A tire force transmission rate finite element simulation method, system and program product

Abstract

The present invention relates to the technical field of tire simulation design, and in particular to a finite element simulation method, system and program product for tire force transfer rate. The present invention establishes an axisymmetric finite element model including a tire, a rim, internal air and an additional deformable object, defines material properties and contact pairs, and generates a three-dimensional tire model in combination with inflation simulation. Air units with displacement degrees of freedom and adaptive meshing technology are used. By dynamically switching the contact pair relationship, the tire fitting, inflation and loading processes under different working conditions are simulated, and the tire force transfer rate is analyzed in a steady-state dynamics manner, and the acceleration frequency response function and force transfer rate curve of the tread and the rim center are calculated. The present invention greatly improves the analysis efficiency and shortens the simulation time by 80%, while maintaining high-precision simulation results. It is suitable for force transfer rate evaluation of tires with multiple air pressures and specifications, and has a wide range of application value.

Description

Technical Field

[0001] The present invention relates to the technical field of tire simulation design, and in particular to a tire force transmission rate finite element simulation method, system and program product. Background Art

[0002] As the key part of the car in direct contact with the road, tires are not only responsible for transmitting the vehicle's driving force, braking force and steering force, but also have a vital impact on the vehicle's noise, vibration and harshness (NVH) performance. Tires with good force transmission rate are not easily affected by road excitation and can effectively isolate the vibration caused by road excitation to the vehicle's suspension system, thereby significantly improving the vehicle's NVH performance and bringing drivers a more comfortable and smooth driving experience.

[0003] Given the importance of tire force transfer rate, automobile manufacturers have regarded it as a key topic in the field of research and development. In recent years, with the rapid advancement of finite element technology, finite element simulation has been widely used in tire design evaluation. However, in the field of tire force transfer rate characteristics evaluation, experimental methods still dominate. For example, the patent applied by our company (publication number: CN116086834A, publication date: 2023-05-09) discloses that by fixing a mass block at the center of the rim and arranging an accelerometer on the mass block, the rim center frequency response is obtained, two accelerometers are arranged on the tread, the average radial force transfer is calculated, and the test conditions are controlled, so that the radial force transfer characteristics of the tire rim assembly can be measured more accurately, the test accuracy can be improved, and the stability and reliability of the test can be improved. However, this simulation method is relatively backward and lacks a mature and widely recognized solution.

[0004] The current simulation calculation of tire force transfer rate has encountered a significant challenge: it is usually limited to building a separate simulation model for a specific air pressure condition, and it is difficult to achieve efficient and comprehensive simulation calculations across multiple air pressure and multiple working conditions. In order to comprehensively evaluate the tire force transfer rate under different air pressure conditions, researchers have to build multiple models separately, which is not only time-consuming, but also greatly limits the breadth and depth of simulation analysis.

[0005] The core reason for this limitation is that in current simulation technology, the air unit is limited to only have acoustic freedom, but lacks the necessary displacement freedom. This setting makes the tire particularly inadequate in complex large deformation situations such as the fitting process with the rim, or the tire inflation and loading process. In these processes, the tire gradually expands from the initial state to the inflated state (such as Figure 1 ), the volume of the air inside (i.e. the cavity volume) will change significantly, and the specific rate of change of the cavity volume (generally 3%~15%) depends on the design of the tire and the inflation pressure applied).

[0006] And due to the lack of displacement freedom, air cells are prone to mesh distortion when simulating these changes (such as Figure 2 ), which not only affects the accuracy of the simulation, but also often leads to non-convergence of the calculation process, further increasing the difficulty and time cost of the simulation analysis. Therefore, in order to overcome this limitation, it is necessary to develop a finite element simulation method for the force transmission rate of a variable cavity volume tire, which is also of great significance for improving the tire finite element simulation evaluation method. Summary of the invention

[0007] In order to solve the above technical problems, the present invention proposes a finite element simulation method for the force transmission rate of a tire with a variable cavity volume. This method can not only realize comprehensive simulation under different air pressure conditions, but also overcome the grid distortion problem of existing air units under large deformation scenarios, thereby improving the accuracy and efficiency of finite element simulation and providing more comprehensive and reliable technical support for tire design and optimization.

