A device, method and computer terminal for calculating tire cornering stiffness

Abstract

The application provides a kind of tire cornering stiffness calculation device, method and computer terminal, specifically relates to automobile tire stiffness calculation method technical field.The method comprises: the tire is radial tire, the calculation method comprises: obtaining the geometric parameters, material parameters and construction parameters of the tire;According to the geometric parameters and the material parameters, the pattern stiffness of the tire and the crown stiffness of the tire are calculated;According to the construction parameters of the tire, the cornering stiffness correction coefficient of the tire is calculated;According to the pattern stiffness of the tire, the crown stiffness and the cornering stiffness correction coefficient of the tire, and the cornering stiffness function obtained by pre-simulation, the cornering stiffness of the tire is calculated.Through the calculation method provided by the application, the accuracy of tire cornering stiffness can be improved, and reliable data guarantee is provided for vehicle control.

Description

Technical Field

[0001] This invention relates to the technical field of automobile tire stiffness calculation methods, and in particular to a tire lateral stiffness calculation device, method, and computer terminal. Background Technology

[0002] As people's demands for vehicle use continue to increase, more and more drivers are paying attention to vehicle handling performance. Among these factors, tire lateral stiffness has a significant impact on vehicle handling. Tire design engineers have conducted extensive research on tire lateral stiffness and proposed various models to simplify tire simulations.

[0003] Chinese invention patent (CN110147628A) discloses a method for calculating tire lateral stiffness by zoning considering multiple factors. Virtual tire tests were conducted under vertical loads of 500N, 2000N, 4000N, 6000N, 8000N, and 10000N, with the same three zoning methods used to obtain lateral stiffness values ​​under different loads. Specifically, under road surface conditions of μ = 0.8, the slope curve of the lateral force-lateral angle relationship within the linear zone was fitted using the least squares method under different vertical loads; this slope represents the lateral stiffness within the linear zone. Then, a polynomial fitting method was used to fit the lateral stiffness values ​​of the linear zone under different vertical loads using a cubic polynomial, where f(x) represents a function of lateral stiffness, x is the vertical load, and p0, p1, p2, and p3 are the fitting coefficients for each term. The specific expressions are as follows:

[0004] f(x) = p0 + p1x + p2x 2 +p3x 3

[0005] However, this invention only studies tire lateral stiffness from the perspective of tire structural design, and the obtained tire lateral stiffness is inaccurate. Vehicle handling based on this tire lateral stiffness usually has a large error and does not meet the needs of practical applications. Summary of the Invention

[0006] One of the objectives of this invention is to provide a method, apparatus, and computer terminal for calculating tire lateral stiffness, so as to improve the convenience and accuracy of tire lateral stiffness calculation and provide reliable data support for vehicle handling.

[0007] A first aspect of the present invention provides a method for calculating tire lateral stiffness, wherein the tire is a radial tire. The calculation method includes: acquiring geometric parameters, material parameters, and construction parameters of the tire; the geometric parameters characterizing the tire's external structural features, the material parameters characterizing the strength of the tire crown material, and the construction parameters characterizing the tire belt layer structural features; calculating the tire's tread stiffness and crown stiffness based on the geometric parameters and material parameters; calculating the tire's lateral stiffness correction coefficient based on the tire's construction parameters; and calculating the tire's lateral stiffness based on the tire's tread stiffness, crown stiffness, and lateral stiffness correction coefficient, as well as a pre-simulated lateral stiffness function.

[0008] Further, the geometric parameters include at least one of the following: tread depth, crown tread land-to-sea ratio, longitudinal groove ratio, average tread block area, and tread groove bottom rubber thickness. The material parameters include at least one of the following: crown rubber modulus, crown rubber 50% tensile strength, crown rubber 100% tensile strength, crown rubber tear strength, and flexural strength. The tire's construction parameters include constants corresponding to the crown belt structure type and constants corresponding to the total width of the belt layers.

[0009] Further, calculating the lateral stiffness of the tire based on the tire's tread stiffness, crown stiffness, and lateral stiffness correction coefficient, as well as the pre-simulated lateral stiffness function, includes: calculating the lateral stiffness of the tire. Wherein, α is the tread stiffness of the tire, γ is the crown stiffness of the tire, and β is the lateral stiffness correction coefficient of the tire.

[0010] Further, calculating the tread stiffness of the tire based on the geometric parameters and the material parameters includes: calculating the tread stiffness of the tire. Where E is the modulus of the crown rubber, S is the sea-to-land ratio of the crown pattern, t is the pattern depth, and k1 is the first correction coefficient.

