Vehicle multidisciplinary performance oriented multilevel tire virtual development method

Abstract

The application discloses a kind of vehicle multidisciplinary performance-oriented multilevel tire virtual development method, in the vehicle design stage, on the basis of modeling to existing physical tire, through the size deformation and parameter combination of tire model, combined with vehicle multidisciplinary performance modeling, corresponding vehicle performance index is simulated and obtained, and reasonable layer-by-layer screening mode is used, and the virtual development of tire for vehicle handling stability, road noise, ride comfort and durability comprehensive performance improvement and multidisciplinary performance comprehensive improvement tire parameter matching design with manufacturability is effectively realized.The application guides the development and manufacture of physical tire, can effectively reduce tire trial cycle, save fund cost, shorten development cycle.

Description

Technical Field

[0001] This invention relates to the field of tire virtual development technology, and in particular to a multi-level tire virtual development method that is vehicle multidisciplinary performance-oriented. Background Technology

[0002] Tires are the only component of a car that directly contacts the road. As a crucial link in the load transfer path, tires play a vital role in cushioning the impacts and damage experienced by the car during driving, reducing vibrations and noise caused by road unevenness, controlling the vehicle's trajectory and attitude, and ensuring good ride comfort, smooth driving, and handling stability. Therefore, tire matching has become an important task for OEMs in the development of new models.

[0003] Currently, the main method used in China is the trailer method. This involves testing different models of physical prototype tires provided by tire suppliers on a test track. Based on the test results, tires are initially selected for vehicle models. After real-vehicle testing, engineers rely primarily on their subjective driving experience to propose further improvements. However, this approach requires multiple rounds of prototype tire manufacturing, increasing R&D costs and reducing development efficiency. Furthermore, the performance correlation between the R&D vehicle model and the prototype tires is weak, easily leading to over-design or under-design during tire improvements, making it difficult to achieve optimal forward design.

[0004] By employing CAE technology and integrating tire, road surface, and whole vehicle models to build a virtual test track simulation platform for vehicle multidisciplinary performance, it is possible to quickly and effectively identify the impact of tire changes on overall vehicle performance during the vehicle development and design phase. This platform holds significant engineering application potential in vehicle tire matching. However, the widespread adoption of this technology currently faces several difficulties and challenges. First, establishing tire models requires test data from physical tires; obtaining reliable tire models without physical tires is a major challenge. Second, virtual test track simulations for whole vehicle performance are time-consuming and computationally resource-intensive. The method of comparing and selecting tires across a large scale using whole vehicle simulations is too time-consuming; finding a reasonable method to efficiently execute virtual tire development is a challenge. Finally, the manufacturability of tire models is a crucial issue; high manufacturability is essential to highlighting the significance of virtual development. Summary of the Invention

[0005] The purpose of this invention is to provide a multi-level virtual tire development method oriented towards multi-disciplinary vehicle performance. It aims to establish a technical link between automotive OEMs and tire suppliers using CAE (Computer Aided Engineering) techniques, accurately linking the optimization of vehicle performance design indicators with the matching of key tire design parameters. This allows for the rapid and effective virtual development of a tire product focused on improving the multi-disciplinary performance of the vehicle during the vehicle design phase. Simultaneously, it ensures the manufacturability of the virtual tire, facilitating efficient and low-cost R&D of the entire vehicle product.

[0006] This invention is implemented as follows: a multi-level, vehicle-multidisciplinary performance-oriented virtual tire development method, comprising the following steps:

[0007] S1: Define the range of tire and rim specifications and models based on the overall design of the vehicle product and the tire motion envelope size. Select n tires from the existing physical tire library that meet the above specifications and models and come from different manufacturers and different models as the design reference tires, n≥2.

[0008] S2: Obtain the cross-section of each reference tire to create a geometric model, measure the mass and moment of inertia of the reference tire, conduct static, steady-state and dynamic external characteristic tests of the reference tire under different tire pressure / vehicle speed / load / camber angle conditions, and inversely calculate the tire parameters by comparing the simulation and test curves to establish the physical tire model of each reference tire.