[0008] In order to achieve the above-mentioned purpose, the present invention adopts the following technical solutions:

[0009] A finite element simulation method for tire force transmission rate with variable cavity volume comprises the following steps:

[0010] 1) Construct an axisymmetric finite element simulation model of a tire with a cavity

[0011] 1.1) Establish an axisymmetric finite element model including the tire, rim, air inside the tire, and additional deformable objects;

[0012] 1.2) Define the material properties of the tire, additional deformable objects, rims, and air;

[0013] 1.3) Define the contact pairs CP-A1 and CP-A2 between the tire and the rim and their friction coefficients, and the contact pair CP-B between the tire and the additional deformable object and its friction coefficient;

[0014] 1.4) Bind the tire internal air unit to the tire and additional deformable unit, and set adaptive meshing for the air unit;

[0015] 2) Inflation simulation of an axisymmetric tire model with a cavity

[0016] 2.1) Release the contact pair CP-A2 between the tire and the rim, leaving only the contact pairs CP-A1 and CP-B in effect, and fit the tire into the rim;

[0017] 2.2) Inflate the model at the specified working pressure;

[0018] 2.3) After inflation is completed, the contact pairs CP-A1 and CP-B are released, leaving only the contact pair CP-A2;

[0019] 3) Convert the axisymmetric inflation model into a 3D tire model

[0020] Based on the inflation simulation results, the two-dimensional axisymmetric model is swept 360° along the circumferential direction to obtain a three-dimensional tire simulation model;

[0021] 4) Analyze tire force transmission rate

[0022] 4.1) Based on the 3D model, set the frequency solution range and apply excitation to the rim reference point;

[0023] 4.2) Obtain the acceleration frequency response function value FRF of the tire tread T and the acceleration frequency response function value FRF of the rim center O ;

[0024] 4.3) Calculate tire force transmission rate T f :

[0025] .

[0026] Preferably, the rubber material model of the tire includes a hyperelastic material model and a viscoelastic material model, and the material hardness M100 value of the additional deformable object is 1 / 10 or lower than the M100 value of the tire rubber material.

[0027] Preferably, the contact pairs CP-A1 and CP-A2 represent different contact surfaces between the tire and the simple rigid rim, respectively, and the contact pair CP-B represents the contact surface between the tire and the additional deformable object. The contact surface positions are set as follows:

[0028] The first contact surface is from the parting surface between the mold and the side plate to the tire head, from point A to point C;

[0029] The second contact surface ranges from point A to point E;

[0030] The third contact surface is from point D to point E;

[0031] Point A: the parting surface between the mold and the side panel;

[0032] Point B: the unit node closest to the lateral intersection of the center point of the wire ring and the outer contour of the tire;

[0033] Point C: the unit node closest to the vertical intersection of the center point of the wire ring and the outer contour of the tire;

[0034] Point D: A unit node along the direction from point C to point E and adjacent to point C;

[0035] Point E: Tire head point.

[0036] Preferably, the unit node positions of the air inside the tire may be consistent with or different from the unit node positions of the tire, and the sizes of the air unit and the tire contact area may be consistent with or different.

[0037] Preferably, during the inflation analysis of the three-dimensional tire model, the rim type may be selected from a rigid commercial rim, a deformable commercial rim, a rigid test rim or a deformable test rim.

[0038] Preferably, the tire steady-state dynamics analysis includes a direct solution of steady-state dynamics, a modal-based steady-state dynamics or a subspace-based steady-state dynamics analysis method.

[0039] Furthermore, the present invention also provides a finite element simulation system for tire force transmission rate with variable cavity volume, which implements the method described, including:

[0040] Modeling module, used to build axisymmetric finite element models of tires, rims, air and additional deformable objects;

[0041] Material definition module, used to define the material properties of each component in the model;

[0042] Contact definition module, used to set the contact pairs CP-A1, CP-A2 and CP-B and their friction coefficients;

[0043] Inflation module, used to simulate the tire inflation process and dynamically adjust the interaction relationship between contact pairs;

[0044] A 3D modeling module for converting a 2D axisymmetric model into a 3D tire model;

[0045] The force transfer rate analysis module is used to calculate the frequency response function of the tire tread and the rim center and obtain the tire force transfer rate.

