Evaluating wear of tire having non-axisymmetric tread pattern

Abstract

A computer-implemented method for assessing wear of a tire having a non-axisymmetric tread pattern, the method comprising: providing a wear model of the tire configured to convert a friction energy rate to a wear energy rate; providing a first three-dimensional (3D) model of the tire having the non-axisymmetric tread pattern; generating a plurality of simplified 3D models based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern; performing a plurality of steady state transmission analyses based at least in part on each of the plurality of simplified 3D models; performing post-processing on the result of each steady-state transmission analysis in the plurality of steady-state transmission analyses; and evaluating the wear of the tire having the non-axisymmetric tread pattern based on the post-processed results of the plurality of steady state transport analyses made and the wear model.

Description

Technical Field

[0001] The present disclosure generally relates to a computer-implemented method and apparatus for evaluating wear of a tire having a non-axisymmetric tread pattern. Background Art

[0002] In the development of new tires, numerical simulation technology has been widely adopted in recent years. Such virtual prototyping technology can replace the manufacture of a large number of experimental prototypes as well as field testing. As a result, advanced virtual prototyping technology is accompanied by a significant reduction in development costs and a shortened time to market. Ultimately, effective and efficient virtual prototyping methods are an important factor in maintaining competitiveness.

[0003] Besides this, reducing the number of prototypes manufactured makes tire development more sustainable by saving valuable resources, reducing the amount of chemicals and by saving energy. Therefore, virtual prototyping can be considered an important component in the fight against climate change.

[0004] In order to obtain an effective virtual prototype of a tire, it is necessary to evaluate the wear performance of the tire. In the prior art, several simulation-based methods for the prediction of the wear performance of a tire are described. The simulation techniques used include, for example, transient analysis, static rolling analysis or steady-state transmission analysis.

[0005] Transient analysis requires a lot of computing resources. The method can only be used in a reasonable way on high-performance computer clusters when the underlying simulation model has reached a certain complexity. However, even then, transient analysis simulations often take tens of hours. In addition, simulations often show numerical instabilities.

[0006] In contrast, more simplified options such as static rolling analysis ignore the dynamic effects of the tire and the corresponding material properties.

[0007] In cases involving tires with non-axisymmetric tread patterns, steady-state transport analysis exhibits some limitations in replicating the true physical properties of the tire at the contact area between the tire and the road.

[0008] The object of the present disclosure is to propose a new method to overcome the limitations inherent in the virtual prototyping techniques of the prior art when evaluating the wear of tires having non-axisymmetric tread patterns. Summary of the invention

[0009] The foregoing objectives are achieved by various computer-implemented methods and apparatus for evaluating wear of a tire having a non-axisymmetric tread pattern of the present disclosure.

[0010] According to a first aspect, the present disclosure provides a computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern. The method includes providing a wear model of the tire, the wear model being configured to convert a friction energy rate into a wear energy rate. The method also includes providing a first three-dimensional (3D) model of the tire having the non-axisymmetric tread pattern; generating a plurality of simplified 3D models based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern; performing a plurality of steady-state transmission analyses based at least in part on each of the plurality of simplified 3D models; post-processing the results of each of the plurality of steady-state transmission analyses performed; and evaluating the wear of the tire having the non-axisymmetric tread pattern based on the post-processed results of the plurality of steady-state transmission analyses performed and the wear model. By the disclosed method, the wear of a tire having a non-axisymmetric tread pattern can be evaluated in a fast, efficient and accurate manner. This enables a fast and accurate characterization of the overall life / mileage of the tire and thus paves the way for rapid virtual prototyping techniques. By applying such techniques, a large number of modifications and / or optimizations of tread structures and / or tire materials can be evaluated in a very short time.

[0011] According to an example of the first aspect, a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern further comprises constructing a history of relevant metrics for evaluation of tire wear based at least in part on post-processed results of each of a plurality of steady-state transport analyses performed.