[0011] Further, calculating the crown stiffness of the tire based on the geometric parameters and the material parameters includes: calculating the crown stiffness of the tire. Where b is the thickness of the rubber at the bottom of the tire tread groove, E is the modulus of the crown rubber, t is the tread depth, a1 is the 100% tensile strength of the crown rubber, and k2 is the second correction factor.

[0012] Further, calculating the lateral stiffness correction coefficient of the tire based on the tire's construction parameters includes: calculating the lateral stiffness correction coefficient β = a2 × m; where m is a first set constant corresponding to the crown belt structure type, and a2 is a second set constant corresponding to the total width of the belt layer.

[0013] Furthermore, m is positively correlated with the number of crown belt layers; a2 is positively correlated with w, where w is the ratio of the total belt width to the driving surface width.

[0014] A second aspect of the present invention provides a device for calculating tire lateral stiffness, wherein the tire is a radial tire. The device includes: a data acquisition module for acquiring geometric parameters, material parameters, and construction parameters of the tire; the geometric parameters characterizing the tire's external structural features, the material parameters characterizing the strength of the tire crown material, and the construction parameters characterizing the tire belt layer structural features; a first calculation module for calculating tread stiffness and tire crown stiffness based on the tire's geometric and material parameters; a second calculation module for calculating a tire lateral stiffness correction coefficient based on the construction parameters; and a third calculation module for calculating tire lateral stiffness based on the tread stiffness, the tire crown stiffness, the tire lateral stiffness correction coefficient, and a pre-simulated lateral stiffness function.

[0015] A third aspect of the present invention provides a computer terminal, the computer terminal including a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the method for calculating tire lateral stiffness.

[0016] A fourth aspect of the invention provides a readable storage medium storing a computer program that, when run on a processor, executes the method for calculating tire lateral stiffness.

[0017] The tire lateral stiffness calculation method, apparatus, and computer terminal provided in this invention calculate the tire lateral stiffness based on a pre-simulated lateral stiffness function, taking into account the influence of geometric parameters, material parameters, and construction parameters on the tire lateral stiffness. This method considers a more comprehensive range of parameters and is closer to real-world conditions. Furthermore, the tire lateral stiffness calculated using the pre-simulated lateral stiffness function is more accurate, and the parameterized calculation method significantly reduces calculation time, improves efficiency, and provides reliable data support for vehicle handling. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 A schematic diagram of the structure of a radial tire is shown;

[0020] Figure 2 A flowchart illustrating the method for calculating tire lateral stiffness provided in an embodiment of the present invention is shown.

[0021] Figure 3 A schematic diagram of the tire lateral stiffness function fitting process provided in an embodiment of the present invention is shown;

[0022] Figure 4 A flowchart illustrating another method for calculating tire lateral stiffness provided in an embodiment of the present invention is shown.

[0023] Figure 5 A flowchart illustrating the calculation method for all-steel radial truck tires provided in an embodiment of the present invention is shown.

[0024] Figure 6 A line graph showing the difference between the calculated and measured values ​​of tire lateral stiffness according to an embodiment of the present invention is shown.

[0025] Figure 7 A schematic diagram of the tire lateral stiffness calculation device provided in an embodiment of the present invention is shown. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the present invention clearer, 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. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0027] The components of the embodiments of the invention described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0028] In the following, the terms “comprising,” “having,” and their cognates, which may be used in various embodiments of the invention, are intended only to indicate a particular feature, number, step, operation, element, component, or combination thereof, and should not be construed as excluding, firstly, the presence of one or more other features, numbers, steps, operations, elements, components, or combinations thereof, or adding the possibility of one or more features, numbers, steps, operations, elements, components, or combinations thereof.

[0029] Furthermore, the terms "first," "second," and "third" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0030] Unless otherwise specified, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which the various embodiments of the invention pertain. Terms (such as those defined in commonly used dictionaries) shall be interpreted as having the same meaning as in their contextual meaning in the relevant technical field and shall not be interpreted as having an idealized or overly formal meaning, unless clearly defined in the various embodiments of the invention.

[0031] This invention provides a method for calculating tire lateral stiffness, which can be applied to electronic devices such as computers, smart terminals, and vehicle terminals. The tire can be a radial tire. See [link to relevant documentation]. Figure 1 The diagram shows a radial tire structure, which typically includes a tread, belt layers, and ply layers.

[0032] Radial tires are a type of tire with parallel, radially arranged cord layers that form a 90° angle with the tire crown centerline. The cord arrangement is nearly parallel to the tire's cross-section, resembling the meridians of the Earth. The cord angle is small, typically 0°, and there are no intersecting points between the cords. During driving, increased stress around the crown can cause circumferential stretching and radial cracks in the tire body. Therefore, the buffer layer of a radial tire uses a near-circumferentially arranged intersecting cord layer that intersects the tire body cords at a 90° angle, or an angle of 70° to 78°, forming a nearly inextensible rigid annular belt that holds the entire tire in place and restricts circumferential deformation. This buffer layer bears 60% to 70% of the tire's internal stress, becoming the main load-bearing component of the radial tire, hence it is called the belt layer of a radial tire.

