Tire slippage determination method and device and nonvolatile storage medium

Abstract

The invention discloses a tire slippage determination method and device and a nonvolatile storage medium. The method comprises the steps that contact parameters corresponding to each node in a plurality of nodes in a three-dimensional model are obtained, the three-dimensional model comprises a tire and a rim in a vehicle, the nodes are contact points in a contact area of the tire and the rim, and the contact parameters at least comprise contact pressure, contact area and radial coordinates; determining friction torque between the tire and the rim according to the contact parameters; determining a driving torque transmitted to the tires by an engine of the vehicle; and comparing the friction torque with the driving torque, and determining whether slippage occurs between the tire and the rim or not according to a comparison result. According to the method and the device, the technical problems of relatively low efficiency and relatively high cost of determining the friction torque between the tire and the rim due to the fact that the friction torque between the tire and the rim cannot be determined in a modeling manner in related technologies are solved.

Description

Technical Field

[0001] The present application relates to the technical field of tire computer simulation, and in particular, to a method and device for determining tire slip, and a non-volatile storage medium. Background Art

[0002] With the rapid development of domestic electric vehicles, domestic large aircraft and other means of transportation, it is necessary for domestic tires to adapt to domestic development and improve the comprehensive performance and brand competitiveness of domestic tires. Electric vehicles are heavier than traditional fuel vehicles and have faster instantaneous acceleration and deceleration, while domestic large aircraft are heavy and will also have large instantaneous acceleration and deceleration during takeoff and landing.

[0003] Under heavy loads and large instantaneous impacts, the tire and rim may slip relative to each other along the circumferential direction due to insufficient friction. Once the tire and rim slip, frictional heat will be generated, further leading to early damage to the tire and affecting personal safety.

[0004] The related tire-rim slip evaluation technology is only measured through actual vehicle testing methods. Actual vehicle testing can only be performed after the tire is produced, and the friction torque between the tire and the rim cannot be determined through modeling.

[0005] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0006] The embodiments of the present application provide a method and device for determining tire slip, and a non-volatile storage medium, so as to at least solve the technical problem of low efficiency and high cost in determining the friction torque between the tire and the rim due to the inability of related technologies to determine the friction torque between the tire and the rim by modeling.

[0007] According to one aspect of an embodiment of the present application, a method for determining tire slip is provided, comprising: obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model, wherein the three-dimensional model comprises: a tire and a rim in a vehicle, the nodes are contact points in a contact area between the tire and the rim, and the contact parameters comprise at least: contact pressure, contact area, and radial coordinates; determining the friction torque between the tire and the rim based on the contact parameters; determining the driving torque transmitted to the tire by the engine of the vehicle; comparing the friction torque with the driving torque, and determining whether slip occurs between the tire and the rim based on the comparison result.

[0008] Optionally, the friction torque between the tire and the rim is determined based on the contact parameters, including: multiplying the contact pressure, contact area and radial coordinate corresponding to each node to obtain a first calculation result corresponding to each node; summing the first calculation result corresponding to each node to obtain a second calculation result; multiplying the second calculation result and the preset friction coefficient between the tire and the rim to obtain the friction torque.

[0009] Optionally, the preset friction coefficient ranges from 0.075 to 0.125, or from 0.675 to 0.725.

[0010] Optionally, in the case where the driving torque transmitted to the tire by the engine of the vehicle cannot be determined, the method further includes: obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to the first carcass design scheme, determining a first maximum contact pressure corresponding to the first carcass design scheme in the contact parameters corresponding to each node, and determining a first friction torque corresponding to the first carcass design scheme, wherein the first carcass design scheme is a first preset distance between the bead of the tire and the inner edge of the rim; obtaining contact parameters corresponding to each of a plurality of nodes in the three-dimensional model corresponding to the second carcass design scheme, and determining a first maximum contact pressure corresponding to the first carcass design scheme in the contact parameters corresponding to each node. The method comprises the following steps: determining a second maximum contact pressure corresponding to the second carcass design scheme from the contact parameters, and determining a second friction torque corresponding to the second carcass design scheme, wherein the second carcass design scheme is that there is a second preset distance between the bead of the tire and the inner edge of the rim, and the angle of the bead is 0 degrees; obtaining contact parameters corresponding to each of a plurality of nodes in the three-dimensional model corresponding to the third carcass design scheme, determining a third maximum contact pressure corresponding to the third carcass design scheme from the contact parameters corresponding to each node, and determining a third friction torque corresponding to the third carcass design scheme, wherein the third carcass design scheme is that the bead of the tire and the inner edge of the rim and a second preset distance between the bead and the inner edge of the rim, and the angle of the bead is a first angle, which is greater than 0 degrees; obtaining contact parameters corresponding to each of the multiple nodes in the three-dimensional model corresponding to the fourth carcass design scheme, determining a fourth maximum contact pressure corresponding to the fourth carcass design scheme in the contact parameters corresponding to each node, and determining a fourth friction torque corresponding to the fourth carcass design scheme, wherein the fourth carcass design scheme is that there is a second preset distance between the bead of the tire and the inner edge of the rim, and the angle of the bead is a second angle, which is greater than the first angle; obtaining each of the multiple nodes in the three-dimensional model corresponding to the fifth carcass design scheme contact parameters corresponding to the nodes, determining the fifth maximum contact pressure corresponding to the fifth carcass design scheme in the contact parameters corresponding to each node, and determining the fifth friction torque corresponding to the fifth carcass design scheme, wherein the fifth carcass design scheme is that there is a second preset distance between the tire bead and the inner edge of the rim, and the angle of the bead is a third angle, and the third angle is greater than the second angle; determining a target carcass design scheme in which the maximum contact pressure is less than the first preset threshold value and the friction torque is greater than the second preset threshold value in the first carcass design scheme, the second carcass design scheme, the third carcass design scheme, the fourth carcass design scheme, and the fifth carcass design scheme.