[0012] According to a further example of the first aspect, generating multiple simplified 3D models based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern also includes: defining a first sector of the first 3D model of the tire having the non-axisymmetric tread pattern; creating a first simplified 3D model among the multiple simplified 3D models of the tire based at least in part on periodically and cyclically arranging the defined first sector; defining at least one additional sector of the first 3D model of the tire having the non-axisymmetric tread pattern, wherein the additional sector is offset by a predefined angle relative to a previously defined sector; and creating at least a second simplified 3D model among the multiple simplified 3D models of the tire based at least in part on periodically and cyclically arranging at least one additional sector defined.

[0013] According to another example of the first aspect, the predefined angle is in the range of 0.01° to 1°, and wherein a preferred range is in the range of 0.15° to 0.35°, depending on the level of detail of the non-axisymmetric tread pattern.

[0014] According to another example of the first aspect, the wear model of the tire configured to convert the friction energy rate into the wear energy rate is generated at least in part based on: testing a block of the material of the tire at at least one of different sliding rates, loads and sliding distances with the aid of a linear friction tester; and generating a wear resistance model and a friction map based at least in part on the testing of the block of the material of the tire.

[0015] According to another example of the first aspect, the wear model of the tire configured to convert the friction energy rate into the wear energy rate further comprises: providing an absolute local material wear value based on the determined wear energy rate.

[0016] According to another example of the first aspect, the steady-state transmission analysis is based on the arbitrary Lagrangian Euler formula, namely, the ALE formula.

[0017] According to a further example of the first aspect, the first 3D model of the tire having the non-axisymmetric tread pattern is based on a finite element model, FE model.

[0018] According to another example of the first aspect, the relevant metric for the assessment of wear comprises at least one of slip, pressure and friction.

[0019] In an example of the first aspect, post-processing the results of the multiple steady-state transfer analyses includes: obtaining the results of each of the multiple steady-state transfer analyses performed, wherein the results of each of the multiple steady-state transfer analyses performed include one or more simulated physical conditions that contribute to tire wear; merging the results of each of the multiple steady-state transfer analyses performed, wherein the results are merged for each of the one or more simulated physical conditions that contribute to tire wear; determining the contributing effect on tire wear based on the merged results for each of the one or more simulated physical conditions that contribute to tire wear; and determining the average wear rate of the tire having the non-axisymmetric tread pattern.

[0020] In a further example of the first aspect, the first 3D model of the tire having the non-axisymmetric tread pattern is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

[0021] In a further example of the first aspect, a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern further includes: providing a second 3D model of the tire having the non-axisymmetric tread pattern, wherein the second 3D model is different from the first 3D model. The method further includes: generating a plurality of simplified 3D models based at least in part on the second 3D model of the tire having the non-axisymmetric tread pattern. The method further includes: performing a plurality of steady-state transmission analyses based at least in part on each of the plurality of simplified 3D models. The method further includes: post-processing the results of each of the plurality of steady-state transmission analyses performed; and evaluating the wear of the tire having the non-axisymmetric tread pattern based on the post-processed results of the plurality of steady-state transmission analyses performed and the wear model.

[0022] According to another example of the first aspect, the second 3D model of the tire having the non-axisymmetric tread pattern is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

[0023] According to another example of the first aspect, a computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern further includes identifying one of the first 3D model and the second 3D model in the 3D model of the tire having the non-axisymmetric tread pattern based on one or more predefined criteria regarding the evaluated wear.

[0024] According to a second aspect, the present disclosure provides a device for evaluating the wear of a tire having a non-axisymmetric tread pattern, comprising: a component for providing a wear model of the tire, the wear model being configured to convert a friction energy rate into a wear energy rate. The device also includes: a component for providing a first three-dimensional (3D) model of the tire having the non-axisymmetric tread pattern. The device also includes: a component for generating a plurality of simplified 3D models based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern. The device also includes: a component for performing a plurality of steady-state transmission analyses based at least in part on each of the plurality of simplified 3D models. The device also includes: a component for post-processing the results of each of the plurality of steady-state transmission analyses performed; and a component for evaluating the wear of the tire having the non-axisymmetric tread pattern based on the post-processed results of the plurality of steady-state transmission analyses performed and the wear model.