[0009] S3: Based on the deformation function of the physical tire modeling software, under the condition of meeting the tire and rim specifications in S1, stretch / scale each reference tire and its corresponding rim size to deform it, and build a set of extended tire physical tire models around each reference tire to form n virtual tire families.

[0010] S4: Based on physical tire modeling software, calculate and obtain the static, steady-state and dynamic external characteristic simulation curves corresponding to the physical tire models of extended tires in each virtual tire family;

[0011] S5: Based on the external characteristic test curves of each reference tire and the external characteristic simulation curves of each extended tire physical tire model, establish real-time simulation tire models corresponding to the reference tires and extended tires in each virtual tire family in the real-time simulation module of the physical tire modeling software.

[0012] S6: Establish the vehicle multibody dynamics model and handling stability analysis conditions for the developed model, assemble the real-time simulation tire models corresponding to the base tire and extended tire in each virtual tire family, perform simulation calculations, and obtain the corresponding handling stability analysis indicators.

[0013] S7: Select one real-time simulation tire model with the best overall vehicle handling stability analysis index from each virtual tire family, and select a total of n real-time simulation tire models.

[0014] S8: Based on the multi-body dynamics model of the developed vehicle, establish the simulation conditions for durability and ride comfort, establish the acoustic-structure coupling model and road noise simulation conditions of the developed vehicle, assemble the physical tire models corresponding to the optimal real-time simulation tire models for simulation calculation, and obtain the corresponding analysis indicators for durability, ride comfort and road noise.

[0015] S9: Using the key physical parameters of each layer of the tire in the physical tire model as design variables, a discrete design domain is established based on the actual values ​​of the physical parameters of each layer in the optimal tire models of each family obtained in S7. The design variable sample points are extracted in the discrete domain using the design of experiments (DOE) method. Based on the optimal tire models of each family obtained in S7, one virtual tire library is generated for each family, for a total of n virtual tire libraries.

[0016] S10: Based on physical tire modeling software, calculate and obtain the static, steady-state and dynamic external characteristic simulation curves corresponding to the physical tire models in each virtual tire library;

[0017] S11: Based on the external characteristic simulation curves obtained in S10, in the real-time simulation module of the physical tire modeling software, establish the real-time simulation tire model corresponding to each physical tire model in each virtual tire library, and update the virtual tire library.

[0018] S12: Based on the vehicle durability, ride comfort, and road noise simulation models of the developed vehicle model, assemble the physical tire models in each virtual tire library for simulation calculations to obtain the corresponding durability, ride comfort, and road noise analysis indicators; based on the vehicle handling stability simulation model of the developed vehicle model, assemble the real-time simulation tire models in each virtual tire library for simulation calculations to obtain the corresponding handling stability analysis indicators.

[0019] S13: With minimizing the overall vehicle road noise index as the design objective, and the overall vehicle handling stability, ride comfort, and durability index being better than the results obtained in S6 and S8 as design constraints, each virtual tire library is the design domain, a discrete variable optimization mathematical model is established, and the optimal tire model in each virtual tire library is obtained by solving the model, resulting in a total of n physical tire models.

[0020] S14: Assemble the real-time simulation tire models corresponding to the n physical tire models obtained in S13 with the vehicle multibody dynamics model, input them into the vehicle driving simulator, carry out driver-in-the-loop simulation of handling and stability, select the best tire model through the driver's subjective evaluation, which is the candidate tire final design scheme, and carry out prototype tire manufacturing based on the candidate tire final design scheme.

[0021] In step S2, the static, steady-state and dynamic external characteristic tests of the reference tire include tests of tire longitudinal stiffness, lateral stiffness, radial stiffness, static torsional stiffness, dynamic lateral slip stiffness, pure longitudinal slip, bump impact stiffness and tire indentation.

[0022] In steps S3, S4, S5, S10, and S11, the physical tire modeling software is CDTire / PI software. In step S8, durability and ride comfort simulation conditions are established based on Adams / Car software, and acoustic-structure interaction model and road noise simulation conditions are established based on Hyperworks / NVHD software.