[0033] Radial tires include truck radial tires, passenger car radial tires, and light truck radial tires. Truck radial tires include all-steel truck radial tires, semi-steel truck radial tires, and all-fiber truck radial tires.

[0034] See Figure 2 The calculation method for tire lateral stiffness includes the following steps:

[0035] Step S102: Obtain the tire's geometric parameters, material parameters, and construction parameters.

[0036] Here, geometric parameters are used to characterize the tire's external structural features, such as: tread depth, land-to-sea ratio of crown tread, longitudinal groove ratio, average area of ​​tread blocks, and thickness of the bottom rubber of the tread grooves.

[0037] The material parameters here are used to characterize the strength of the tire crown material, such as: crown compound modulus, crown compound 50% elongation strength, crown compound 100% elongation strength, crown compound tear strength, and crown compound flexural strength.

[0038] The construction parameters here are used to characterize the tire belt layer structure features, such as constants corresponding to the crown belt structure type and constants corresponding to the total width of the belt layer.

[0039] Step S104: Calculate the tread stiffness and crown stiffness of the tire based on the above geometric and material parameters.

[0040] The aforementioned tread stiffness refers to the ability of tread materials and structures to resist elastic deformation under stress, and is a characterization of the ease with which tread materials and structures undergo elastic deformation. It is defined as the ratio of tire tread load to tire tread deformation, and is determined by the tire's geometric and material parameters.

[0041] The crown stiffness of a tire refers to the ability of the tire crown material and structure to resist elastic deformation under stress; it is a characterization of the ease with which the crown material and structure undergo elastic deformation. It is defined as the ratio of crown load to crown deformation, and is determined by the tire's geometric and material parameters.

[0042] Step S106: Calculate the tire's lateral stiffness correction coefficient based on the tire's construction parameters.

[0043] The aforementioned lateral stiffness correction coefficient is used to correct the deviation between the actual value and the calculated value of the tire's lateral stiffness. The larger the lateral stiffness correction coefficient, the greater the influence of the construction parameters on the lateral stiffness; the smaller the lateral stiffness correction coefficient, the smaller the influence of the construction parameters on the lateral stiffness.

[0044] Step S108: Calculate the tire's lateral stiffness based on the tire's tread stiffness, crown stiffness, and lateral stiffness correction coefficients, as well as the lateral stiffness function obtained from a pre-simulated model.

[0045] The parameters in the aforementioned lateral stiffness function include the tire's tread stiffness, crown stiffness, and lateral stiffness correction factor. This function is based on the geometric parameters, material parameters, and construction parameters in the tire sample and should be determined by computer simulation.

[0046] The tire lateral stiffness calculation method provided in this invention is based on a pre-simulated lateral stiffness function, and comprehensively considers the influence of geometric parameters, material parameters, and construction parameters on the tire lateral stiffness, thereby calculating the tire lateral stiffness. This method considers more comprehensive parameters and is closer to real-world conditions. Furthermore, the tire lateral stiffness calculated using the pre-simulated lateral stiffness function is more accurate, and the parameterized calculation method can significantly reduce calculation time, improve efficiency, and provide reliable data support for vehicle handling.

[0047] The above method comprehensively considers the influence of geometric parameters, material parameters, and construction parameters on tire lateral stiffness, thereby finding an optimal design scheme that matches these three parameters to improve tire lateral stiffness performance. It can quickly and accurately calculate the tire's lateral stiffness value. Compared to traditional lateral stiffness measurement and finite element method calculations, this parameterized calculation method significantly reduces calculation time and improves efficiency. Furthermore, by considering the influence of geometric, material, and construction parameters on tire lateral stiffness during the calculation process, this invention provides a more comprehensive and realistic assessment, improving the accuracy of tire lateral stiffness calculations and providing reliable data for vehicle handling.

[0048] Considering that too many parameters would lead to redundant parameters and unnecessary computation, in some embodiments of the present invention, based on the accuracy requirements of tire lateral stiffness in practical applications, the aforementioned geometric parameters include tread depth, land-to-sea ratio of crown tread, longitudinal groove ratio, average area of ​​tread blocks, and thickness of bottom rubber in tread grooves.

[0049] The tread depth mentioned above refers to the distance between the tread blocks and the sidewall tread blocks of the tire. If this tread depth is too high or too low, it will affect the friction between the wheel and the ground, causing the wheel to deviate from its forward position, resulting in wheel slippage or even fishtailing. Therefore, tread depth affects the tire's lateral slip condition, and consequently, its lateral stiffness.