[0025] In an example of the second aspect, the apparatus includes components configured to perform any of the methods disclosed herein.

[0026] According to a third aspect, the present disclosure provides a computer program comprising instructions, which, when the program is executed by a computer, causes the computer to perform any of the methods disclosed herein. The computer program may be stored on a non-volatile computer readable medium.

[0027] Further benefits and advantages of the present invention will become apparent after a careful reading of the detailed description with appropriate reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 An overview of the simulation of a tire having a non-axisymmetric tread pattern in accordance with the present disclosure is illustrated, highlighting the general input data and loads applied to the three-dimensional model.

[0029] Figure 2a A sample rubber block illustrating the material of a tire having a non-axisymmetric tread pattern for linear friction testing according to the present disclosure.

[0030] Figure 2b An example friction map generated through a combination of a series of linear friction tests and a fitting algorithm in accordance with the present disclosure is illustrated.

[0031] Figure 2c Example wear resistance models fitted for various tire material blocks according to the present disclosure are illustrated.

[0032] Figure 3 Determining the sliding distance of a particular piece of tire material based on friction data determined through a series of linear friction tests in accordance with the present disclosure is illustrated.

[0033] Figure 4 A flow chart illustrating a method for providing a wear model of a tire configured to convert a friction energy rate into a wear energy rate according to the present disclosure.

[0034] Figure 5a A process of generating a first simplified 3D model of a plurality of simplified 3D models based at least in part on a 3D model of the tire in the case of a tire having a non-axisymmetric tread pattern according to the present disclosure is illustrated.

[0035] Figure 5b A process of generating a second simplified 3D model of a plurality of simplified 3D models based at least in part on a 3D model of the tire in the case of a tire having a non-axisymmetric tread pattern according to the present disclosure is illustrated.

[0036] Figure 6 A flow chart illustrating a method for generating a plurality of simplified 3D models based at least in part on a 3D model of a tire having a non-axisymmetric tread pattern in accordance with the present disclosure.

[0037] Figure 7 A simulation framework for a tire having a non-axisymmetric tread pattern using steady-state analysis according to the present disclosure is illustrated.

[0038] Figure 8 A flowchart illustrating post-processing of results of each of a plurality of steady-state transmission analyses according to the present disclosure.

[0039] Fig. 9 A flow chart illustrating a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern in accordance with the present disclosure.

[0040] Fig.10 A block diagram illustrating an apparatus for evaluating wear of a tire having a non-axisymmetric tread pattern according to the present disclosure. DETAILED DESCRIPTION

[0041] The present disclosure provides a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern.

[0042] Figure 1 An overview of the concepts behind a computer-implemented method for evaluating the wear of a tire with a non-axisymmetric tread pattern as disclosed herein is illustrated. By means of the disclosed method, a fast and accurate prediction of the wear behavior of the respective tire can be made, based at least in part on a three-dimensional computerized model of a tire with a non-axisymmetric tread pattern and a wear model. In general, a wear model of a tire enables the wear of the tire to be determined, i.e. the way in which the tread pattern of the tire degrades during use. In a broader sense, a wear model enables the life of the tire to be determined. Wear can depend in particular on a combination of physical conditions such as the forces acting on the tire and the mileage of the respective tire. The physical conditions in turn can depend on various factors, such as driving style, road type, vehicle load, etc. In the present case, the wear model is particularly configured to convert the friction energy rate into the wear energy rate. The wear model further enables the determination of various wear resistance parameters of the rubber material of the respective tire and the applied rough substrate structure by establishing a relationship for the conversion of friction energy into wear energy (i.e., improving the description of rolling phenomena rather than just sliding phenomena), in particular in contact points where the conditions change from adhesion conditions to slip conditions. Note that for full sliding conditions, all friction energy can be converted into wear energy, thus reproducing the effect observed in linear friction tests.

