Tire sidewall mouth shape method for improving tire cornering rigidity

Abstract

The invention provides a method for improving a tire sidewall mouth shape of tire cornering rigidity, and belongs to the technical field of tires. According to the sidewall mouth shape method for improving the cornering rigidity of the tire, the inner side of a sidewall is coated with sidewall rubber, then the sidewall rubber is bonded to rim rubber on a rim to form a rim rubber and sidewall rubber overlapping position, and the rim rubber and sidewall rubber overlapping position is designed in a tooth-shaped meshing mode. Proportional constraint is carried out on the length size of each part of the sidewall, a tooth-shaped meshing design is adopted in the overlapping position of sidewall rubber and rim rubber, an India transition area is optimized, different proportional length parameters can be selected according to vehicle performance positioning, and then the performance of the whole vehicle is achieved. The shapes and sizes of rubber materials at different positions of a tire sidewall are optimally designed according to a certain proportion, and a novel tooth-shaped meshing design is adopted at the overlapped part of sidewall rubber and rim rubber. And the tire cornering rigidity can be improved while the tire comfort is guaranteed, the problems of insufficient lateral support and the like during vehicle turning are effectively solved, and the control performance is improved.

Description

Technical Field

[0001] The present application relates to the field of tires, and in particular to a method for improving the sidewall profile of a tire with respect to cornering stiffness. Background Art

[0002] Tires are circular elastic rubber products that roll on the ground and are installed on various vehicles or machines. They are usually installed on metal rims, can support the vehicle body, buffer external impacts, achieve contact with the road surface and ensure the driving performance of the vehicle. Tires are often used under complex and harsh conditions. They are subjected to various deformations, loads, forces, and high and low temperature effects when driving, so they must have high load-bearing performance, traction performance, and buffering performance. At the same time, they are also required to have high wear resistance and flex resistance, as well as low rolling resistance and heat generation.

[0003] In the prior art, the ratio of the sidewall and the wheel rim during bonding is not selected according to different vehicle performances, which results in a low tire cornering sensitivity, insufficient lateral support when the tire is turning, and poor tire handling performance. Summary of the invention

[0004] In order to make up for the above shortcomings, the present application provides a method for improving the sidewall mouth shape of the tire cornering stiffness, aiming to improve the ratio of the sidewall and the wheel rim during bonding without making different selections according to different vehicle performances, thereby making the tire's cornering sensitivity lower, resulting in insufficient lateral support for the tire when turning, which in turn leads to the problem of poor tire handling performance.

[0005] The embodiment of the present application provides a method for improving the sidewall profile of a tire with respect to cornering stiffness, including the following formula:

[0006] in,

[0007] W: total width of sidewall;

[0008] SDW: Maximum width of sidewall rubber;

[0009] SHW: shoulder pad rubber maximum position width;

[0010] SRFW: Maximum width of rim rubber. SRFW is divided into SRF-a, SRF-c, and SRF-d.

[0011] SRF-a: The overlap position between the rim rubber and the sidewall rubber;

[0012] SRF-c: lower sidewall rim protection width;

[0013] SRF-d: The width of the lower sidewall covering the outer side of the bead flange.

[0014] In a specific embodiment, the sidewall mouth profile is produced in the following manner:

[0015] Apply sidewall glue on the inner side of the sidewall, apply rim glue on the rim, and then adhere the sidewall glue to the rim to form an overlapping position of the rim glue and the sidewall glue, and the overlapping position of the rim glue and the sidewall glue is designed to be toothed.

[0016] In a specific embodiment, the tire cornering stiffness test includes the following steps:

[0017] Step 1: Test the tire on the tire six-component force test bench;

[0018] Step 2: Prepare the tire for cornering stiffness test and perform cornering stiffness test;

[0019] Step 3: Collect data for the tire cornering stiffness test according to the set sampling frequency;

[0020] Step 4: The cornering stiffness test collects multiple periodic data, draws a lateral force-slip angle curve based on the periodic data, performs curve fitting on it, and takes the first-order coefficient as the first cornering stiffness value;

[0021] Step 5: Use mean square error to perform data analysis, evaluate the differences in the multiple first cornering stiffness values ​​obtained in multiple cycles, and optimize them to ensure that the data results fluctuate within a reasonable range. Otherwise, re-prepare for the cornering stiffness test and re-test the cornering stiffness.