[0011] Optionally, the contact parameters corresponding to each of the multiple nodes in the three-dimensional model are obtained, including: determining a two-dimensional model including the tire and the rim based on the tire structure distribution diagram and the rim outer contour, and performing assembly and inflation simulation processing on the two-dimensional model to obtain a processed two-dimensional model; rotating the processed two-dimensional model 360 degrees circumferentially along a preset rotation axis of the tire to obtain a three-dimensional model; and performing driving and braking simulation on the three-dimensional model to obtain the contact parameters corresponding to each node.

[0012] Optionally, determining the driving torque transmitted from the vehicle's engine to the tire includes: obtaining the vehicle's engine torque, transmission ratio, reducer ratio, and mechanical efficiency of the transmission system; determining the driving torque transmitted from the engine to the tire based on the engine torque, transmission ratio, reducer ratio, and mechanical efficiency of the transmission system.

[0013] Optionally, determining whether slip occurs between the tire and the rim based on the comparison result includes: determining that slip occurs between the tire and the rim when the friction torque is less than the driving torque; and determining that no slip occurs between the tire and the rim when the friction torque is greater than the driving torque.

[0014] According to another aspect of the embodiment of the present application, a device for determining tire slip is also provided, including: an acquisition module, used to obtain contact parameters corresponding to each of a plurality of nodes in a three-dimensional model, wherein the three-dimensional model includes: tires and rims in a vehicle, the nodes are contact points in the contact area between the tire and the rim, and the contact parameters include at least: contact pressure, contact area, and radial coordinates; a first determination module, used to determine the friction torque between the tire and the rim based on the contact parameters; a second determination module, used to determine the driving torque transmitted to the tire by the vehicle's engine; and a third determination module, used to compare the friction torque with the driving torque, and determine whether slip occurs between the tire and the rim based on the comparison result.

[0015] According to another aspect of the embodiments of the present application, a non-volatile storage medium is provided, the storage medium including a stored program, wherein when the program is executed, the device where the storage medium is located is controlled to execute the above tire slip determination method.

[0016] According to another aspect of the embodiments of the present application, there is further provided an electronic device, including: a memory and a processor, wherein the processor is configured to run a program stored in the memory, wherein the above tire slip determination method is executed when the program is run.

[0017] According to yet another aspect of the embodiments of the present application, a computer program is further provided, wherein when the computer program is executed by a processor, the above tire slip determination method is implemented.

[0018] According to another aspect of the embodiment of the present application, a computer program product is provided, which includes a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the above tire slip determination method is implemented.

[0019] In an embodiment of the present application, a method is adopted to obtain contact parameters corresponding to each of multiple nodes in a three-dimensional model, wherein the three-dimensional model includes: a tire and a rim in a vehicle, a node is a contact point in the contact area between the tire and the rim, and the contact parameters include at least: contact pressure, contact area, and radial coordinates; based on the contact parameters, the friction torque between the tire and the rim is determined; the driving torque transmitted to the tire by the engine of the vehicle is determined; the friction torque is compared with the driving torque, and based on the comparison result, it is determined whether slippage occurs between the tire and the rim. The purpose of determining the friction torque between the tire and the rim by modeling is achieved, thereby achieving the technical effect of improving the efficiency of determining the friction torque between the tire and the rim, and reducing the cost of determining the friction torque between the tire and the rim, thereby solving the technical problem of low efficiency and high cost in determining the friction torque between the tire and the rim due to the inability of related technologies to determine the friction torque between the tire and the rim by modeling. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0021] Figure 1 is a flow chart of a method for determining tire slip according to an embodiment of the present application;

[0022] Figure 2 is a schematic diagram of a three-dimensional model according to an embodiment of the present application;

[0023] Figure 3 is a schematic diagram of a node set according to an embodiment of the present application;

[0024] Figure 4 is a schematic diagram comparing the maximum contact pressure and friction torque results of different schemes according to an embodiment of the present application;

[0025] Figure 5 is a structural diagram of a device for determining tire slip according to an embodiment of the present application;

[0026] Figure 6 It is a hardware structure block diagram of a computer terminal according to a method for determining tire slip according to an embodiment of the present application. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0029] According to an embodiment of the present application, a method embodiment of a method for determining tire slip is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0030] Figure 1 is a flow chart of a method for determining tire slip according to an embodiment of the present application, such as Figure 1 As shown, the method comprises the following steps:

[0031] Step S102, obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model, wherein the three-dimensional model includes: a tire and a rim in a vehicle, a node is a contact point in a contact area between the tire and the rim, and the contact parameters include at least: contact pressure, contact area, and radial coordinates.

[0032] The above three-dimensional model is as follows Figure 2As shown, it can be understood that in the simulation evaluation method of tire-rim slip, nodes refer to discrete points in the contact area between the tire and the rim in the finite element analysis model. These points are assigned specific coordinates and physical properties in the simulation software, such as elastic modulus, Poisson's ratio, density, etc., to simulate the material properties of the actual tire and rim. In the finite element model of the tire, the contact surface between the tire and the rim is subdivided into many small units, and the vertex of each unit is a node.