[0043] The evaluation of tire wear according to the method disclosed herein is further based on a first three-dimensional (3D) model of the tire with a non-axisymmetric tread pattern. The first 3D model is preferably a finite element (FE) model. Based on the 3D model and the wear model, the wear rate of the tire with a non-axisymmetric tread pattern can be accurately and efficiently predicted within a numerical finite element analysis. Therefore, in a first example, various physical conditions such as forces and speeds that affect the rolling tire are determined. In a second step, the physical conditions acting on the tire are converted into contributing effects on tire wear with the help of the wear model. Finally, the total wear and / or the total wear rate of the tire are evaluated. Based on this information, a prediction of the estimated overall tire life can be made.

[0044] In practice, numerical simulation of a rolling tire with a non-axisymmetric tread pattern using conventional methods can be expensive and time consuming. As previously noted, there is a trade-off between computational resources, simulation time, or prediction accuracy.

[0045] The computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern as disclosed herein allows achieving both efficiency in terms of short simulation time, low usage and low cost of computing resources and high accuracy of the evaluated tire wear compared to conventional methods.

[0046] To achieve efficiency, the numerical analysis of a tire with a non-axisymmetric tread pattern as disclosed herein includes: generating multiple simplified 3D models based at least in part on a first 3D finite element model of the tire with the non-axisymmetric tread pattern. Each simplified model can be considered as a snapshot of a more complex model of the tire with the non-axisymmetric tread pattern at different angular positions. To generate such simplified models, in a first step, sectors of the first 3D model of the tire with the non-axisymmetric tread pattern are defined. In a subsequent step, the simplified 3D model is generated by cyclically and periodically arranging the defined sectors of the first 3D model. Based on each of the multiple simplified 3D models, a simple and fast steady-state transport analysis is performed, which can be performed in parallel, thereby further significantly reducing the computational cost.

[0047] The high accuracy of the disclosed computer-implemented method is achieved by how the results of the individual steady-state transport analyses performed are post-processed. Based on each steady-state transport analysis performed, one or more different physical conditions contributing to tire wear are determined and evaluated. In a further step, the results of the multiple steady-state transport analyses performed are merged separately for each condition. Also, the overall contribution of each condition to tire wear is determined. Based on the contribution of each condition to tire wear, an overall tire wear rate is determined, the overall tire wear rate corresponding to the tire wear rate of a corresponding tire having a non-axisymmetric tread pattern.

[0048] Figure 2a , Figure 2b and Figure 2c Different steps of developing a wear model for a tire configured to convert a friction energy rate into a wear energy rate according to the present disclosure are illustrated.

[0049] Figure 2a Rubber blocks of exemplified tire materials. In order to characterize such tire materials with respect to wear resistance, abrasion properties and thus with respect to overall life, a linear friction test can be used. Within the framework of such a linear friction test, a rubber block of the tire material being tested is pressed onto a test track with a predefined normal force. In a subsequent step, the corresponding rubber block sample is slid along the test track with a predetermined velocity profile. Based on a series of such linear friction tests, a friction map and other wear resistance parameters for a specific tire material can be obtained.

[0050] Figure 2b An example of a 3D friction map for a specific tire material is shown. On the z-axis, such a friction map is shown as a function of the velocity v (x-axis) in mm / s and the velocity v in N / mm 2 The friction coefficient μ of a specific tire material is determined for a specific sliding velocity profile and a specific contact pressure based on the measured normal force and tangential friction force during the linear friction test. exp In order to make Figure 2b The friction map illustrated will determine the friction coefficient μ for multiple sliding velocity profiles and contact pressures of the rubber block being tested (ie, by performing a series of multiple linear friction tests). exp .

[0051] Thanks to various fitting algorithms, it is already possible to produce friction maps for specific tire materials based on a relatively small number of linear friction tests. Figure 2b In the example, the values ​​of the friction coefficients which have been determined by actual linear friction tests are illustrated by black dots and are denoted as μ exp The corresponding friction maps covering a wide range of speeds and contact pressures can then be generated by a corresponding fitting algorithm.