[0023] In step S4, the static, steady-state, and dynamic external characteristic simulation curves corresponding to the extended tire physical tire model in each virtual tire family include the simulation curves of tire longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral slip stiffness, and pure longitudinal slip.

[0024] In step S5, the external characteristic test curves of each reference tire include the longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral stiffness, and pure longitudinal slip test curves of each reference tire.

[0025] In step S6, the handling stability analysis conditions include slope steering, sinusoidal steering, and pulse steering.

[0026] In steps S6, S7, and S12, the handling stability analysis indicators include yaw rate gain / understeer.

[0027] In step S8, the durability analysis index includes the average value of the pseudo-damage in the Z-direction of the four wheel centers, the ride comfort analysis index includes the average value of the maximum absolute value of the positive and negative acceleration of the driver's seat in the Z-axis, and the road noise analysis index includes the root mean square of the sound pressure level of the driver's outer ear across the entire frequency band.

[0028] In step S10, the static, steady-state and dynamic external characteristic simulation curves corresponding to the physical tire models in each virtual tire library include the simulation curves of tire longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral slip stiffness and pure longitudinal slip.

[0029] In step S13, with minimizing the overall vehicle road noise as the design objective, and ensuring that the overall vehicle handling stability, ride comfort, and durability are superior to the results obtained in S6 and S8 as design constraints, and with each virtual tire library as the design domain, a discrete variable optimization mathematical model is established and solved to obtain the optimal tire model in each virtual tire library. The discrete variable optimization mathematical model is as follows:

[0030]

[0031] In the formula, the superscript i represents the i-th virtual tire library, N, V, F and H are the root mean square of the sound pressure level of the driver's external ear in the full frequency band, the average of the maximum absolute values ​​of the positive and negative accelerations of the driver's seat in the Z-axis, the average value of the pseudo damage in the Z-axis of the four wheel centers and the handling stability index, respectively, α and β are the V and F values ​​obtained by the whole vehicle simulation in step S8, μ is the H value corresponding to the optimal real-time simulation tire model in step S7 in step S6, ε is a user-defined value used to limit the allowable variation range of the H value, and x is each CDTire / 3D tire sample in the virtual tire library.

[0032] This invention, during the vehicle design phase, builds upon existing physical tire models. By combining the dimensional deformation and parameter combinations of the tire model with multidisciplinary vehicle performance modeling, it simulates and obtains corresponding overall vehicle performance indicators. By rationally employing a layer-by-layer screening approach, it effectively achieves manufacturable virtual tire development and tire parameter matching design that comprehensively improves vehicle handling stability, road noise (vehicle vibration and noise), ride comfort, and durability. This reduces the number of tire trial runs, saves capital costs, shortens the R&D cycle, and guides the development and manufacturing of physical tires. Attached Figure Description

[0033] Figure 1 This is a schematic diagram illustrating the execution flow of the multi-level tire virtual development method oriented towards multi-disciplinary vehicle performance, as described in an embodiment of the present invention.

[0034] Figure 2 This is a schematic diagram of the tire cross-section CAD structure obtained during the design of an embodiment of the present invention.

[0035] Figure 3 This is a schematic diagram illustrating the tire / rim stretching / sizing process performed using the Morph module of the CDTire / PI software during the design phase of an embodiment of the present invention.

[0036] Figure 4 This is a simulation diagram of the driver's handling stability in an SUV based on a driving simulator, according to an embodiment of the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the embodiments of the present invention. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments.

[0038] Taking tire matching during the concept design phase of an SUV as an example, this paper describes a multi-level virtual tire development method that comprehensively improves vehicle handling, ride comfort, durability, and road noise performance. The method includes the following steps:

[0039] S1: Based on the overall size of the SUV and the tire motion envelope space, define the range of specifications and models of the alternative tires and rims. Select n tires (n≥2) from different manufacturers and models that meet the above range from the physical tire library matched with the previously developed models as the design reference tire (tire_b1-tire_bn).