[0046] Preferably, the inflation module reduces mesh distortion and improves analytical stability through adaptive meshing based on the cavity volume dynamically updated by the model;

[0047] And / or, the three-dimensional modeling module realizes the construction of the three-dimensional tire model by sweeping the two-dimensional model along the circumferential direction, and supports setting geometric parameters of different rim types;

[0048] And / or, the force transmission rate analysis module includes:

[0049] An excitation unit, used for applying excitation to a rim reference point;

[0050] A frequency response calculation unit, used to obtain the frequency response function of the tire tread and the rim center;

[0051] The force transmission rate calculation unit is used to calculate the force transmission rate curve and output the simulation results.

[0052] Furthermore, the present invention also provides a computer-readable storage medium having a computer program or instruction stored thereon, and the method is implemented when the computer program or instruction is executed by a processor.

[0053] Furthermore, the present invention also provides a computer program product, comprising a computer program or instructions, which implement the method when executed by a processor.

[0054] The present invention adopts the above technical solution and proposes a finite element simulation method for tire force transmission rate with variable cavity volume. This method can not only realize comprehensive simulation under different air pressure conditions, but also overcome the grid distortion problem of existing air units under large deformation scenarios, thereby improving the accuracy and efficiency of finite element simulation and providing more comprehensive and reliable technical support for tire design and optimization. It has the following significant technical effects:

[0055] 1. Supporting efficient simulation of multiple air pressure conditions: This invention avoids the cumbersome steps of establishing multiple simulation models for each air pressure condition in the traditional method by constructing a unified finite element model that can adapt to different air pressure conditions, thus greatly reducing the construction time of the simulation model. The experimental results show that the simulation time is shortened by 80% compared with the traditional method, which greatly improves the modeling efficiency.

[0056] 2. Solve the problem of air unit grid distortion and improve simulation accuracy and stability: The present invention adopts air units with displacement freedom in the simulation model. Through adaptive grid division technology, the grid distortion problem caused by the change of tire cavity volume is effectively avoided, thereby improving the simulation accuracy and calculation convergence in large deformation scenarios, and ensuring the stability and reliability of the simulation results.

[0057] 3. Simplify the complex geometric modeling process: By performing inflation simulation on the basis of a two-dimensional axisymmetric finite element model and sweeping the two-dimensional model 360° in a circular direction to generate a three-dimensional model, the present invention greatly simplifies the workload of complex three-dimensional modeling while retaining the geometric and physical accuracy of the model.

[0058] 4. Dynamic contact pair switching improves simulation flexibility: The present invention introduces a dynamic switching strategy for multiple contact pairs (CP-A1, CP-A2, CP-B), which flexibly adjusts the contact pair action relationship at different simulation stages, making the physical behavior of the model during tire fitting, inflation and loading closer to the actual working conditions, further improving the credibility of the simulation results.

[0059] 5. Achieve high-efficiency force transmission rate analysis: Based on the three-dimensional tire model after inflation, the present invention quickly obtains the acceleration frequency response function value (FRF) of the tread and the rim center through steady-state dynamic analysis. T and FRF O ), and calculate the accurate tire force transfer rate curve. The experimental results show that this method improves the analytical efficiency while maintaining the same simulation accuracy as the traditional method.

[0060] 6. Wide application range and strong adaptability: The present invention supports a variety of tire specifications and different types of rims (rigid or deformable rims), and is suitable for simulation and evaluation of the force transfer rate of commercial tires and test tires, and can provide extensive support for tire companies and vehicle manufacturers in product design and performance optimization.

[0061] 7. Improve the efficiency of tire design and performance optimization: The present invention can quickly complete the simulation calculation of tire force transmission rate under different air pressure conditions, provide a reliable basis for tire material selection, structural optimization and NVH performance improvement, and help shorten the product development cycle.