[0050] The aforementioned crown tread land-sea ratio refers to the ratio of the hollow area of ​​the tread pattern to the area of ​​the tread blocks that contact the ground. The recessed tread grooves on the tire are the "sea," and the raised tread blocks are the "land." The smaller the land-sea ratio, the less "sea" and the more "land," resulting in greater grip. Conversely, the larger the land-sea ratio, the better the water drainage performance.

[0051] The longitudinal groove ratio is defined as the proportion of longitudinal grooves to the total tire grooves. The main function of longitudinal grooves is to provide water drainage for the tire, demonstrating its drainage performance. Drainage capacity affects the tire's lateral stability, which in turn affects lateral stiffness.

[0052] The average area of ​​tread blocks is the ratio of the total area of ​​tread blocks on a tire to the number of tread blocks. The average area of ​​the tread blocks reflects the tire's grip performance and indirectly affects the ease with which the tire can lateral deflect, thus affecting the lateral stiffness.

[0053] The thickness of the bottom rubber in the tread grooves refers to the thickness of the rubber compound in the tire tread grooves, which demonstrates its ability to support the tread grooves and indirectly affects the tire's lateral slip condition and lateral stiffness.

[0054] Material parameters include crown rubber modulus, crown rubber 50% tensile strength, crown rubber 100% tensile strength, crown rubber tear strength, and flexural strength. Crown rubber modulus refers to the ease with which the rubber used in the tread blocks and grooves undergoes elastic deformation.

[0055] The 50% elongation strength of the crown compound refers to the ratio of the tensile force to the cross-sectional area of ​​the specimen before stretching when the crown compound is stretched to 50% elongation on a tensile testing machine. It reflects the strength and toughness of the crown compound. Similarly, the 100% elongation strength of the crown compound refers to the ratio of the tensile force to the cross-sectional area of ​​the specimen before stretching when the crown compound is stretched to 100% elongation on a tensile testing machine.

[0056] The tear strength of the crown rubber refers to the stress required for the crown rubber to tear, demonstrating the material's strength and toughness. The flexural strength of the crown rubber refers to its ability to resist torsional forces, demonstrating its strength and toughness.

[0057] The tire's construction parameters include constants corresponding to the crown belt structure type and constants corresponding to the total width of the belt layers.

[0058] The crown belt layer is a layer of material that is wrapped around the tire body along the circumference of the tread centerline under the base of the tread. It plays a role in cushioning impact and tightening the tire body. When the tire is lateral, the crown belt layer also plays a role in counteracting the lateral deviation and contributes to the lateral stiffness of the tire.

[0059] The total width of the belt layer also affects the lateral stiffness. Specifically, it refers to the stress state of the belt layer portion when the vehicle is laterally tilted, and how this affects the lateral stiffness.

[0060] The aforementioned lateral stiffness function fully considers the influence of specific parameters among tire geometry, material, and construction parameters on tire lateral stiffness, or the influence of counteracting lateral stiffness, making the function fit closer to the real situation and more reliable.

[0061] As one possible implementation method, see Figure 3 The lateral stiffness function obtained from the above pre-simulation can be determined using the following method:

[0062] Step S202: Obtain tire sample data, which includes the lateral stiffness measurement value for each tire, as well as the geometric parameters, material parameters, and construction parameters for each tire sample. The tires in this sample are radial tires, and their geometric and material parameters are as described above and will not be repeated here.

[0063] The lateral stiffness of a tire can be measured using relevant measuring instruments.

[0064] Step S204: Calculate the tire tread stiffness using the geometric and material parameters corresponding to the tire samples in the tire sample data. Among these, the tread stiffness can be determined based on tire sample data, which can be the average tread stiffness corresponding to the tire sample data.

[0065] Step S206: Calculate the crown stiffness of the tire sample using its geometric and material parameters. ;

[0066] Step S208: Calculate the tire's lateral stiffness correction coefficient β based on the construction parameters of the tire sample;

[0067] Step S210: Based on the tread stiffness α, crown stiffness γ, and lateral stiffness correction coefficient β, as well as the corresponding lateral stiffness measurement value of the tire, the lateral stiffness function K of the tire is simulated and determined.

[0068] The above method for determining the function establishes a functional relationship between the lateral stiffness and the geometric, material, and construction parameters of the tire, making the function more accurate.

[0069] As one possible implementation method, see Figure 4 The specific tire lateral stiffness is obtained through the following steps:

[0070] Step S302: Obtain the tire's geometric parameters, including tread depth t, crown tread sea-to-land ratio S, and tread groove bottom rubber thickness b.