[0033] The three-dimensional model includes a node set, among which selecting nodes in the contact area between the tire and the rim to establish a node set is one of the key steps in the simulation evaluation method. The purpose of this step is to accurately track the contact state between the tire and the rim under different load and motion conditions, including information such as contact pressure, contact area, and radial coordinates of each node. In specific implementation, the area in contact with the rim can be selected in the right half of the tire model, and the nodes in the area can be selected through the software to form a node set, such as Figure 3 shown.

[0034] Contact pressure (CPRESS) is the pressure per unit area on the contact surface between the tire and the rim. When the tire and rim are assembled or in working condition, a contact area will be formed between the tire and the rim due to the influence of the internal air pressure of the tire, the tire structure and the rim shape. In this area, the pressing effect of the tire material on the rim generates contact pressure. The size of the contact pressure directly affects the friction between the tire and the rim, thereby affecting the load-bearing capacity and driving stability of the tire. The contact area (CNAREA) is the size of the surface area where the tire and the rim are actually in contact. When the tire is inflated and loaded, the area in contact with the rim will change according to the changes in the internal pressure of the tire and the external load. The size of the contact area also has an important influence on the friction between the tire and the rim. The larger the contact area, the greater the friction that can be theoretically borne, and the better the stability and safety of the tire. The radial coordinate (Z_COORD) is the coordinate value from the center of the tire to its outer surface in the tire's coordinate system. When analyzing the contact state between the tire and the rim, the radial coordinate refers to the position of the contact point between the tire and the rim in the radial direction of the tire. The radial coordinates can be used to determine the specific position of the contact point in the radial direction of the tire, which is very important for analyzing the tire stress state, contact pressure distribution, and predicting the deformation and slip of the tire under different loads.

[0035] Step S104, determining the friction torque between the tire and the rim according to the contact parameters.

[0036] The friction torque between the tire and the rim is an important parameter for evaluating the ability of the tire to resist relative slip after being installed on the rim. It directly affects whether circumferential slip will occur between the tire and the rim when the tire is subjected to the driving torque transmitted by the vehicle or aircraft. The magnitude of the friction torque depends on several key factors, including: 1. Contact pressure: The pressure on the contact surface between the tire and the rim, which is usually formed during the tire inflation and installation process. The greater the contact pressure, the greater the friction torque. 2. Contact area: The size of the contact surface between the tire and the rim. A large contact area means more friction points, thereby increasing the friction torque. 3. Radial coordinates: The position of the contact point in the radial direction of the tire affects the distribution of contact pressure and contact area. 4. The friction coefficient between the tire and the rim: This is a reflection of the material properties. Different materials and surface treatments (such as the use of lubricants) will change the magnitude of the friction coefficient.

[0037] Specifically, step S104 can be implemented by the following method: for the i-th node, perform a product operation on its contact pressure Pi, contact area Si, and radial coordinate Zi, where i is a positive integer not greater than N, and N is the number of nodes. Sum the product operation results of each node, and finally multiply the summation result by the friction coefficient u between the tire and the rim to record it as the friction torque M, and the formula is as follows:

[0038]

[0039] Step S106, determining the driving torque transmitted from the vehicle's engine to the tires.

[0040] As some optional embodiments of the present application, step S106 can be implemented by the following method: obtaining the vehicle's engine torque, transmission ratio, reducer ratio, and mechanical efficiency of the transmission system; determining the driving torque transmitted from the engine to the tire based on the engine torque, transmission ratio, reducer ratio, and mechanical efficiency of the transmission system.

[0041] Step S108, comparing the friction torque with the driving torque, and determining whether slippage occurs between the tire and the rim based on the comparison result.

[0042] Specifically, when the friction torque is less than the driving torque, it is determined that slippage occurs between the tire and the rim; when the friction torque is greater than the driving torque, it is determined that no slippage occurs between the tire and the rim. It is understandable that when the driving torque received by the tire exceeds the friction torque that can be provided between the tire and the rim, relative slippage will occur at the contact point between the tire and the rim, that is, the tire slips circumferentially relative to the rim. When the friction torque is greater than the driving torque, there is enough friction between the tire and the rim to prevent relative slippage, and the tire can stably rotate with the rim without the tire sliding relative to the rim. This means that the tire's grip and stability are guaranteed, which is crucial to the driving safety of vehicles or aircraft.

[0043] Related tire-rim slip evaluations mostly rely on actual vehicle testing, which is not only costly but also limited by site and time. Using the simulation evaluation method provided in this application, rapid testing and evaluation can be performed in a virtual environment, greatly reducing the testing cost. By accurately obtaining the contact parameters (contact pressure, contact area, radial coordinates) of each node in the contact area between the tire and the rim, the friction torque between the tire and the rim can be accurately calculated. This predictive capability enables designers to identify design defects that may cause tire-rim slip in the early stages of tire design, so as to make timely optimization adjustments, prevent slippage between the tire and the rim in actual use, and improve the safety and reliability of the tire.

[0044] The following Figure 1 The steps shown are exemplary and explanatory.

[0045] According to some optional embodiments of the present application, determining the friction torque between the tire and the rim based on the contact parameters can be achieved by the following method: multiplying the contact pressure, contact area and radial coordinate corresponding to each node to obtain a first calculation result corresponding to each node; summing the first calculation results corresponding to each node to obtain a second calculation result; multiplying the second calculation result and the preset friction coefficient between the tire and the rim to obtain the friction torque.