[0040] S2: Cut tire_b1 - tire_bn, as shown Figure 2 The CAD structural diagram of the cross section under the inflated state is obtained, the mass inertia of the tire is measured, and the longitudinal stiffness, lateral stiffness, radial stiffness, static torsional stiffness, dynamic lateral slip stiffness, pure longitudinal slip, bump impact stiffness and tire indentation are tested on the tire stiffness test bench, six-component force test bench and other test equipment under different tire pressure / load / vehicle speed / camber angle conditions.

[0041] In CDTire / PI software, input basic tire information to initialize the project, import tire section CAD drawings to complete geometric modeling, input tire external characteristic test data, identify tire parameters by comparing the error and trend of simulation curves and test curves, and obtain CDTire / 3D tire models (CDTire / 3D_b1-CDTire / 3D__bn) for each reference tire.

[0042] S3: Based on the Morph module of CDTire / PI software, under the condition that the tire and rim specifications in S1 are met, such as Figure 3 As shown, tire_b1–tire_bn and their corresponding rim dimensions are stretched / scaled to deform accordingly. One set of extended tire CDTire / 3D models is then created around CDTire / 3D_b1–CDTire / 3D__bn, forming n virtual tire families. Each family contains 1+m models, i.e.:

[0043] Virtual tire family 1 (CDTire / 3D_b1, CDTire / 3D_b1_c1 - CDTire / 3D_b1_cm), Virtual tire family 2 (CDTire / 3D_b2, CDTire / 3D_b2_c1 - CDTire / 3D_b2_cm), ... Virtual tire family n: CDTire / 3D_bn, CDTire / 3D_bn_c1 - CDTire / 3D_bn_cm).

[0044] S4: The extended tire CDTire / 3D model from each virtual tire family, i.e.:

[0045] In virtual tire family 1: CDTire / 3D_b1_c1 - CDTire / 3D_b1_cm, in virtual tire family 2: CDTire / 3D_b2_c1 - CDTire / 3D_b2_cm, ... in virtual tire family n: CDTire / 3D_bn_c1 - CDTire / 3D_bn_cm, import them into CDTire / PI software, calculate and obtain the longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral stiffness, and pure longitudinal slip simulation curves of each extended tire CDTire / 3D model.

[0046] S5: Based on the longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral stiffness, and pure longitudinal slip test / simulation curves of each reference tire / extended tire, tire parameters are identified in the real-time simulation module of CDTire / PI software by comparing the error and trend of the fitted curve with the test / simulation curve. This yields the real-time simulation tire model corresponding to each family of virtual tire CDTire / 3D models, i.e.:

[0047] Virtual tire family 1: CDTire / RT_b1, CDTire / RT_b1_c1 - CDTire / RT_b1_cm, Virtual tire family 2: CDTire / RT_b2, CDTire / RT_b2_c1 - CDTire / RT_b2_cm, ... Virtual tire family n: CDTire / RT_bn, CDTire / RT_bn_c1 - CDTire / RT_bn_cm.

[0048] S6: Based on Adams / Car software, a multi-body dynamics model of the SUV is established, and typical handling and stability analysis conditions such as slope steering, sinusoidal steering and pulse steering are performed. Simulation calculations are carried out on each CDTire / RT tire model in the virtual tire family to obtain the corresponding key handling and stability analysis indicators such as yaw rate gain / understeer.

[0049] S7: Select one tire with the best handling performance from each family of virtual tires (real-time simulation tire model), namely, CDTire / RT_b1_br1 - CDTire / RT_bn_br1, for a total of n tires.

[0050] S8: Based on Adams / Car software, establish SUV durability and ride comfort simulation conditions. Based on Hyperworks / NVHD software, establish SUV acoustic-structure coupling model and road noise simulation conditions. Assemble the physical tire models corresponding to the CDTire / RT_b1_br1-CDTire / RT_bn_br1 tire models, i.e., CDTire / 3D_b1_br1-CDTire / 3D_bn_br1, for simulation calculations to obtain the corresponding key durability (average value of pseudo-damage in the Z-axis of the four wheel centers), ride comfort (average value of the maximum absolute value of positive and negative acceleration of the driver's seat in the Z-axis), and road noise (root mean square of sound pressure level in the full frequency band of the driver's outer ear) analysis indicators.