[0071] Step S304: Obtain the material parameters of the tire, including the crown rubber modulus E and the crown rubber 100% tensile strength value a1;

[0072] Step S306: Calculate the tire tread stiffness α.

[0073] Considering the varying degrees of influence of different parameters on tread stiffness and crown stiffness, the geometric and material parameters in this embodiment include tread depth t, crown tread sea-to-land ratio S, tread groove bottom rubber thickness b, crown rubber modulus E, and crown rubber 100% tensile strength a1. Based on this, calculating the tire tread stiffness according to the geometric and material parameters can include:

[0074] Calculate the tread stiffness of a tire ;

[0075] Where E is the modulus of the crown rubber, S is the sea-to-land ratio of the crown pattern, t is the pattern depth, and k1 is the first correction coefficient.

[0076] Furthermore, the value of k1 ranges from 0.01 to 0.05.

[0077] In some embodiments of the present invention, for all-steel radial truck tires, the value of k1 is preferably in the range of 0.02-0.03, for example, k1 is 0.025; for semi-steel radial truck tires, the value of k1 is preferably in the range of 0.01-0.03, for example, k1 is 0.02; for all-fiber radial truck tires, the value of k1 is preferably in the range of 0.02-0.05, for example, k1 is 0.03 or 0.04.

[0078] Step S308: Calculate the crown stiffness γ of the tire.

[0079] Considering the varying degrees of influence of different parameters on tread stiffness and crown stiffness, the geometric and material parameters in this embodiment include tread depth t, crown tread sea-to-land ratio S, tread groove bottom rubber thickness b, crown rubber modulus E, and crown rubber 100% tensile strength a1. Based on this, the crown stiffness of the tire is calculated according to the geometric and material parameters, including:

[0080] Calculate the crown stiffness of a tire ;

[0081] Where b is the thickness of the rubber at the bottom of the tire tread groove, E is the modulus of the crown rubber, t is the tread depth, a1 is the 100% tensile strength of the crown rubber, and k2 is the second correction factor.

[0082] Furthermore, the value of k2 ranges from 10 to 30.

[0083] In some embodiments of the present invention, for all-steel radial truck tires, the value of k2 is preferably in the range of 15-20, for example, k2 is 18; for semi-steel radial truck tires, the value of k2 is preferably in the range of 10-20, for example, k2 is 15; for all-fiber radial truck tires, the value of k2 is preferably in the range of 20-30, for example, k2 is 25.

[0084] Step S310: Obtain the tire's construction parameters, including crown belt structure type, total belt layer width, and tread width.

[0085] Step S312: Calculate the tire's lateral stiffness correction coefficient β.

[0086] Considering the influence of crown belt structure type, total belt layer width and driving surface width on crown stiffness, the construction parameters in this embodiment are selected based on crown belt structure type, total belt layer width and driving surface width to limit the set constants.

[0087] Based on this, the tire's lateral stiffness correction factor is calculated according to the tire's construction parameters, including:

[0088] Calculate the tire's lateral stiffness correction factor β = a² × m;

[0089] Where m is the first set constant corresponding to the crown belt structure type, and a2 is the second set constant corresponding to the total width of the belt layer.

[0090] Furthermore, m is positively correlated with the number of coronal band layers.

[0091] In some embodiments of the present invention, the number of coronal band layers is 2-4.

[0092] In some embodiments of the present invention, when the coronal banding layer has a four-layer structure, m takes a value of 0.85-1.15, for example, m takes a value of 1; when the coronal banding layer has a three-layer structure without a zero-degree structure, m takes a value of 0.35-0.8, for example, m takes a value of 0.5; when the coronal banding layer has a three-layer structure plus a zero-degree structure, m takes a value of 0; when the coronal banding layer has a two-layer structure, m takes a value of 0.1-0.25, for example, m takes a value of 0.15.

[0093] a2 is positively correlated with w, where w is the ratio of the total width of the belt to the width of the driving surface.

[0094] In some embodiments of the present invention, when w > 0.95, the value of a2 is between 0.55 and 0.62, for example, a2 is 0.6; when 0.86 < w < 0.95, the value of a2 is between 0.35 and 0.52, for example, a2 is 0.4; when w < 0.86, the value of a2 is between 0.1 and 0.2, for example, a2 is 0.2.

[0095] Step S314: Calculate the tire's lateral stiffness using α, γ, and β. .

[0096] Where α is the tire tread stiffness, γ is the tire crown stiffness, and β is the tire side stiffness correction factor. f( The function can be flexibly selected according to the actual application, for example:

[0097] When the tires are all-steel radial truck tires .

[0098] When the tire is a semi-steel radial truck tire .

[0099] When the tire is a full-fiber radial truck tire .