[0062] In summary, the present invention significantly improves the efficiency and applicability of tire force transfer rate simulation while ensuring analytical accuracy, and provides an efficient, accurate and universal technical means for tire design and performance evaluation, which has important practical application value. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 Tire condition changes;

[0064] Figure 2 The air cell experiences grid distortion;

[0065] Figure 3 Axisymmetric finite element analytical model of tire, rim, cavity and attached deformable objects;

[0066] Figure 4 Schematic diagram of contact pair field division;

[0067] Figure 5 Commercial rims and test rims;

[0068] Figure 6 The simulation results of the force transmission rate of the embodiment of the present invention with specification 235 / 45ZR18. DETAILED DESCRIPTION

[0069] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0070] The present invention proposes a finite element simulation method for tire force transmission rate with variable cavity volume, which can not only realize comprehensive simulation under different air pressure conditions, but also overcome the mesh distortion problem of existing air units under large deformation scenarios, thereby improving the accuracy and efficiency of finite element simulation and providing more comprehensive and reliable technical support for tire design and optimization. Specifically, it includes the following steps:

[0071] First analytical step: Constructing an axisymmetric finite element simulation model of a tire with a cavity

[0072] 1) Create an axisymmetric finite element model: Create a unit model that includes the tire, rim, air inside the tire (i.e., cavity), and any additional deformable objects ( Figure 3 ), and select the appropriate axisymmetric element type;

[0073] 2) Define material properties: For the axisymmetric finite element analytical model of the tire (rubber and frame) and the attached deformable object, define the rubber material model, material property values ​​and density; for the tire-frame, define the reinforcement structure, material property values ​​and density; for the air, define the air material model and material property values;

[0074] 3) Define simple rigid rim;

[0075] 4) Define the contact pairs CP-A1 (indicating local contact pairs) and CP-A2 (indicating all contact pairs) and their friction coefficients for the tire and the rigid simple rim, and define the contact pair CP-B and its friction coefficient for the tire and the additional deformable object;

[0076] 5) Bind the air inside the tire to the tire and the additional deformable object;

[0077] 6) Establish adaptive meshing for tire air;

[0078] Second analysis step: Inflation analysis of the axisymmetric model of the tire with cavity

[0079] 7) Release the contact CP-A2 of the tire rim (i.e., only the contact pair CP-A1 and the contact pair CP-B are effective), fit the tire into the rim, and inflate it to the specified operating pressure;

[0080] 8) Release the contact CP-B between the additional deformation object and the tire, release the contact CP-A1 between the tire and the rim, and increase the contact CP-A2 between the tire and the rim (only the contact CP-A2 works);

[0081] The third analysis step: tire 3D model inflation analysis

[0082] 9) Based on the inflation simulation result 8), the simulation model after inflation is swept 360 degrees along the circumferential direction to obtain a three-dimensional tire simulation model, and the three-dimensional tire inflation state is analyzed using a finite element program;

[0083] Fourth analysis step: tire force transmission rate analysis

[0084] 10) Set the frequency solution range and output to stimulate the tire;

[0085] 11) Conduct steady-state dynamic analysis of tires;

[0086] 12) Output the acceleration frequency response function value FRF of the response point T The acceleration frequency response function FRF of the excitation point o ;

[0087] 13) Calculate the transfer characteristics of the tire-rim assembly (tire force transfer rate) T f ;

[0088]

[0089] Furthermore, the finite element analytical model of the hollow cavity in step 1) can be based on a commercial rim or a test rim ( Figure 5 ) Internal curves can also be established according to other required shapes.

[0090] Furthermore, the position of the air unit node inside the tire in step 1) may be the same as or different from the position of the tire or additional deformable object unit node; that is, the size of the contact area between the air and the tire (or additional deformable object unit node) may be consistent or inconsistent.

[0091] Furthermore, in the step 2), the tire-rubber material model includes a hyperelastic material model and a viscoelastic material model, the M100 value of the additional deformable object should be at least 1 / 10 or lower than the M100 value of the tire rubber material, and the tire-skeleton includes tire reinforcement structures such as the cap band, belt, carcass, and bead cover.

[0092] Furthermore, the density of the tire-rubber material and tire-frame in step 2) can be set with reference to the invention patent of our company "A tire modal simulation method, device and program based on calculation of equivalent density of rubber material".

[0093] Furthermore, in step 3), the rigid simple rim reference point may be set at the center of the tire.

[0094] Furthermore, in step 4), the contact pair CP-A1 represents the contact between the first contact surface and the simple rigid rim, CP-A2 represents the contact between the second contact surface and the simple rigid rim, and the contact pair CP-B represents the contact between the third contact surface and the additional deformable object. The first, second, and third contact surfaces are set as follows:

[0095] From the parting surface between the tire mold and the side panel (point A) to the tire head (point D), a total of 3 contact surfaces are set (such as Figure 4 ), the first contact surface is the range from point A through point B to point C, the second contact surface is the range from point A through points B, C, D and point E, and the third contact surface is the contact surface area from point D to point E.