[0051] S9: Using the carcass ply stiffness, belt ply stiffness, cover ply stiffness, and crown stiffness in the CDTire / 3D model as design variables, a discrete design domain is established based on the actual values ​​of the stiffness of each ply in the CDTire / 3D_b1_br1–CDTire / 3D_bn_br1 models. Around the CDTire / 3D_b1_br1–CDTire / 3D_bn_br1 models, a Design of Experiments (DOE) method is used to extract P (P≥15) virtual tire sample points within the defined discrete domain, establishing n virtual tire libraries, i.e.:

[0052] Virtual tire library 1: CDTire / 3D_b1_br1_d1 - CDTire / 3D_b1_br1_dp, Virtual tire library 2: CDTire / 3D_b2_br1_d1 - CDTire / 3D_b2_br1_dp, ... Virtual tire library n: CDTire / 3D_bn_br1_d1 - CDTire / 3D_bn_br1_dp.

[0053] S10: Collect the CDTire / 3D models from each virtual tire library, i.e.:

[0054] Virtual tire library 1: CDTire / 3D_b1_br1_d1-CDTire / 3D_b1_br1_dp, Virtual tire library 2: CDTire / 3D_b2_br1_d1-CDTire / 3D_b2_br1_dp, ... Virtual tire library n: CDTire / 3D_bn_br1_d1-CDTire / 3D_bn_br1_dp, are imported into CDTire / PI software to calculate and obtain the longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral slip stiffness, and pure longitudinal slip simulation curve of each virtual tire sample CDTire / 3D model.

[0055] S11: Based on the longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral stiffness, and pure longitudinal slip simulation curves of each virtual tire sample, tire parameters are identified in the realtime module of CDTire / PI software by comparing the error and trend of the fitted curves with the simulation curves. This yields the RT model corresponding to each CDTire / 3D model sample in each virtual tire library, i.e.:

[0056] Virtual tire library 1: CDTire / RT_b1_br1_d1 - CDTire / RT_b1_br1_dp, Virtual tire library 2: CDTire / RT_b2_br1_d1 - CDTire / RT_b2_br1_dp, ... Virtual tire library n: CDTire / RT_bn_br1_d1 - CDTire / RT_bn_br1_dp.

[0057] S12: Based on the simulation model of the overall vehicle durability, ride comfort and road noise of SUV, each CDTire / 3D tire model in the virtual tire library is assembled for simulation calculation to obtain the average value of the pseudo damage in the Z direction of the four wheel centers, the average value of the maximum absolute value of the positive and negative acceleration of the driver's seat in the Z direction, and the root mean square value of the sound pressure level of the driver's outer ear in the full frequency band.

[0058] Based on the SUV vehicle handling stability simulation model, simulation calculations were performed using CDTire / RT tire models from the virtual tire library to obtain key handling stability analysis indicators such as yaw rate gain and understeer.

[0059] S13: As shown in equation (1), with the goal of minimizing the overall vehicle road noise index, and with the overall vehicle handling stability, ride comfort, and durability indices being better than those obtained in S6 and S8 as design constraints, a discrete variable optimization mathematical model for the comprehensive improvement of SUV overall performance is established using each virtual tire library as the design domain. The optimal tire model in each virtual tire library is then obtained by solving the model. The discrete variable optimization mathematical model is as follows:

[0060]

[0061] In the formula, the superscript i represents the i-th virtual tire library, N, V, F and H are the root mean square of the sound pressure level of the driver's external ear across the entire frequency band, the average of the maximum absolute values ​​of the positive and negative accelerations of the driver's seat along the Z-axis, the average value of the pseudo-damage of the four wheel centers in the Z-axis and the key handling stability index, respectively, α and β are the V and F values ​​obtained from the whole vehicle simulation in S8, μ is the H value corresponding to the optimal tire in S7 in S6, ε is a custom value used to limit the allowable variation range of the H value, and x is each CDTire / 3D tire sample in the virtual tire library.