[0100] As one possible implementation, the aforementioned geometric parameters include tread depth t, crown tread sea-to-land ratio S, and tread groove bottom rubber thickness b. Material parameters include crown rubber modulus E and crown rubber 100% tensile strength a1. Tire construction parameters include constants corresponding to the crown belt structure type and constants a2 corresponding to m and the total width of the belt layers. This specific combination of geometric, material, and construction parameters allows for a balance between accuracy and flexibility while ensuring computational speed.

[0101] In some embodiments of the present invention, the tire is an all-steel radial truck tire, and the tire lateral stiffness is...

[0102]

[0103] Once the geometric and construction parameters are determined, then

[0104] Tire lateral stiffness = ;

[0105] Where C1, C2, C3, and C4 are all constants, representing the tire lateral stiffness. The tire lateral stiffness is determined solely by the crown rubber modulus E and the crown rubber 100% tensile strength a1. In this case, the tire lateral stiffness is a function of the material parameters. By solving for the maximum value of the function, the tire material can be optimized.

[0106] In other embodiments of the present invention, once the material and construction parameters are determined, the sea-to-land ratio of the crown pattern in the geometric parameters is also determined. The lateral stiffness K of the all-steel radial truck tire is only related to the tread depth t, and the calculation formula is as follows:

[0107]

[0108] Among them, D1, D2, D3, D4 and D5 are all constants.

[0109] The tire lateral stiffness K is determined only by the tread depth t. In this case, the tire lateral stiffness is a function of the geometric parameters. By solving for the maximum value of the function, the tread depth can be optimized among the tire geometric parameters.

[0110] The following uses an all-steel radial truck tire as an example to illustrate the above process for calculating lateral stiffness. (Refer to...) Figure 5 The diagram shown illustrates the process for calculating tire lateral stiffness. This method includes the following steps:

[0111] Step S402: Obtain the geometric parameters, material parameters, and construction parameters of the all-steel radial truck tire, as shown in Table 1 below.

[0112] Table 1

[0113] Tire specifications 12R22.5 t Pattern depth / mm 15 S Crown pattern sea bream 0.8 m Belt layer construction design 3 layers plus zero-degree shoulder wrap w Ratio of total belt width to surface width 0.92 shoulder thickness to crown center thickness ratio 1.5 b Trench bottom adhesive thickness value 6 E Crown rubber modulus / MPa 5 <![CDATA[a1]]> 100% tensile strength value 25

[0114] Step S404: Calculate the tread stiffness of the tire based on the crown rubber modulus E, tread depth t, and crown tread sea-to-land ratio S.

[0115] Pattern stiffness =0.025×5MPa×0.8×15mm=1.875×10 3 N / m;

[0116] Step S406: Calculate the crown stiffness of the tire based on the crown rubber modulus E, the tread groove bottom rubber thickness b, the tread depth t, and the crown rubber 100% tensile strength value a1.

[0117] Tire crown stiffness

[0118] = = N / m;

[0119] Step S408: Calculate the lateral stiffness correction coefficient of the tire based on the fact that the crown belt of the heavy-duty tire has a three-layer plus zero-degree structure and the ratio w of the total width of the belt to the surface width: β=a2m=0.4×0=0;

[0120] When the crown belt of a heavy-duty tire has a three-layer plus zero-degree structure, then m=0;

[0121] When 0.86 < w < 0.95, then a2 = 0.4.

[0122] Step S410: Based on the tread stiffness, crown stiffness, and lateral stiffness correction coefficients calculated above, and the lateral stiffness function obtained through pre-simulation, determine the lateral stiffness of the tire:

[0123] =1.875×10 3 N / m + 1.67 + 0 = 3.167 kN / degree.

[0124] The lateral stiffness of the aforementioned all-steel radial truck tire 12R22.5 was measured using a Flat-Trac CT six-component force testing machine, a product of MTS Systems, Inc., USA.

[0125] The measured temperature was 25℃, the inflation pressure was 200kPa, the speed was 60km / h, and the vertical loads were set to 1000N, 3000N, 5000N, 7000N, and 9000N, respectively. The lateral deflection angles were recorded.

[0126] The measured results show that the lateral stiffness of the 12R22.5 all-steel radial truck tire is 3.182 kN / degree under vertical load within the X-YN range, which differs from the calculated value of 3.167 kN / degree by 0.47%. The calculated value and the measured value are in high agreement, which can characterize the lateral stiffness of the 12R22.5 all-steel radial truck tire.

[0127] The following example uses another type of all-steel radial truck tire to illustrate the above process for calculating lateral stiffness, which is similar to the above... Figure 5 The method for calculating tire lateral stiffness is similar. This method first obtains the geometric parameters, material parameters, and construction parameters of the all-steel radial truck tire, as shown in Table 2 below.