[0096] Point A: the parting surface between the mold and the side panel;

[0097] Point B: the unit node closest to the lateral intersection of the center point of the wire ring and the outer contour of the tire;

[0098] Point C: the unit node closest to the vertical intersection of the center point of the wire ring and the outer contour of the tire;

[0099] Point D: A unit node along the direction from point C to point E and adjacent to point C;

[0100] Point E: Tire head point.

[0101] Furthermore, in step 9), the three-dimensional tire model inflation analysis is performed, and the rigid simple rim can be replaced with a commercial rim (a rigid or deformable type can be selected) or a test rim (again, a rigid or deformable type can also be selected).

[0102] Further, step 11) performs tire steady-state dynamics analysis, which may be solved directly or by modal-based or subspace-based steady-state dynamics.

[0103] Through the above steps, the present invention can quickly complete the finite element simulation calculation of the tire force transmission rate under different air pressures (i.e., the cavity volume is variable), providing a more comprehensive and reliable basis for tire design and performance evaluation.

[0104] Taking 235 / 45ZR18 as an example, the implementation steps of the present invention are described in detail below:

[0105] First analytical step: Constructing an axisymmetric finite element simulation model of a tire with a cavity

[0106] According to the tire material distribution map and rim profile, an axisymmetric finite element analytical model of the tire, rim, tire internal air (cavity) and additional deformable objects is established (such as Figure 3); The tire-rubber compound and tire-skeleton densities are set according to the company's invention patent "A tire modal simulation method, device and program based on rubber material equivalent density calculation", and the remaining material parameters are set according to actual measurements; a deformable rim model is established based on the commercial rim model and material properties are defined; air material properties are defined; contact pairs CP-A1 and CP-A2 and their friction coefficients are defined for the tire and the rigid simple rim, and contact pairs CP-B and their friction coefficients are defined for the tire and the additional deformable object; the air inside the tire is bound to the tire and the additional deformable object, and adaptive meshing is established for the tire air.

[0107] Second analysis step: Inflation analysis of the axisymmetric model of the tire with cavity

[0108] Release the contact pair CP-A2 of the tire rim (only the contact pair CP-A1 and the contact pair CP-B are effective), fit the tire into the rim, and inflate it to the specified operating pressure (the inflation pressure this time is P=220kPa); after the inflation is completed, change the effective contact pair so that only CP-A2 is effective.

[0109] The third analysis step: tire 3D model inflation analysis

[0110] On the basis of the inflation simulation results completed in the second step, the inflated two-dimensional simulation model is swept 360° along the circumferential direction to obtain a three-dimensional tire simulation model. The rim reference points are all fixed, the air pressure is 220 kPa, and the finite element program is used to analyze the three-dimensional tire inflation state;

[0111] Fourth analysis step: tire force transmission rate analysis

[0112] The tire model is analyzed using the analytical results of the third step, and then the rim reference point is excited to obtain the acceleration frequency response function value FRF of the tire tread. T and the acceleration frequency response function value FRF of the rim center o , and then the tire force transmission rate curve is obtained by calculation. The simulation results are as follows Figure 6 shown.

[0113] Implementation effect:

[0114] (1) Example of analytical efficiency

[0115]

[0116] (2) Example of analytical accuracy

[0117]

[0118] The above effects indicate that the new force transmission rate simulation method using a variable cavity volume in the present invention not only ensures the analytical accuracy, but also shortens the model analysis time (80%), which illustrates the effectiveness of the present invention.

[0119] The above is a description of the embodiments of the present invention. Through the above description of the disclosed embodiments, professionals and technicians in the field can implement or use the present invention. Various modifications to these embodiments will be apparent to professionals and technicians 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 these embodiments shown in this article, but will conform to the widest range consistent with the principles and novelties disclosed herein.