[0046] Specifically, first, for each node where the tire contacts the rim, the contact pressure (CPRESS), contact area (CNAREA) and radial coordinate (Z_COORD) of the node are multiplied. This product calculation reflects the mechanical state of a node in the tire-rim contact area, including the pressure borne by the node, the contact area and the information of the node in the radial position of the tire. By multiplying these physical quantities, a numerical value can be obtained, which is defined as the first calculation result corresponding to the node. Secondly, after obtaining the first calculation result of each node, the first calculation results of all nodes are summed to obtain a total value, namely the second calculation result. This value integrates the mechanical state information of all nodes in the tire-rim contact area and reflects the overall contact mechanical characteristics between the tire and the rim. Finally, the second calculation result is multiplied by the preset friction coefficient between the tire and the rim to obtain the friction torque. The friction torque is a measure of the tire's ability to resist slippage relative to the rim. It directly determines whether the tire will slip under heavy load and large instantaneous impact, affecting the performance and safety of the tire.

[0047] Preferably, the preset friction coefficient ranges from 0.075 to 0.125, or from 0.675 to 0.725.

[0048] The preset friction coefficient directly affects the accuracy and reliability of the tire-rim slip simulation evaluation method. The setting of the friction coefficient should be based on the characteristics of the tire and rim materials, as well as the lubrication conditions during the actual assembly process. In different application scenarios, the value of the friction coefficient will also be different. The two preset value ranges are 0.075 to 0.125 and 0.675 to 0.725, respectively. These two ranges correspond to two different tire assembly conditions and use environments: 1. Low friction coefficient range (0.075 to 0.125): The friction coefficient in this range is low, simulating the situation where lubricant is applied during tire assembly and the lubricant is not completely dry. Under this condition, the friction between the tire and the rim is small, and slip is prone to occur, especially under high load and large instantaneous acceleration and deceleration conditions. Therefore, by setting a low friction coefficient range, the ability of the tire to resist slip under lubricated conditions can be evaluated. 2. High friction coefficient range (0.675 to 0.725): The friction coefficient in this range is high, simulating the situation where there is no lubrication between the rim and the tire or the lubricant has completely dried. Under this condition, the friction between the tire and the rim is greater, which can better resist slippage, but may increase assembly difficulty or cause additional damage during assembly. By setting a high friction coefficient range, the ability of the tire to resist slippage under non-lubricated conditions and the rationality of the tire structure under such conditions can be evaluated.

[0049] In specific implementations, the range of the preset friction coefficient can be adjusted according to actual needs to more accurately reflect the performance of the tire under different conditions. When comparing different tire design schemes, the friction coefficients within these two ranges can be used for simulation to comprehensively evaluate the anti-slip performance of the tire under different lubrication conditions.

[0050] According to some other optional embodiments of the present application, when the driving torque transmitted from the engine of the vehicle to the tire cannot be determined, the following steps may be further performed:

[0051] Obtain contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a first carcass design, determine a first maximum contact pressure corresponding to the first carcass design in the contact parameters corresponding to each node, and determine a first friction torque corresponding to the first carcass design, wherein the first carcass design is a first preset distance between the tire bead and the inner edge of the rim; obtain contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a second carcass design, determine a second maximum contact pressure corresponding to the second carcass design in the contact parameters corresponding to each node, and determine a second friction torque corresponding to the second carcass design, wherein the second carcass design is a first preset distance between the tire bead and the inner edge of the rim. there is a second preset distance between the bead of the tire and the inner edge of the rim, and the angle of the bead is 0 degrees; obtaining contact parameters corresponding to each of the multiple nodes in the three-dimensional model corresponding to the third carcass design scheme, determining a third maximum contact pressure corresponding to the third carcass design scheme in the contact parameters corresponding to each node, and determining a third friction torque corresponding to the third carcass design scheme, wherein the third carcass design scheme is that there is a second preset distance between the bead of the tire and the inner edge of the rim, and the angle of the bead is a first angle, and the first angle is greater than 0 degrees; obtaining contact parameters corresponding to each of the multiple nodes in the three-dimensional model corresponding to the fourth carcass design scheme, determining a fourth maximum contact pressure corresponding to the fourth carcass design scheme in the contact parameters corresponding to each node, and determining the fourth carcass design scheme. The fourth friction torque corresponding to the design scheme, wherein the fourth carcass design scheme is that there is a second preset distance between the bead of the tire and the inner edge of the rim, and the angle of the bead is a second angle, which is greater than the first angle; obtaining the contact parameters corresponding to each of the multiple nodes in the three-dimensional model corresponding to the fifth carcass design scheme, determining the fifth maximum contact pressure corresponding to the fifth carcass design scheme in the contact parameters corresponding to each node, and determining the fifth friction torque corresponding to the fifth carcass design scheme, wherein the fifth carcass design scheme is that there is a second preset distance between the bead of the tire and the inner edge of the rim, and the angle of the bead is a third angle, which is greater than the second angle; in the first carcass design scheme, the second carcass design scheme, and the third carcass design scheme, For example, in the design scheme, the fourth carcass design scheme, and the fifth carcass design scheme, the target carcass design scheme in which the maximum contact pressure is less than the first preset threshold value and the friction torque is greater than the second preset threshold value is determined. The first carcass design scheme is an initial scheme set, for example, there is a distance of 5 cm between the bead of the tire and the inner edge of the rim; the second carcass design scheme is a scheme obtained by translating the bead toward the heel direction on the basis of the first carcass design scheme, for example, there is a distance of 10 cm between the bead of the tire and the inner edge of the rim; the third carcass design scheme adjusts the bead angle from 0 degrees to 3 degrees on the basis of the second carcass design scheme; the fourth carcass design scheme adjusts the bead angle from 0 degrees to 5 degrees on the basis of the second carcass design scheme;The fifth tire body design scheme adjusts the tire bead angle from 0 degrees to 10 degrees based on the second tire body design scheme.