[0128] Table 2

[0129] Tire specifications 295 / 80R22.5 t Pattern depth / mm 16 S Crown pattern sea bream 0.8 m Belt layer construction design 4-layer structure w Ratio of total belt width to surface width 0.91 b Trench bottom adhesive thickness value 5 E Crown rubber modulus / MPa 8 <![CDATA[a1]]> 100% tensile strength value 27

[0130] Then, calculate the tire's tread stiffness based on the crown rubber modulus E, tread depth t, and crown tread sea-to-land ratio S:

[0131] Pattern stiffness =0.025×8MPa×0.8×16mm=2.56×10 3 N / m;

[0132] Then, based on the crown rubber modulus E, the tread groove bottom rubber thickness b, the tread depth t, and the crown rubber 100% tensile strength value a1, the crown stiffness of the tire is calculated:

[0133] Tire crown stiffness ;

[0134] Next, based on the fact that the crown belt of the heavy-duty tire has a three-layer plus zero-degree structure and the ratio w of the total belt width to the surface width, the lateral stiffness correction coefficient of the tire is calculated: β = a² × m = 0.4 × 1 = 0.4;

[0135] When the crown belt of a heavy-duty tire has a 4-layer structure, then m=1;

[0136] When 0.86 < w < 0.95, then a2 = 0.4.

[0137] Finally, based on the tread stiffness, crown stiffness, and lateral stiffness correction coefficients calculated above, and the lateral stiffness function obtained through pre-simulation, the lateral stiffness of the tire is determined:

[0138]

[0139] The lateral stiffness of the aforementioned all-steel radial truck tire 295 / 80R22.5 was measured using a Flat-Trac CT six-component force testing machine. The measurement temperature was 25℃, the inflation pressure was 200kPa, the speed was 60km / h, and the vertical loads were set to 1000N, 3000N, 5000N, 7000N, and 9000N, respectively. The lateral angles were recorded.

[0140] The measured results show that the lateral stiffness of the 295 / 80R22.5 all-steel radial truck tire is 5.116 kN / degree under vertical load within the X-YN range, which differs from the calculated 5.06 kN / degree by 1.1%. The calculated value and the measured value are in high agreement, which can characterize the lateral stiffness of the 295 / 80R22.5 all-steel radial truck tire.

[0141] In numerous embodiments of this invention, 25 sets of calculated and measured values ​​of the lateral stiffness of different all-steel radial truck tires were collected. The tread depth t corresponding to the all-steel radial truck tires ranged from 1mm to 25mm, and other geometric parameters, material parameters, and construction parameters varied. When t varied from 1mm to 25mm, the tire lateral stiffness value K was calculated, and the tire lateral stiffness value K' was obtained through experimental measurement and plotted. Figure 6 .

[0142] from Figure 6 It can be seen that the calculated value matches the measured value well, and the calculated value basically reflects the measured value, indicating that the method for calculating the tire lateral stiffness K provided by the present invention is feasible.

[0143] Corresponding to the above method, this embodiment of the invention also provides a tire lateral stiffness calculation device, wherein the tire in this embodiment is a radial tire, see [link to relevant documentation]. Figure 7 The computing device includes:

[0144] The data acquisition module 32 is used to acquire the tire's geometric parameters, material parameters, and construction parameters; the geometric parameters are used to characterize the tire's external shape and structural features, the material parameters are used to characterize the strength of the tire crown material, and the construction parameters are used to characterize the tire's belt layer structure.

[0145] The first calculation module 34 is used to calculate the tread stiffness and tire crown stiffness based on the tire's geometric parameters and material parameters.

[0146] The second calculation module 36 is used to calculate the tire lateral stiffness correction coefficient based on the construction parameters.

[0147] The third calculation module 38 is used to calculate the tire lateral stiffness based on the tread stiffness, tire crown stiffness, tire lateral stiffness correction coefficient, and the lateral stiffness function obtained from pre-simulation.

[0148] The aforementioned tire lateral stiffness calculation device calculates tire lateral stiffness based on a pre-simulated lateral stiffness function, taking into account the influence of geometric parameters, material parameters, and construction parameters. This method considers a more comprehensive range of parameters, is closer to real-world conditions, and the tire lateral stiffness calculated using the pre-simulated lateral stiffness function is more accurate. Furthermore, the parameterized calculation method significantly reduces computation time, improves efficiency, and provides reliable data support for vehicle handling.

[0149] In the various embodiments of the present invention, the functional modules or units can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0150] A third aspect of the present invention provides a computer terminal, the computer terminal including a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement a method for calculating tire lateral stiffness.

[0151] A fourth aspect of the present invention provides a readable storage medium storing a computer program that executes a method for calculating tire lateral stiffness when the computer program is run on a processor.

