum road reaction force or reaction torque is greater than the measured result, the friction coefficient is modified to μ, where μ < μ0. Otherwise, μ > μ0. If the simulation result is closer to the measured result when the friction coefficient is μ, μ is used as the new reference value, that is, μ0 = μ. The μ value is adjusted until the accuracy requirement is met, thus finally determining the friction coefficient μ. 3.5) Determine the gamma between the tire and the road i or F f parameter If the calculated rigidity result is greater than the measured result, modify γ i0 γ i or F f0 F f , where γ i >γ i0 or F f >F f0 , otherwise take γ i <γ i0 or F f <F f0 If the simulation results are closer to the actual measurements, change γ i or F f As the new benchmark value, γ i0 =γ i or F f0 = F f , adjust γ i or F f Until the accuracy requirements are met, γ is finally determined. i or F f .

2. A tire rigidity simulation method according to claim 1, characterized in that: Tire rigidity includes one or more of longitudinal rigidity, lateral rigidity and torsional rigidity. The actual measurement of longitudinal rigidity and lateral rigidity is carried out using Method B in the national standard for rigidity testing GB / T 23663-2020. This method extracts the longitudinal force and longitudinal displacement data segments of 30%-60% of the test load in the longitudinal force-longitudinal displacement, or extracts the lateral force and lateral displacement data segments of 30%-60% of the test load in the lateral force-lateral displacement, and performs linear least squares fitting. The slope of the straight line is the longitudinal rigidity or lateral rigidity. The torsional rigidity is processed using a custom method to extract the torque-torsion angle data segments of 30%-50% of the maximum torque in the torque-torsion angle, and performs linear least squares fitting. The slope of the straight line is the torsional rigidity.

3. A tire rigidity simulation method according to claim 1, characterized in that: In step 1), the selected reference tire is required to have actual rigidity measurement results, and its type, specifications and size are the same as those of the tire to be tested, and the tread rubber material performance is the same.

4. A tire rigidity simulation method according to claim 3, characterized in that: The test conditions of the benchmark tire are the same as the boundary conditions of the simulation.

5. The tire rigidity simulation method according to claim 1, characterized in that: Step 2) includes the following steps: 2.1) drawing a material distribution map; 2.2) finite element pre-processing; 2.3) two-dimensional inflation simulation modeling; 2.4) three-dimensional loading simulation modeling.

6. A tire rigidity simulation method according to claim 1, characterized in that: Step 2) Use AutoCAD to draw a material distribution map, export it as a .dxf file, and import it into Hypermesh software for meshing. After meshing, export the inp file. Then import it into ABAQUS / CAE software for 2D inflation modeling and analysis. The inflation pressure is 230 kPa. The yeoh model is used for the rubber material and the rebar model is used for the skeleton material. The SYMMETRIC MODEL GENERATION function is used to generate a 3D model. 60 sections are generated along the circumference with equal sections. The calculation is performed using the ABAQUS / Standard solver.

7. The tire rigidity simulation method according to any one of claims 1 to 6 is applied to tire rigidity simulation analysis.

8. A computer device comprising a memory, a processor, and a computer program stored in the memory, wherein: The processor executes the computer program to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program or instruction stored thereon, characterized in that: When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

10. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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