[0022] Step 6: Obtain output cornering characteristic test data through cornering characteristic test preparation and cornering characteristic test, and thereby obtain a second cornering stiffness value and a return stiffness value;

[0023] Step 7: Perform model identification on model parameters according to the output sideslip angle characteristic test data;

[0024] Step 8: Correct the model identification by the first cornering stiffness.

[0025] In a specific implementation scheme, cornering characteristic test data is outputted through cornering characteristic test preparation and cornering characteristic test, and thereby a second cornering stiffness value and a return stiffness value are obtained, including: setting a cornering stiffness test procedure, determining tire pressure, load and roll angle parameters required for the test; giving a triangular wave loading according to a required cornering angle range; collecting data for the cornering characteristic test at a set sampling frequency, and obtaining data curves of lateral force, return moment and cornering angle under different loads; outputting cornering characteristic test data, and calculating tire lateral force and return moment curves of cornering angles under different loads, selecting data within the range of ±1deg of the cornering angle, performing curve fitting on the data, and taking the linear coefficient as the second cornering stiffness value and the return stiffness value.

[0026] In a specific implementation scheme, based on the output side slip characteristic test data, check whether the side slip angle loading curve and the control curve overlap. If they do not overlap, adjust the PID parameters to re-perform side slip characteristic test preparation and side slip characteristic test, wherein PID is a test bench control parameter.

[0027] In a specific implementation scheme, model identification is performed on model parameters according to the output side slip angle characteristic test data, including a model identification formula. Using the MF6.2 tire model, the model identification formula is as follows:

[0028] Fy=Fyo(α,γ,Fz);

[0029] Fy0=D y sin[C y arctan{B y α y -E y (B y α y -arctan(B y α y ))}]+S vy ;

[0030] Where Fy is the lateral force, Fyo is the lateral force function, α and αy are the slip angles, γ is the roll angle, Fz is the vertical load, By, Cy, Dy and Ey are model parameters, which are stiffness factor, shape factor, peak factor and curvature factor respectively, and Svy is the vertical offset parameter.

[0031] In a specific implementation scheme, the first cornering stiffness data is substituted into the model identification formula for correction, and the model identification formula is derived to obtain the following formula:

[0032] F'y0=Dys i n'[Cyarctan{Byαy-Ey(Byαy-arctan(Byαy))}]*Cyarctan'{Byαy-Ey(Byαy-arctan(Byαy))}*By(1-Ey(1-arctan'(Byαy))).

[0033] In a specific implementation scheme, when the slip angle is zero, the slope of the curve at the slip angle of zero can be obtained by substituting it into the derivative curve, that is, the cornering stiffness, which is expressed as follows: Ky = ByCyDy The model uses the magic formula to express the numerical calculation formula of the cornering stiffness: Ky = Ky0(1-pky3|γy|)γ3;

[0034]

[0035] The λKy parameter is obtained by identifying the calculated cornering stiffness; where Ky is the cornering stiffness function expression, Ky0 is the cornering stiffness factor when the roll angle is 0, γy is the actual roll angle, γ3 is the roll angle scaling factor, Pky1 represents the influence factor of the maximum cornering stiffness, ppy1 represents the change factor of the maximum cornering stiffness with tire pressure, Fz0 represents the rated load, dpi is the infinitesimal element of the tire pressure, Fz is the actual load, Pky2 is the influence factor of the cornering stiffness with load change, ppy2 is the influence factor of the cornering stiffness relative to tire pressure with load change, λFz0 is the vertical load scaling factor, and λKy is the cornering stiffness scaling factor.