[0152] In some embodiments of the present invention, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that, as an alternative implementation, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0153] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a smartphone, personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0154] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A device for calculating tire lateral stiffness, characterized in that, The tire is a radial tire, and the equipment includes: The data acquisition module acquires the geometric parameters, material parameters, and construction parameters of the tire; the geometric parameters are used to characterize the shape and structural features of the tire, the material parameters are used to characterize the strength of the tire crown material, and the construction parameters are used to characterize the belt layer structure features of the tire. The first calculation module calculates the tread stiffness and crown stiffness of the tire based on the geometric parameters and the material parameters, specifically as follows: Calculating the tread stiffness of the tire based on the geometric parameters and the material parameters includes: Calculate the tread stiffness of the tire. ; Wherein, α is the tread stiffness of the tire, E is the crown rubber modulus, S is the crown tread sea-to-land ratio, t is the tread depth, and k1 is the first correction coefficient; Calculating the crown stiffness of the tire based on the geometric parameters and the material parameters includes: Calculate the crown stiffness of the tire. ; Wherein, γ is the crown stiffness of the tire, b is the thickness of the rubber at the bottom of the tire tread groove, E is the modulus of the crown rubber, t is the tread depth, a1 is the 100% tensile strength of the crown rubber, and k2 is the second correction coefficient. The second calculation module calculates the tire's lateral stiffness correction coefficient based on the tire's construction parameters. The lateral stiffness of the tire is calculated based on the tire's tread stiffness, crown stiffness, and lateral stiffness correction coefficient, as well as the lateral stiffness function obtained through pre-simulation.

2. A method for calculating tire lateral stiffness, characterized in that, The tire is a radial tire, and the calculation method includes: Obtain the geometric parameters, material parameters, and construction parameters of the tire; the geometric parameters are used to characterize the external structural features of the tire, the material parameters are used to characterize the strength of the tire crown material, and the construction parameters are used to characterize the structural features of the tire belt layer; The tread stiffness and crown stiffness of the tire are calculated based on the geometric parameters and material parameters, specifically as follows: Calculating the tread stiffness of the tire based on the geometric parameters and the material parameters includes: Calculate the tread stiffness of the tire. ; Wherein, α is the tread stiffness of the tire, E is the crown rubber modulus, S is the crown tread sea-to-land ratio, t is the tread depth, and k1 is the first correction coefficient; Calculating the crown stiffness of the tire based on the geometric parameters and the material parameters includes: Calculate the crown stiffness of the tire. ; Wherein, γ is the crown stiffness of the tire, b is the thickness of the rubber at the bottom of the tire tread groove, E is the modulus of the crown rubber, t is the tread depth, a1 is the 100% tensile strength of the crown rubber, and k2 is the second correction coefficient. The tire's lateral stiffness correction factor is calculated based on the tire's construction parameters. The lateral stiffness of the tire is calculated based on the tire's tread stiffness, crown stiffness, and lateral stiffness correction coefficient, as well as the lateral stiffness function obtained through pre-simulation.

3. The calculation method according to claim 2, characterized in that, The geometric parameters include at least one of the following: pattern depth, land-sea ratio of crown pattern, longitudinal groove ratio, average area of ​​pattern blocks, and thickness of bottom adhesive in pattern grooves; The material parameters include at least one of the following: crown material modulus, crown material 50% elongation strength, crown material 100% elongation strength, crown material tear strength, and flexural strength. The tire's construction parameters include constants corresponding to the crown belt structure type and constants corresponding to the total width of the belt layer.

4. The calculation method according to claim 2 or 3, characterized in that, The lateral stiffness of the tire is calculated based on the tire's tread stiffness, crown stiffness, and lateral stiffness correction coefficient, as well as the pre-simulated lateral stiffness function. Calculate the lateral stiffness of the tire. ; Wherein, β is the lateral stiffness correction coefficient of the tire.

5. The calculation method according to claim 4, characterized in that, The calculation of the tire's lateral stiffness correction factor based on the tire's construction parameters includes: Calculate the tire's lateral stiffness correction factor β = a² * m; Where m is the first set constant corresponding to the crown belt structure type, and a2 is the second set constant corresponding to the total width of the belt layer.

6. The calculation method according to claim 5, characterized in that, m is positively correlated with the number of coronal band layers; a2 is positively correlated with w, where w is the ratio of the total width of the belt to the width of the driving surface.

7. A computer terminal, characterized in that, The computer terminal includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the method for calculating tire lateral stiffness according to any one of claims 2-6.

8. A readable storage medium, characterized in that, It stores a computer program that, when run on a processor, executes the method for calculating tire lateral stiffness according to any one of claims 2-6.

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