[0052] In summary, the specific steps for evaluating different carcass designs to identify the optimal design that can meet specific contact pressure and friction torque thresholds are as follows:

[0053] 1. According to the tire structure distribution map and rim outer contour, build a detailed two-dimensional model of the tire and rim in professional finite element simulation software (such as Abaqus).

[0054] 2. In the right half of the tire model, specifically the area where the tire bead contacts the inner edge of the rim, select a specific set of nodes to focus on.

[0055] 3. Set the inflation pressure and friction coefficient between the tire and the rim for the 2D model, and simulate the inflation and tire-rim assembly. At the same time, in preparation for the subsequent generation of the 3D model, the node numbers of the node set in the 2D result are automatically read and stored through programming.

[0056] 4. Set the number of cross-sections (e.g. 120) and the initial node increment (e.g. 10,000), rotate the two-dimensional model part except the tread pattern 360 degrees along the rotation axis, and combine it with the additionally established three-dimensional tread pattern model to generate a complete three-dimensional tire model with pattern.

[0057] 5. Apply radial load, longitudinal linear velocity and angular velocity of tire / rim to the 3D tire model and perform steady-state driving and braking simulation.

[0058] 6. From the three-dimensional simulation results, the post-processing program is used to automatically read the contact parameters such as contact pressure, contact area and radial coordinates of each node in the node set and store these data.

[0059] 7. Based on the extracted contact parameters, the friction torque of each node in the three-dimensional model is calculated, for example, the contact pressure, contact area and radial coordinate are multiplied, and then multiplied by the set friction coefficient, and finally the product results of all nodes are summed to obtain the total friction torque.

[0060] 8. For different carcass design schemes (different preset distances between the bead and the rim and different bead angles), repeat the above simulation and data processing flow to compare the maximum contact pressure and friction torque of each scheme. Specifically, for the first to fifth carcass design schemes, analyze their contact pressure and friction torque, and determine which schemes can meet the conditions that the maximum contact pressure is lower than the first preset threshold and the friction torque is higher than the second preset threshold, so as to identify the target carcass design scheme.

[0061] 9. By comparing the contact parameters of different design schemes, especially the maximum contact pressure and friction torque, the tire body design scheme that can achieve the expected goal (i.e., the maximum contact pressure is less than the preset threshold and the friction torque is greater than the preset threshold) is selected as the optimal design for further performance testing or practical application.

[0062] Through the above steps, not only can the slip risk be identified, but also the friction torque under different design schemes can be compared to help designers choose the optimal tire structure design scheme. This optimization design based on simulation data can reduce the number of physical prototypes produced, reduce R&D costs, and quickly improve tire performance.

[0063] Figure 4 is a schematic diagram comparing the maximum contact pressure and friction torque results of different schemes according to the embodiment of the present application, such as Figure 4 As shown, for example, the friction torque of the first tire body design is the largest, indicating that its ability to resist circumferential slip is the largest, and its maximum contact pressure is relatively small, indicating that its resistance during assembly is small, and it will not cause a decrease in anti-slip ability due to improper assembly. Therefore, the first tire body design can be selected as the optimal solution.

[0064] In some optional embodiments of the present application, obtaining the contact parameters corresponding to each of the multiple nodes in the three-dimensional model can be achieved by the following method: determining a two-dimensional model including the tire and the rim based on the tire structure distribution diagram and the rim outer contour, performing assembly and inflation simulation processing on the two-dimensional model to obtain a processed two-dimensional model; rotating the processed two-dimensional model 360 degrees circumferentially along a preset rotation axis of the tire to obtain a three-dimensional model; performing driving and braking simulation on the three-dimensional model to obtain the contact parameters corresponding to each node.

[0065] The present application also provides a method for determining tire slip, which specifically comprises the following steps:

[0066] S201, establishing a detailed tire-rim two-dimensional model according to the tire structure distribution map and the rim outer contour, and selecting nodes in the contact area with the rim on the right half of the tire to establish a node set.

[0067] S202, perform tire-rim assembly and inflation simulation on the two-dimensional model, set the number of cross-sections, and rotate the two-dimensional model 360 degrees along the rotation axis by node increment to generate a three-dimensional model, and perform steady-state driving and braking simulation.

[0068] S203, reading and storing the node numbers of the node sets in the two-dimensional result.

[0069] S204, calculating the node numbers to which the node sets on each cross section of the three-dimensional model belong based on the number of cross sections set in S202, the node increment and the node numbers stored in S203.

[0070] S205, reading and storing the contact pressure, contact area, and radial coordinate result data of each node from the three-dimensional driving and braking simulation results according to the node numbers of the node sets on each cross section of the three-dimensional model obtained in S204.

[0071] Specifically, taking a tire of a certain specification as an example, a detailed tire-rim two-dimensional model is established in the finite element software Abaqus according to the tire structure distribution diagram and the rim outer contour. Figure 3 As shown in the figure, a node set is established for the nodes in the contact area with the rim, the inflation pressure and the friction coefficient between the tire and the rim are set, and the tire-rim assembly and inflation simulation is performed.

[0072] The 2D model except the tread pattern is rotated 360 degrees along the rotation axis according to the section number of 120 and the initial node increment of 10,000, and the established 3D tread pattern model is fitted to generate a 3D tire model with pattern. A radial load and longitudinal linear velocity are applied to the road surface, and an angular velocity is applied to the tire and rim. Figure 2 Steady-state driving and braking simulation is shown.