[0036] In a specific implementation scheme, the preparation for the cornering stiffness test and the cornering stiffness test also include: setting the cornering stiffness test procedure, determining the tire pressure, load and roll angle parameters required for the test, and providing a triangular wave loading according to the cornering angle range required for the test; repeating the forward / reverse test N times, and after the test, if the tire temperature fluctuates by more than 10°C, readjusting the tire temperature to the set temperature.

[0037] In a specific implementation scheme, a test run program is set, that is, the tire runs from a low speed to a high speed for T1 minute under a rated load, and then performs a reciprocating motion at a small side slip angle for T2 minutes to ensure uniform heating of the tire and eliminate internal stress of the tire; a small load and a small speed are applied to cool the tire until the tread temperature reaches the set temperature.

[0038] Beneficial effect: The present application provides a method for improving the sidewall shape of the tire's cornering stiffness. The present invention mainly imposes proportional constraints on the length dimensions of each part of the sidewall, and adopts a toothed bite design at the overlapping position of the sidewall rubber and the rim rubber, optimizes the India transition area, and can select different proportional length parameters according to the vehicle performance positioning, thereby achieving the performance of the entire vehicle. By optimizing the shape and size of the rubber at different positions on the tire sidewall according to a certain ratio, a new toothed bite design is adopted at the overlapping position of the sidewall rubber and the rim rubber. While ensuring the comfort of the tire, the cornering stiffness of the tire can be improved, effectively improving problems such as insufficient lateral support when the vehicle turns, and improving the handling performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the implementation methods of the present application, the drawings required for use in the implementation methods will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0040] Figure 1 It is a schematic diagram of the structure of a method for improving the tire sidewall mouth shape provided by an embodiment of the present application; DETAILED DESCRIPTION

[0041] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0042] See also Figure 1 , the present application provides a method for improving the sidewall mouth shape of a tire with respect to cornering stiffness, comprising the following formula:

[0043] in,

[0044] W: total width of sidewall;

[0045] SDW: Maximum width of sidewall rubber;

[0046] SHW: shoulder pad rubber maximum position width;

[0047] SRFW: Maximum width of rim rubber. SRFW is divided into SRF-a, SRF-c, and SRF-d.

[0048] SRF-a: The overlap position between the rim rubber and the sidewall rubber;

[0049] SRF-c: lower sidewall rim protection width;

[0050] SRF-d: The width of the lower sidewall covering the outer side of the bead rim. Among them, the length dimensions of each part of the sidewall are mainly constrained in proportion, and the overlapping position of the sidewall rubber and the rim rubber adopts a toothed bite design to optimize the Indian transition area. Different proportional length parameters can be selected according to the vehicle performance positioning, thereby achieving the performance of the entire vehicle. By optimizing the shape and size of the rubber at different positions on the tire sidewall according to a certain proportion, a new toothed bite design is adopted at the overlapping position of the sidewall rubber and the rim rubber. While ensuring the comfort of the tire, the tire's lateral stiffness can be improved, effectively improving problems such as insufficient lateral support when the vehicle turns, and improving handling performance.

[0051] In a specific embodiment, the sidewall mouth profile is produced in the following manner:

[0052] Apply sidewall glue on the inner side of the sidewall, apply rim glue on the rim, and then adhere the sidewall glue to the rim to form an overlapping position of the rim glue and the sidewall glue, and the overlapping position of the rim glue and the sidewall glue is designed to be toothed.

[0053] In a specific embodiment, the tire cornering stiffness test includes the following steps:

[0054] Step 1: Test the tire on the tire six-component force test bench;

[0055] Step 2: Prepare the tire for cornering stiffness test and perform cornering stiffness test;

[0056] Step 3: Collect data for the tire cornering stiffness test according to the set sampling frequency;

[0057] Step 4: The cornering stiffness test collects multiple periodic data, draws a lateral force-slip angle curve based on the periodic data, performs curve fitting on it, and takes the first-order coefficient as the first cornering stiffness value;

[0058] Step 5: Use mean square error to perform data analysis, evaluate the differences in the multiple first cornering stiffness values ​​obtained in multiple cycles, and optimize them to ensure that the data results fluctuate within a reasonable range. Otherwise, re-prepare for the cornering stiffness test and re-test the cornering stiffness.