[0062] S14: Assemble the CDTire / RT models corresponding to the n CDTire / 3D models obtained in S13 with the SUV multibody dynamics model, such as... Figure 4 The input is fed into the vehicle driving simulator to conduct driver-in-the-loop simulations of handling stability, such as slope steering, sinusoidal steering, and pulse steering. The optimal tire model is selected based on the driver's subjective evaluation, which is the final tire matching scheme for the SUV. Prototype tire manufacturing is carried out based on the final design scheme of the alternative tire.

[0063] The above description is only a preferred embodiment of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A multi-level, vehicle-multidisciplinary performance-oriented virtual tire development method, characterized in that, include: S1: Define the range of tire and rim specifications and models based on the overall design of the vehicle product and the tire motion envelope size. Select n tires from the existing physical tire library that meet the above specifications and models and come from different manufacturers and different models as the design reference tires, n≥2. S2: Obtain the cross-section of each reference tire to create a geometric model, measure the mass and moment of inertia of the reference tire, conduct static, steady-state and dynamic external characteristic tests of the reference tire under different tire pressure / vehicle speed / load / camber angle conditions, and inversely calculate the tire parameters by comparing the simulation and test curves to establish the physical tire model of each reference tire. S3: Based on the deformation function of the physical tire modeling software, under the condition of meeting the tire and rim specifications in S1, stretch / scale each reference tire and its corresponding rim size to deform it, and build a set of extended tire physical tire models around each reference tire to form n virtual tire families. S4: Based on physical tire modeling software, calculate and obtain the static, steady-state and dynamic external characteristic simulation curves corresponding to the physical tire models of extended tires in each virtual tire family; S5: Based on the external characteristic test curves of each reference tire and the external characteristic simulation curves of each extended tire physical tire model, establish real-time simulation tire models corresponding to the reference tires and extended tires in each virtual tire family in the real-time simulation module of the physical tire modeling software. S6: Establish the vehicle multibody dynamics model and handling stability analysis conditions for the developed model, assemble the real-time simulation tire models corresponding to the base tire and extended tire in each virtual tire family, perform simulation calculations, and obtain the corresponding handling stability analysis indicators. S7: Select one real-time simulation tire model with the best overall vehicle handling stability analysis index from each virtual tire family, and select a total of n real-time simulation tire models. S8: Based on the multi-body dynamics model of the developed vehicle, establish the simulation conditions for durability and ride comfort, establish the acoustic-structure coupling model and road noise simulation conditions of the developed vehicle, assemble the physical tire models corresponding to the optimal real-time simulation tire models for simulation calculation, and obtain the corresponding analysis indicators for durability, ride comfort and road noise. S9: Using the key physical parameters of each layer of the tire in the physical tire model as design variables, a discrete design domain is established based on the actual values ​​of the physical parameters of each layer in the optimal tire models of each family obtained in S7. The Design of Experiments (DOE) method is used to extract design variable sample points in the discrete domain. Based on the optimal tire models of each family obtained in S7, one virtual tire library is generated for each family, for a total of n virtual tire libraries. S10: Based on physical tire modeling software, calculate and obtain the static, steady-state and dynamic external characteristic simulation curves corresponding to the physical tire models in each virtual tire library; S11: Based on the external characteristic simulation curves obtained in S10, in the real-time simulation module of the physical tire modeling software, establish the real-time simulation tire model corresponding to each physical tire model in each virtual tire library, and update the virtual tire library. S12: Based on the vehicle durability, ride comfort, and road noise simulation models of the developed vehicle model, assemble the physical tire models in each virtual tire library for simulation calculations to obtain the corresponding durability, ride comfort, and road noise analysis indicators; based on the vehicle handling stability simulation model of the developed vehicle model, assemble the real-time simulation tire models in each virtual tire library for simulation calculations to obtain the corresponding handling stability analysis indicators. S13: With minimizing the overall vehicle road noise index as the design objective, and the overall vehicle handling stability, smoothness, and durability index being better than the results obtained in S6 and S8 as design constraints, each virtual tire library is the design domain, a discrete variable optimization mathematical model is established, and the optimal tire model in each virtual tire library is obtained by solving the model, resulting in a total of n physical tire models. S14: Assemble the real-time simulation tire models corresponding to the n physical tire models obtained in S13 with the vehicle multibody dynamics model, input them into the vehicle driving simulator, carry out driver-in-the-loop simulation of handling and stability, select the best tire model through the driver's subjective evaluation, which is the candidate tire final design scheme, and carry out prototype tire manufacturing based on the candidate tire final design scheme.