[0073] After the simulation is completed, the result file is processed using a pre-written processing program. First, the two-dimensional inflation result file is read, and the node numbers of each node set are extracted and stored; then, the initial node increment 10000 is multiplied by the number of each section (0, 1, 2, ..., 117, 118, 119) in turn to obtain the node increments of different sections, and the node numbers of each node set extracted from the two-dimensional inflation result file are summed to calculate the numbers of each node belonging to the node set on each section of the three-dimensional model. Furthermore, the three-dimensional driving and braking result files are read, and according to the numbers of each node belonging to the node set on each section, the contact pressure CPRESS, contact area CNAREA, and radial coordinate Z_COORD data of each node are read and stored.

[0074] S206, traversing the contact pressures of each node stored in S205, finding and separately storing the maximum contact pressure.

[0075] S207, performing product operation on the contact pressure, contact area, and radial coordinate of each node stored in S205, and summing the product operation results of each node, and finally multiplying the summation result with the friction coefficient between the tire and the rim to record it as friction torque and store it separately.

[0076] S208, when the vehicle model is known (the driving torque transmitted from the engine to the tire can be determined), calculate the driving torque transmitted from the vehicle / aircraft engine to the driving wheel, and compare the driving torque with the friction torque obtained in S207. When the driving torque is greater than the friction torque, circumferential slip will occur between the tire and the rim. When the driving torque is less than or equal to the friction torque, no slip will occur between the tire and the rim. When the vehicle model is unknown (the driving torque transmitted from the engine to the tire cannot be determined), compare the maximum contact pressure and friction torque of different tire solutions, and select the solution with a small maximum contact pressure but a large friction torque as the optimal solution.

[0077] Through the above steps, the finite element simulation method can be used to perform tire-rim prediction and scheme selection in the tire design stage, thereby reducing the actual occurrence of tire-rim slip from the root.

[0078] Figure 5 is a structural diagram of a device for determining tire slip according to an embodiment of the present application, such as Figure 5 As shown, the device comprises:

[0079] The acquisition module 51 is used to obtain the contact parameters corresponding to each of the multiple nodes in the three-dimensional model, wherein the three-dimensional model includes: tires and rims in the vehicle, the nodes are contact points in the contact area between the tires and the rims, and the contact parameters include at least: contact pressure, contact area and radial coordinates.

[0080] The first determination module 52 is used to determine the friction torque between the tire and the rim according to the contact parameter.

[0081] The second determination module 53 is used to determine the driving torque transmitted from the engine of the vehicle to the tire.

[0082] The third determination module 54 is used to compare the friction torque with the driving torque, and determine whether slip occurs between the tire and the rim according to the comparison result.

[0083] Optionally, the first determination module 52 is also used to perform the following steps: multiply the contact pressure, contact area and radial coordinate corresponding to each node to obtain a first calculation result corresponding to each node; sum the first calculation results corresponding to each node to obtain a second calculation result; multiply the second calculation result by a preset friction coefficient between the tire and the rim to obtain a friction torque.

[0084] Optionally, the preset friction coefficient ranges from 0.075 to 0.125, or from 0.675 to 0.725.

[0085] Optionally, the tire slip determination device also includes a processing model for executing the following steps when the driving torque transmitted from the vehicle's engine to the tire cannot be determined: obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a first tire body design, determining a first maximum contact pressure corresponding to the first tire body design in the contact parameters corresponding to each node, and determining a first friction torque corresponding to the first tire body design, wherein the first tire body design is a first preset distance between the tire bead and the inner edge of the rim; obtaining a first maximum contact pressure corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a second tire body design contact parameters, determining a second maximum contact pressure corresponding to the second carcass design scheme in the contact parameters corresponding to each node, and determining a second friction torque corresponding to the second carcass design scheme, wherein the second carcass design scheme is that there is a second preset distance between the tire bead and the inner edge of the rim, and the angle of the bead is 0 degrees; obtaining contact parameters corresponding to each of a plurality of nodes in the three-dimensional model corresponding to the third carcass design scheme, determining a third maximum contact pressure corresponding to the third carcass design scheme in the contact parameters corresponding to each node, and determining a third friction torque corresponding to the third carcass design scheme, wherein the third carcass design scheme is the tire There is a second preset distance between the tire bead and the inner edge of the rim, and the angle of the tire bead is a first angle, which is greater than 0 degrees; obtain contact parameters corresponding to each of a plurality of nodes in the three-dimensional model corresponding to the fourth tire body design scheme, determine a fourth maximum contact pressure corresponding to the fourth tire body design scheme in the contact parameters corresponding to each node, and determine a fourth friction torque corresponding to the fourth tire body design scheme, wherein the fourth tire body design scheme is that there is a second preset distance between the tire bead and the inner edge of the rim, and the angle of the tire bead is a second angle, which is greater than the first angle; obtain a plurality of nodes in the three-dimensional model corresponding to the fifth tire body design scheme contact parameters corresponding to each node in the point, determine the fifth maximum contact pressure corresponding to the fifth carcass design scheme in the contact parameters corresponding to each node, and determine the fifth friction torque corresponding to the fifth carcass design scheme, wherein the fifth carcass design scheme is that there is a second preset distance between the tire bead and the inner edge of the rim, and the angle of the bead is a third angle, and the third angle is greater than the second angle; determine the target carcass design scheme with a maximum contact pressure less than the first preset threshold value and a friction torque greater than the second preset threshold value in the first carcass design scheme, the second carcass design scheme, the third carcass design scheme, the fourth carcass design scheme, and the fifth carcass design scheme.