[0052] exist Figure 2cIn the figure, the wear resistance model fitted for various tire material blocks is illustrated. The wear resistance model is obtained by a standardized fitting algorithm, which relates the friction energy in the sample to the mass loss rate. The former is estimated based on the loading conditions, sample geometry and sliding distance, while the latter is the output of the linear friction test. Due to the nature of the experiment, the wear resistance model at this time can be calculated by the recorded mass loss during the linear friction test conducted under different conditions, and the calculated friction energy given by the measurement of friction force and sliding distance. The wear resistance model is described by an equation of the type dVdt=A*dedt, which relates the wear rate dVdt (i.e., volume loss rate) to the friction energy dedt (i.e., the product of friction force and sliding distance) through the wear resistance parameter A (which is the inherent wear resistance of the material). The parameter A is then determined by the angular coefficient of the fit from the experimental wear test. Figure 2c The x-axis shows the calculated friction energy in Nmm / s, while the y-axis shows the friction energy in mm converted to volume loss. 3 / s represents the mass loss rate.

[0053] Figure 3 Illustrate how friction data allows estimating the distance at which a rubber block starts to slide within a linear friction test based on the friction data in accordance with the present disclosure.The distance at which the block starts to slide is the point from which the wear rate is generally assumed to become constant. Figure 3 The x-axis shows the various times during the linear friction test in seconds. The y-axis shows the corresponding friction coefficient of the rubber block. As can be seen, for various linear friction tests (indicated by different curve styles), the determined friction coefficient increases continuously within the first 1.5 seconds. After that, the friction coefficient and the wear rate become constant. Finally, the sliding distance (i.e., the distance where the wear rate is constant) can be determined. Based on the sliding distance and the friction force, the friction energy can be calculated.

[0054] Figure 4 An exemplary flow chart for providing (400) a wear model for a tire configured to convert a friction energy rate into a wear energy rate is illustrated. At 410, a block of material of the tire is tested at least one of different sliding rates, loads, and sliding distances with a linear tribometer. At 420, a wear resistance model and a friction map are generated based at least in part on the testing of the block of material of the tire. In a preferred aspect, providing a wear model for a tire configured to convert a friction energy rate into a wear energy rate also includes providing an absolute local material wear value based on the determined energy rate.

[0055] Figure 5a and Figure 5bAn exemplary aspect of generating a plurality of simplified 3D models based at least in part on a provided first 3D model of a tire having a non-axisymmetric tread pattern is illustrated. Each simplified 3D model of the provided first 3D model of the tire having a non-axisymmetric tread pattern can be considered as a snapshot taken at different angular positions during the rolling process of the tire under the assumption that the geometry of the tread tire remains periodic.

[0056] Figure 5a The example creates such a first simplified 3D model of the plurality of simplified 3D models, ie, a first snapshot of a rolling process of a tire having a non-axisymmetric tread pattern.

[0057] Creating a first simplified 3D model of a tire having a non-axisymmetric tread pattern includes: defining a first sector of the first 3D model of the tire having the non-axisymmetric tread pattern; and creating the first simplified model based at least in part on periodically and cyclically arranging the defined first sectors. The sector angle of the defined first sectors may depend on the physical properties of the tire having the non-axisymmetric tread pattern.

[0058] Figure 5b The example creates a second simplified 3D model among the plurality of simplified 3D models, ie, a second snapshot of the rolling process of the tire having the non-axisymmetric tread pattern.

[0059] Creating a second simplified 3D model of a tire having a non-axisymmetric tread pattern includes: defining additional sectors of the first 3D model of the tire having the non-axisymmetric tread pattern, wherein the additional sectors are offset by a predefined angle relative to previously defined sectors; and creating the second simplified model based at least in part on periodically and cyclically arranging the defined additional sectors. The sector angles of the defined additional sectors may depend on the physical properties of the tire having the non-axisymmetric tread pattern.

[0060] based on Figure 5b The illustrated steps may generate any number of additional simplified 3D models in the plurality of simplified 3D models. The total number of simplified 3D models may depend on the corresponding sector angles.

[0061] Depending on the level of detail of the non-axisymmetric tread pattern, the additional sectors of one or more additional simplified models are offset by a predefined angle in the range of 0.01° to 1°.