2. The multi-level tire virtual development method oriented towards multi-disciplinary vehicle performance according to claim 1, characterized in that, In step S2, the static, steady-state and dynamic external characteristic tests of the reference tire include tests of tire longitudinal stiffness, lateral stiffness, radial stiffness, static torsional stiffness, dynamic lateral slip stiffness, pure longitudinal slip, bump impact stiffness and tire indentation.

3. The multi-level tire virtual development method based on multi-disciplinary performance orientation for vehicles according to claim 1, characterized in that, In steps S3, S4, S5, S10, and S11, the physical tire modeling software is CDTire / PI software. In step S8, durability and ride comfort simulation conditions are established based on Adams / Car software, and acoustic-structure interaction model and road noise simulation conditions are established based on Hyperworks / NVHD software.

4. The multi-level tire virtual development method based on multi-disciplinary performance orientation for vehicles according to claim 1, characterized in that, In step S4, the static, steady-state, and dynamic external characteristic simulation curves corresponding to the extended tire physical tire model in each virtual tire family include the simulation curves of tire longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral slip stiffness, and pure longitudinal slip.

5. The multi-level tire virtual development method oriented towards multi-disciplinary vehicle performance according to claim 1, characterized in that, In step S5, the external characteristic test curves of each reference tire include the longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral stiffness, and pure longitudinal slip test curves of each reference tire.

6. The multi-level tire virtual development method oriented towards multi-disciplinary vehicle performance according to claim 3, characterized in that, In step S6, the handling stability analysis conditions include slope steering, sinusoidal steering, and pulse steering.

7. The multi-level tire virtual development method based on multi-disciplinary performance orientation for vehicles according to claim 1, characterized in that, In steps S6, S7, and S12, the handling stability analysis indicators include yaw rate gain / understeer.

8. The multi-level tire virtual development method based on multi-disciplinary performance orientation for vehicles according to claim 1, characterized in that, In step S8, the durability analysis index includes the average value of the pseudo-damage in the Z-direction of the four wheel centers, the ride comfort analysis index includes the average value of the maximum absolute value of the positive and negative acceleration of the driver's seat in the Z-axis, and the road noise analysis index includes the root mean square of the sound pressure level of the driver's outer ear across the entire frequency band.

9. The multi-level tire virtual development method based on multi-disciplinary performance orientation for vehicles according to claim 1, characterized in that, In step S10, the static, steady-state and dynamic external characteristic simulation curves corresponding to the physical tire models in each virtual tire library include the simulation curves of tire longitudinal stiffness, lateral stiffness, radial stiffness, dynamic lateral slip stiffness and pure longitudinal slip.

10. The multi-level tire virtual development method based on multi-disciplinary performance orientation for vehicles according to claim 4, characterized in that, In step S13, with minimizing the overall vehicle road noise as the design objective, and ensuring that the overall vehicle handling stability, ride comfort, and durability are superior to the results obtained in S6 and S8 as design constraints, and with each virtual tire library as the design domain, a discrete variable optimization mathematical model is established and solved to obtain the optimal tire model in each virtual tire library. The discrete variable optimization mathematical model is as follows: ； In the formula, the superscript i Representing the i A virtual tire warehouse, N , V , F and H These are the root mean square of the full-frequency sound pressure level of the driver's outer ear and the driver's seat. Z Mean of maximum absolute value of positive and negative acceleration of the axis, and the center of the four wheels. Z To the average value of spurious damage and operational stability indicators, α , β These are the results obtained from the whole vehicle simulation in step S8. V and F value, μ The optimal real-time simulation tire model in step S7 corresponds to the one in step S6. H value, This is a custom value used to limit... H The allowed range of values, where x represents each CDTire / 3D tire sample in the virtual tire library.

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