[0086] Optionally, the acquisition module 51 is also used to execute the following steps: determine a two-dimensional model including the tire and the rim according to the tire structure distribution map and the rim outer contour, perform assembly and inflation simulation processing on the two-dimensional model to obtain a processed two-dimensional model; rotate the processed two-dimensional model 360 degrees along the preset rotation axis of the tire to obtain a three-dimensional model; perform driving and braking simulation on the three-dimensional model to obtain the contact parameters corresponding to each node.

[0087] Optionally, the second determination module 53 is also used to perform the following steps: obtaining the vehicle's engine torque, transmission ratio, reducer ratio, and mechanical efficiency of the transmission system; and determining the driving torque transmitted from the engine to the tire based on the engine torque, transmission ratio, reducer ratio, and mechanical efficiency of the transmission system.

[0088] Optionally, the third determination module 54 is further used to perform the following steps: when the friction torque is less than the driving torque, determine that slippage occurs between the tire and the rim; when the friction torque is greater than the driving torque, determine that no slippage occurs between the tire and the rim.

[0089] It should be noted that the above Figure 5 The modules in the embodiment may be program modules (e.g., a set of program instructions for implementing a specific function) or hardware modules. For the latter, they may be expressed in the following forms, but are not limited thereto: the expression form of the above modules is a processor, or the functions of the above modules are implemented by a processor.

[0090] It should be noted that Figure 5 The preferred implementation of the illustrated embodiment can be found in Figure 1 The relevant description of the illustrated embodiment will not be repeated here.

[0091] Figure 6 FIG. 1 shows a hardware structure block diagram of a computer terminal for implementing a method for determining tire slip. Figure 6 As shown, the computer terminal 60 may include one or more (602a, 602b, ..., 602n are used to illustrate) processors 602 (the processor 602 may include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA), a memory 604 for storing data, and a transmission module 606 for communication functions. In addition, it may also include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of the BUS bus), a network interface, a power supply and / or a camera. It can be understood by those skilled in the art that Figure 6 The structure shown is only for illustration and does not limit the structure of the above electronic device. Figure 6 More or fewer components as shown, or with Figure 6 Different configurations shown.

[0092] It should be noted that the one or more processors 602 and / or other data processing circuits described above may generally be referred to herein as "data processing circuits". The data processing circuits may be embodied in whole or in part as software, hardware, firmware, or any other combination thereof. In addition, the data processing circuit may be a single independent processing module, or may be incorporated in whole or in part into any of the other components in the computer terminal 60. As involved in the embodiments of the present application, the data processing circuit acts as a processor control (e.g., selection of a variable resistor terminal path connected to an interface).

[0093] The memory 604 can be used to store software programs and modules of application software, such as program instructions / data storage devices corresponding to the tire slip determination method in the embodiment of the present application. The processor 602 executes various functional applications and data processing by running the software programs and modules stored in the memory 604, that is, the tire slip determination method described above is realized. The memory 604 may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 604 may further include a memory remotely arranged relative to the processor 602, and these remote memories may be connected to the computer terminal 60 via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0094] The transmission module 606 is used to receive or send data via a network. The specific example of the above network may include a wireless network provided by a communication provider of the computer terminal 60. In one example, the transmission module 606 includes a network adapter (Network Interface Controller, NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission module 606 can be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0095] The display may be, for example, a touch screen liquid crystal display (LCD) that enables a user to interact with a user interface of the computer terminal 60 .

[0096] It should be noted that, in some optional embodiments, the above Figure 6The computer terminal shown may include hardware elements (including circuits), software elements (including computer code stored on a computer-readable medium), or a combination of hardware elements and software elements. It should be noted that Figure 6 This is merely one example of a particular embodiment and is intended to illustrate the types of components that may be present in the computer terminal described above.

[0097] It should be noted that Figure 6 The computer terminal shown is used to execute Figure 1 The method for determining tire slip shown in the figure, therefore the relevant explanations in the method for executing the above command are also applicable to the electronic device and will not be repeated here.

[0098] An embodiment of the present application further provides a non-volatile storage medium, which includes a stored program, wherein when the program is executed, the device where the storage medium is located is controlled to execute the above tire slip determination method.

[0099] A program for a non-volatile storage medium to perform the following functions: obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model, wherein the three-dimensional model includes: a tire and a rim in a vehicle, the nodes are contact points in a contact area between the tire and the rim, and the contact parameters include at least: contact pressure, contact area, and radial coordinates; determining the friction torque between the tire and the rim based on the contact parameters; determining the driving torque transmitted to the tire by the engine of the vehicle; comparing the friction torque with the driving torque, and determining whether slippage occurs between the tire and the rim based on the comparison result.

[0100] An embodiment of the present application further provides an electronic device, including: a memory and a processor, wherein the processor is used to run a program stored in the memory, wherein the above tire slip determination method is executed when the program is run.

[0101] The processor is used to run a program that performs the following functions: obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model, wherein the three-dimensional model includes: a tire and a rim in a vehicle, the nodes are contact points in a contact area between the tire and the rim, and the contact parameters include at least: a contact pressure, a contact area, and a radial coordinate; determining a friction torque between the tire and the rim based on the contact parameters; determining a driving torque transmitted to the tire by an engine of the vehicle; comparing the friction torque with the driving torque, and determining whether slippage occurs between the tire and the rim based on the comparison result.

[0102] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0103] In the above embodiments of the present application, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0104] In the above-mentioned embodiments of the present application, the collected information is information and data authorized by the user or fully authorized by all parties, and the collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data comply with relevant laws, regulations and standards, take necessary protection measures, do not violate public order and good morals, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0105] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0106] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0107] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0108] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the relevant technology or all or part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, disk or optical disk, etc. Various media that can store program codes.