[0059] Step 6: Obtain output cornering characteristic test data through cornering characteristic test preparation and cornering characteristic test, and thereby obtain a second cornering stiffness value and a return stiffness value;

[0060] Step 7: Perform model identification on model parameters according to the output sideslip angle characteristic test data;

[0061] Step 8: Correct the model identification by the first cornering stiffness.

[0062] In a specific implementation scheme, cornering characteristic test data is outputted through cornering characteristic test preparation and cornering characteristic test, and thereby a second cornering stiffness value and a return stiffness value are obtained, including: setting a cornering stiffness test procedure, determining tire pressure, load and roll angle parameters required for the test; giving a triangular wave loading according to a required cornering angle range; collecting data for the cornering characteristic test at a set sampling frequency, and obtaining data curves of lateral force, return moment and cornering angle under different loads; outputting cornering characteristic test data, and calculating tire lateral force and return moment curves of cornering angles under different loads, selecting data within the range of ±1deg of the cornering angle, performing curve fitting on the data, and taking the linear coefficient as the second cornering stiffness value and the return stiffness value.

[0063] In a specific implementation scheme, based on the output side slip characteristic test data, it is checked whether the side slip angle loading curve and the control curve coincide with each other. If they do not coincide, the PID parameters are adjusted to re-perform side slip characteristic test preparation and side slip characteristic test, wherein the PID is a test bench control parameter.

[0064] In a specific implementation scheme, model identification is performed on model parameters according to the output side slip angle characteristic test data, including a model identification formula. Using the MF6.2 tire model, the model identification formula is as follows:

[0065] Fy=Fyo(α,γ,Fz);

[0066] Fy0=Dys in[Cyarctan{Byαy-Ey(Byαy-arctan(Byαy))}]+Svy;

[0067] Where Fy is the lateral force, Fyo is the lateral force function, α and αy are the slip angles, γ is the roll angle, Fz is the vertical load, By, Cy, Dy and Ey are model parameters, which are stiffness factor, shape factor, peak factor and curvature factor respectively, and Svy is the vertical offset parameter.

[0068] In a specific implementation scheme, the first cornering stiffness data is substituted into the model identification formula for correction, and the model identification formula is derived to obtain the following formula:

[0069] F'y0=Dys i n'[Cyarctan{Byαy-Ey(Byαy-arctan(Byαy))}]*Cyarctan'{Byαy-Ey(Byαy-arctan(Byαy))}*By(1-Ey(1-arctan'(Byαy))).

[0070] In a specific implementation scheme, when the slip angle is zero, the slope of the curve at the slip angle of zero can be obtained by substituting it into the derivative curve, that is, the cornering stiffness, which is expressed as follows: Ky = ByCyDy The model uses the magic formula to express the numerical calculation formula of the cornering stiffness: Ky = Ky0(1-pky3|γy|)γ3;

[0071]

[0072] The λKy parameter is obtained by identifying the calculated cornering stiffness; where Ky is the cornering stiffness function expression, Ky0 is the cornering stiffness factor with a roll angle of 0, γy is the actual roll angle, γ3 is the roll angle scaling factor, Pky1 represents the influence factor of the maximum cornering stiffness, ppy1 represents the change factor of the maximum cornering stiffness with tire pressure, Fz0 represents the rated load, dpi is the microelement of tire pressure, Fz is the actual load, Pky2 is the influence factor of the cornering stiffness with load, ppy2 is the influence factor of the cornering stiffness relative to tire pressure with load, λFz0 is the vertical load scaling factor, and λKy is the cornering stiffness scaling factor. The corrected model identification parameter file is output as a result to the whole vehicle simulation for the whole vehicle simulation with small lateral acceleration.