Claims

1. A finite element simulation method for tire force transmission rate with variable cavity volume, characterized in that: The following steps are involved: 1) Construct an axisymmetric finite element simulation model of a tire with a cavity 1.1) Establish an axisymmetric finite element model including the tire, rim, air inside the tire, and additional deformable objects; 1.2) Define the material properties of the tire, additional deformable objects, rims, and air; 1.3) Define the contact pairs CP-A1 and CP-A2 between the tire and the rim and their friction coefficients, and the contact pair CP-B between the tire and the additional deformable object and its friction coefficient; the contact pair CP-A1 represents the contact between the first contact surface and the simple rigid rim, CP-A2 represents the contact between the second contact surface and the simple rigid rim, and the contact pair CP-B represents the contact between the third contact surface and the additional deformable object; the first contact surface is from the parting surface between the mold and the side panel to the tire head, from point A to point C; the second contact surface is from point A to point E; the third contact surface is from point D to point E; Point A: the parting surface between the mold and the side panel; Point B: the unit node closest to the lateral intersection of the center point of the wire ring and the outer contour of the tire; Point C: the unit node closest to the vertical intersection of the center point of the wire ring and the outer contour of the tire; Point D: A unit node along the direction from point C to point E and adjacent to point C; Point E: tire head point; 1.4) Bind the tire internal air unit to the tire and additional deformable unit, and set adaptive meshing for the air unit; 2) Inflation simulation of an axisymmetric tire model with a cavity 2.1) Release the contact pair CP-A2 between the tire and the rim, leaving only the contact pairs CP-A1 and CP-B in effect, and fit the tire into the rim; 2.2) Inflate the model at the specified working pressure; 2.3) After inflation is completed, the contact pairs CP-A1 and CP-B are released, leaving only the contact pair CP-A2; 3) Convert the axisymmetric inflation model into a 3D tire model Based on the inflation simulation results, the two-dimensional axisymmetric model is swept 360° along the circumferential direction to obtain a three-dimensional tire simulation model; 4) Analyze tire force transmission rate 4.1) Based on the 3D model, set the frequency solution range and apply excitation to the rim reference point; 4.2) Perform steady-state tire dynamics analysis to obtain the acceleration frequency response function (FRF) of the tire tread T and the acceleration frequency response function FRF of the rim center O ; 4.3) Calculate tire force transmission rate : 。 2. The method according to claim 1, characterized in that The rubber material model of the tire includes a hyperelastic material model and a viscoelastic material model, and the material hardness M100 value of the additional deformable object is 1 / 10 or lower than the M100 value of the tire rubber material.

3. The method according to claim 1, characterized in that The unit node positions of the air inside the tire are consistent with or different from the unit node positions of the tire, and the sizes of the air unit and the tire contact area are consistent with or different.

4. The method according to claim 1, characterized in that: During the inflation analysis of the three-dimensional tire model, the rim type can be selected from a rigid commercial rim, a deformable commercial rim, a rigid test rim or a deformable test rim.

5. The method according to claim 1, characterized in that The tire steady-state dynamics analysis includes a direct solution steady-state dynamics, a modal-based steady-state dynamics or a subspace-based steady-state dynamics analysis method.

6. A finite element simulation system for tire force transmission rate with variable cavity volume, characterized in that: The system implements the method described in any one of claims 1 to 5, including: Modeling module, used to build axisymmetric finite element models of tires, rims, air and additional deformable objects; Material definition module, used to define the material properties of each component in the model; Contact definition module, used to set the contact pairs CP-A1, CP-A2 and CP-B and their friction coefficients; Inflation module, used to simulate the tire inflation process and dynamically adjust the interaction relationship between contact pairs; A 3D modeling module for converting a 2D axisymmetric model into a 3D tire model; The force transfer rate analysis module is used to calculate the frequency response function of the tire tread and the rim center and obtain the tire force transfer rate.

7. The system according to claim 6, characterized in that The inflation module reduces mesh distortion and improves analytical stability through adaptive meshing based on the cavity volume dynamically updated by the model; And / or, the three-dimensional modeling module realizes the construction of the three-dimensional tire model by sweeping the two-dimensional model along the circumferential direction, and supports setting geometric parameters of different rim types; And / or, the force transmission rate analysis module includes: An excitation unit, used for applying excitation to a rim reference point; A frequency response calculation unit, used to obtain the frequency response function of the tire tread and the rim center; The force transmission rate calculation unit is used to calculate the force transmission rate curve and output the simulation results.

8. 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 5 is implemented.

9. 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 5 is implemented.

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