[0109] The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for determining tire slip, characterized in that: include: Acquire contact parameters corresponding to each of a plurality of nodes in a three-dimensional model, wherein the three-dimensional model includes: a tire and a rim in a vehicle, the node is a contact point in a contact area between the tire and the rim, and the contact parameters include at least: contact pressure, contact area, and radial coordinates; determining the friction torque between the tire and the rim according to the contact parameter; determining a driving torque transmitted by an engine of the vehicle to the tire; The friction torque is compared with the driving torque, and based on the comparison result, it is determined whether slip occurs between the tire and the rim.

2. The method according to claim 1, characterized in that Determining the friction torque between the tire and the rim according to the contact parameter includes: Multiplying the contact pressure, the contact area, and the radial coordinate corresponding to each of the nodes to obtain a first calculation result corresponding to each of the nodes; Sum the first calculation results corresponding to each of the nodes to obtain a second calculation result; The friction torque is obtained by multiplying the second calculation result by a preset friction coefficient between the tire and the rim.

3. The method according to claim 2, characterized in that The preset friction coefficient has a value range of 0.075 to 0.125, or 0.675 to 0.

725.

4. The method according to claim 1, characterized in that In the case where the driving torque transmitted from the engine of the vehicle to the tire cannot be determined, the method further includes: Obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a first carcass design, determining a first maximum contact pressure corresponding to the first carcass design from the contact parameters corresponding to each of the nodes, and determining a first friction torque corresponding to the first carcass design, wherein the first carcass design is that a first preset distance exists between a bead of the tire and an inner edge of the rim; Obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a second tire body design, determining a second maximum contact pressure corresponding to the second tire body design in the contact parameters corresponding to each of the nodes, and determining a second friction torque corresponding to the second tire body design, wherein the second tire body design is that a second preset distance exists between a tire bead and an inner edge of the rim, and an angle of the tire bead is 0 degrees; Obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a third carcass design, determining a third maximum contact pressure corresponding to the third carcass design in the contact parameters corresponding to each of the nodes, and determining a third friction torque corresponding to the third carcass design, wherein the third carcass design is that the second preset distance exists between the bead of the tire and the inner edge of the rim, and the angle of the bead is a first angle, and the first angle is greater than 0 degrees; Obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a fourth carcass design scheme, determining a fourth maximum contact pressure corresponding to the fourth carcass design scheme in the contact parameters corresponding to each of the nodes, and determining a fourth friction torque corresponding to the fourth carcass design scheme, wherein the fourth carcass design scheme is that there is the second preset distance between the bead of the tire and the inner edge of the rim, and the angle of the bead is a second angle, and the second angle is greater than the first angle; Obtaining contact parameters corresponding to each of a plurality of nodes in a three-dimensional model corresponding to a fifth carcass design, determining a fifth maximum contact pressure corresponding to the fifth carcass design in the contact parameters corresponding to each of the nodes, and determining a fifth friction torque corresponding to the fifth carcass design, wherein the fifth carcass design is that the second preset distance exists between the bead of the tire and the inner edge of the rim, and the angle of the bead is a third angle, and the third angle is greater than the second angle; A target carcass design having a maximum contact pressure less than a first preset threshold and a friction torque greater than a second preset threshold is determined among the first carcass design, the second carcass design, the third carcass design, the fourth carcass design, and the fifth carcass design.

5. The method according to claim 1, characterized in that Get the contact parameters corresponding to each of multiple nodes in the 3D model, including: Determine a two-dimensional model including the tire and the rim according to the tire structure distribution map and the rim outer contour, and perform assembly and inflation simulation processing on the two-dimensional model to obtain a processed two-dimensional model; Rotating the processed two-dimensional model 360 degrees along the preset rotation axis of the tire to obtain the three-dimensional model; Driving and braking simulations are performed on the three-dimensional model to obtain the contact parameters corresponding to each of the nodes.

6. The method according to claim 1, characterized in that Determining the driving torque transmitted to the tire by the engine of the vehicle includes: Obtaining the engine torque, transmission ratio, reducer ratio, and mechanical efficiency of the transmission system of the vehicle; The driving torque transmitted from the engine to the tire is determined based on the engine torque, the transmission ratio, the reducer ratio, and the mechanical efficiency of the transmission system.

7. The method according to claim 1, characterized in that Determining whether slippage occurs between the tire and the rim according to the comparison result includes: When the friction torque is less than the driving torque, determining that slip occurs between the tire and the rim; In the case where the friction torque is greater than the driving torque, it is determined that no slip occurs between the tire and the rim.

8. A device for determining tire slip, characterized in that: include: An acquisition module is used to acquire contact parameters corresponding to each of a plurality of nodes in a three-dimensional model, wherein the three-dimensional model includes: a tire and a rim in a vehicle, the node is a contact point in a contact area between the tire and the rim, and the contact parameters include at least: contact pressure, contact area, and radial coordinates; A first determination module, configured to determine a friction torque between the tire and the rim according to the contact parameter; A second determination module, configured to determine a driving torque transmitted from an engine of the vehicle to the tire; The third determination module is used to compare the friction torque with the driving torque, and determine whether slip occurs between the tire and the rim according to the comparison result.

9. A non-volatile storage medium, characterized in that: The non-volatile storage medium includes a stored program, wherein when the program is executed, the device where the non-volatile storage medium is located is controlled to execute the tire slip determination method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: include: A memory and a processor, wherein the processor is used to run a program stored in the memory, wherein the method for determining tire slip according to any one of claims 1 to 7 is executed when the program is run.

11. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method for determining tire slip according to any one of claims 1 to 7 is implemented.

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