[0073] In a specific implementation scheme, the preparation for the cornering stiffness test and the cornering stiffness test also include: setting the cornering stiffness test procedure, determining the tire pressure, load and roll angle parameters required for the test, and providing a triangular wave loading according to the cornering angle range required for the test; repeating the forward / reverse test N times, and after the test, if the tire temperature fluctuates by more than 10°C, readjusting the tire temperature to the set temperature.

[0074] In a specific implementation, a test run procedure is set, that is, the tire runs from a low speed to a high speed under a rated load for T1 minute, and then performs a reciprocating motion at a small side slip angle for T2 minutes to ensure uniform heating of the tire and eliminate internal stress of the tire; a small load and a small speed are applied to cool the tire until the tread temperature reaches a set temperature. Before testing the tire on the high-speed six-component tire test bench, it also includes: adjusting the tire pressure of the tire to the required tire pressure for the test, eliminating the internal stress of the tire, and making the temperature of the tire reach the set temperature.

[0075] The working principle of the method of improving the sidewall profile of the tire cornering stiffness is as follows:

[0076] The present invention mainly imposes proportional constraints on the length dimensions of each part of the sidewall, and adopts a toothed bite design at the overlap position of the sidewall rubber and the rim rubber, optimizes the India transition area, and can select different proportional length parameters according to the vehicle performance positioning, thereby achieving the performance of the entire vehicle. By optimizing the shape and size of the rubber material at different positions on the tire sidewall according to a certain proportion, a new toothed bite design is adopted at the overlap position of the sidewall rubber and the rim rubber. While ensuring the comfort of the tire, the tire's lateral stiffness can be improved, effectively improving problems such as insufficient lateral support when the vehicle turns, and improving the handling performance.

[0077] The above description is only an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

Claims

1. A method for improving the sidewall profile of a tire with respect to cornering stiffness, characterized in that: include The following formula: in, W: total width of sidewall; SDW: Maximum width of sidewall rubber; SHW: shoulder pad rubber maximum position width; SRFW: Maximum width of rim rubber. SRFW is divided into SRF-a, SRF-c, and SRF-d. SRF-a: The overlap position between the rim rubber and the sidewall rubber; SRF-c: lower sidewall rim protection width; SRF-d: The width of the lower sidewall covering the outer side of the bead flange.

2. A method for improving the sidewall profile of a tire according to claim 1, characterized in that: The specific production method of the sidewall mouth is as follows: Apply sidewall glue on the inner side of the sidewall, apply rim glue on the rim, and then adhere the sidewall glue to the rim to form an overlapping position of the rim glue and the sidewall glue, and the overlapping position of the rim glue and the sidewall glue is designed to be toothed.

3. A method for improving the sidewall profile of a tire according to claim 1, characterized in that: The tire cornering stiffness test includes the following steps: Step 1: Test the tire on the tire six-component force test bench; Step 2: Prepare the tire for cornering stiffness test and perform cornering stiffness test; Step 3: Collect data for the tire cornering stiffness test according to the set sampling frequency; Step 4: The cornering stiffness test collects multiple periodic data, draws a lateral force-side slip angle curve based on the periodic data, performs curve fitting on it, and takes the first-order coefficient as the first cornering stiffness value; Step 5: Use mean square error to perform data analysis, evaluate the differences in the multiple first cornering stiffness values ​​obtained in multiple cycles, and optimize them to ensure that the data results fluctuate within a reasonable range. Otherwise, re-prepare for the cornering stiffness test and re-test the cornering stiffness. Step 6: Obtain output cornering characteristic test data through cornering characteristic test preparation and cornering characteristic test, and thereby obtain a second cornering stiffness value and a return stiffness value; Step 7: Perform model identification on model parameters according to the output sideslip angle characteristic test data; Step 8: Correct the model identification by the first cornering stiffness.