[0062] Figure 6A flow chart illustrating generating (600) a plurality of simplified 3D models based at least in part on a first 3D model of a tire having a non-axisymmetric tread pattern. At 610, a first sector of the first 3D model of the tire having the non-axisymmetric tread pattern is defined. At 620, a first simplified 3D model of the plurality of simplified 3D models of the tire is created based at least in part on periodically and cyclically arranging the defined first sector. At 630, at least one additional sector of the first 3D model of the tire having the non-axisymmetric tread pattern is defined, wherein the additional sector is offset by a predefined angle relative to a previously defined sector. At 640, at least a second simplified 3D model of the plurality of simplified 3D models of the tire is created based at least in part on periodically and cyclically arranging the defined at least one additional sector.

[0063] Figure 7 An example simulation framework for a non-axisymmetric tire based on a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern according to the present disclosure is illustrated.

[0064] Based on the first 3D model of a tire with a non-axisymmetric tread pattern, Figure 5a and Figure 5b The illustrated method generates n simplified models. Figure 7 In the illustrated example, the sector angle of each of the n simplified models is 4.8648°.The predefined angle by which the defined sectors of the first 3D model of the tire with a non-axisymmetric tread pattern, which is the basis for two subsequent simplified models, are offset is 0.125°.

[0065] For each simplified 3D model among the n simplified 3D models, a corresponding steady-state transmission analysis is performed, and a result of each steady-state transmission analysis among the n steady-state transmission analyses performed is post-processed.

[0066] Post-processing the results of each of the n steady-state transmission analyses further includes: obtaining the results of each of the n steady-state transmission analyses performed, wherein the results of each of the n steady-state transmission analyses performed include one or more simulated physical conditions that contribute to tire wear. The physical conditions that contribute to tire wear may include at least one of lateral force, longitudinal force, and tire slip.

[0067] Post-processing the results of each of the n steady-state transfer analyses also includes: merging the results of each of the n steady-state transfer analyses performed, wherein the results are merged for each of the one or more simulated physical conditions that contribute to tire wear.

[0068] Post-processing the results of each of the n steady-state transmission analyses also includes: determining the contributing effect to tire wear based on the respectively combined results of each of the one or more simulated physical conditions that contribute to tire wear; and determining the average wear rate of a tire having a non-axisymmetric tread pattern.

[0069] Figure 8 A flow chart illustrating post-processing (800) results of each of a plurality of steady-state transport analyses performed. At 810, results of each of a plurality of steady-state transport analyses performed are obtained, wherein the results of each of a plurality of steady-state transport analyses performed include one or more simulated physical conditions that contribute to tire wear. At 820, results of each of a plurality of steady-state transport analyses performed are merged, wherein the results are merged for each of the one or more simulated physical conditions that contribute to tire wear, respectively. At 830, a contribution to tire wear is determined based on the merged results for each of the one or more simulated physical conditions that contribute to tire wear, respectively. At 840, an average wear rate of a tire having a non-axisymmetric tread pattern is determined.

[0070] Fig. 9 A flow chart illustrating a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern.

[0071] At 910, a wear model of the tire configured to convert the friction energy rate into a wear energy rate is provided. The wear model enables the wear rate to be determined based on actual physical conditions, such as forces acting on the tire.

[0072] According to one aspect, a wear model is generated based on testing a block of material of the tire at least one of different sliding rates, loads, and sliding distances with a linear friction tester, and generating a wear resistance model and a friction map based at least in part on the testing of the block of material of the tire.

[0073] According to another aspect, providing a wear model for the tire further includes providing an absolute local material wear value based on the determined wear energy rate.

[0074] At 920, a first three-dimensional (3D) model of a tire having a non-axisymmetric tread pattern is provided. The first 3D model of the tire having the non-axisymmetric tread pattern represents an accurate model of the actual geometry of the tire including its complete tread pattern.

[0075] According to one aspect, a first 3D model of a tire having a non-axisymmetric tread pattern is based on a finite element (FE) model.