4. A method for improving the sidewall profile of a tire according to claim 3, characterized in that: Through the cornering characteristic test preparation and cornering characteristic test, the output cornering characteristic test data is obtained, and the second cornering stiffness value and the return stiffness value are obtained therefrom, including: setting the cornering stiffness test program, determining the tire pressure, load and roll angle parameters required for the test; giving a triangular wave loading according to the required slip angle range; collecting data for the cornering characteristic test according to the set sampling frequency, and obtaining data curves of the lateral force, return moment and slip angle under different loads; outputting the cornering characteristic test data, and calculating the tire lateral force and return moment curves of the slip angles under different loads, selecting the data within the slip angle range of ±1deg, performing curve fitting on the data, and taking the linear term coefficient as the second cornering stiffness value and the return stiffness value.

5. A method for improving the sidewall profile of a tire according to claim 4, characterized in that: According to the output slip characteristic test data, check whether the slip angle loading curve and the control curve coincide with each other. If they do not coincide, adjust the PID parameters and re-prepare for the slip characteristic test and the slip characteristic test. PID is the test bench control parameter.

6. A method for improving the sidewall profile of a tire according to claim 3, characterized in that: According to the output side slip angle characteristic test data, the model parameters are identified, including the model identification formula. Using the MF6.2 tire model, the model identification formula is as follows: Fy=Fyo(α,γ,Fz); Fy0=Dysin[Cyarctan{Byαy-Ey(Byαy-arctan(Byαy))}]+Svy; Where Fy is the lateral force, Fyo is the lateral force function, α and αy are the slip angles, γ is the roll angle, Fz is the vertical load, By, Cy, Dy and Ey are model parameters, which are stiffness factor, shape factor, peak factor and curvature factor respectively, and Svy is the vertical offset parameter.

7. A method for improving the sidewall profile of a tire according to claim 6, characterized in that: Substitute the first lateral stiffness data into the model identification formula for correction, and then derive the model identification formula to obtain the following formula: F'y0=Dysin'[Cyarctan{Byαy-Ey(Byαy-arctan(Byαy))}]*Cyarctan'{Byαy-Ey(Byαy-arctan(Byαy))}*By(1-Ey(1-arctan'(Byαy))).

8. A method for improving the sidewall profile of a tire according to claim 7, characterized in that: When the slip angle is zero, the slope of the curve at the slip angle of zero can be obtained by substituting it into the derivative curve, that is, the cornering stiffness, which is expressed as follows: Ky = ByCyDy. The model uses the magic formula to express the numerical calculation formula of the cornering stiffness: Ky = Ky0 (1-pky3|γy|)γ3; The λKy parameter is obtained by identifying the calculated cornering stiffness; where Ky is the cornering stiffness function expression, Ky0 is the cornering stiffness factor when the roll angle is 0, γy is the actual roll angle, γ3 is the roll angle scaling factor, Pky1 represents the influence factor of the maximum cornering stiffness, ppy1 represents the change factor of the maximum cornering stiffness with tire pressure, Fz0 represents the rated load, dpi is the infinitesimal element of the tire pressure, Fz is the actual load, Pky2 is the influence factor of the cornering stiffness with load change, ppy2 is the influence factor of the cornering stiffness relative to tire pressure with load change, λFz0 is the vertical load scaling factor, and λKy is the cornering stiffness scaling factor.

9. A method for improving the sidewall profile of a tire according to claim 3, characterized in that: Preparation for the cornering stiffness test and the cornering stiffness test also include: setting the cornering stiffness test procedure, determining the tire pressure, load and roll angle parameters required for the test, and applying a triangular wave load according to the slip angle range required for the test; repeating the forward / reverse test N times. After the test, if the tire temperature fluctuates by more than 10°C, readjust the tire temperature to the set temperature.

10. A method for improving the sidewall profile of a tire according to claim 9, characterized in that: Set up a test run procedure, i.e. the tire runs from low speed to high speed for T1 minute under rated load, followed by T2 minutes of reciprocating motion at a small slip angle to ensure uniform heating of the tire and eliminate internal stress of the tire; Apply a small load and slow speed to cool the tire until the tread temperature reaches the set temperature.

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