[0076] According to another aspect, the first 3D model of the tire having the non-axisymmetric tread pattern is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

[0077] At 930, a plurality of simplified 3D models are generated based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern. Generating the plurality of simplified 3D models enables analysis of the tire having the non-axisymmetric tread pattern with a plurality of separate steady-state transport analyses.

[0078] In one aspect, generating a plurality of simplified 3D models based at least in part on a first 3D model of a tire having a non-axisymmetric tread pattern further comprises: defining a first sector of the first 3D model of the tire having a non-axisymmetric tread pattern; creating a first simplified 3D model of the plurality of simplified 3D models of the tire based at least in part on periodically and cyclically arranging the defined first sector; defining at least one additional sector of the first 3D model of the tire having a non-axisymmetric tread pattern, wherein the additional sector is offset by a predefined angle relative to a previously defined sector; and creating at least a second simplified 3D model of the plurality of simplified 3D models of the tire based at least in part on periodically and cyclically arranging the defined at least one additional sector. Each of the plurality of simplified 3D models can be considered as a snapshot of a rolling process of the tire having a non-axisymmetric tread pattern at a different angular position, assuming that the geometry of the tire is periodic.

[0079] According to another aspect, the predefined angle is in the range of 0.01° to 1°. The predefined angle may be modified, for example, based on the level of detail of the non-axisymmetric tread pattern of the tire to be analyzed, and wherein a preferred range is in the range of 0.15° to 0.35°.

[0080] At 940 , a plurality of steady-state transport analyses are performed based at least in part on each of the plurality of simplified 3D models.

[0081] According to one aspect, the steady-state transport analysis is based on the Arbitrary Lagrangian Euler (ALE) formulation.

[0082] The results of each of the plurality of steady-state transport analyses performed are post-processed at 950. The post-processing enables combining the results of the plurality of steady-state transport simulations based on each of the plurality of simplified 3D models in a manner that obtains an overall result corresponding to the analysis results of the tire having a non-axisymmetric tread pattern while consuming less time and computing resources.

[0083] In one aspect, post-processing the results of multiple steady-state transfer analyses includes: obtaining the results of each of the multiple steady-state transfer analyses performed, wherein the results of each of the multiple steady-state transfer analyses performed include one or more simulated physical conditions that contribute to tire wear; merging the results of each of the multiple steady-state transfer analyses performed, wherein the results are merged for each of the one or more simulated physical conditions that contribute to tire wear; determining the contribution to tire wear based on the merged results for each of the one or more simulated physical conditions that contribute to tire wear; and determining an average wear rate of a tire having a non-axisymmetric tread pattern.

[0084] At 960 , wear of a tire having a non-axisymmetric tread pattern is evaluated based on the post-processed results of the plurality of steady-state transport analyses performed and a wear model.

[0085] According to one aspect, a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern further includes constructing a history of relevant metrics for evaluation of tire wear based at least in part on post-processed results of each of a plurality of steady-state transport analyses performed.

[0086] According to another aspect, the relevant metric for evaluation of wear includes at least one of slip, pressure and friction.

[0087] In another aspect, a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern further includes providing a second 3D model of the tire having the non-axisymmetric tread pattern, wherein the second 3D model is different from the first 3D model. The method further includes generating a plurality of simplified 3D models based at least in part on the second 3D model of the tire having the non-axisymmetric tread pattern. The method further includes performing a steady-state transmission analysis based at least in part on each of the plurality of simplified 3D models. The method further includes post-processing the results of each of the plurality of steady-state transmission analyses performed; and evaluating the wear of the tire having the non-axisymmetric tread pattern based on the post-processed results of the plurality of steady-state transmission analyses performed and the wear model.

[0088] According to one aspect, the second 3D model of the tire having the non-axisymmetric tread pattern is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

[0089] According to another aspect, a computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern further includes identifying one of a first 3D model and a second 3D model of the 3D model of the tire having the non-axisymmetric tread pattern based on one or more predefined criteria regarding the evaluated wear. For example, a 3D model (including a particular tread pattern) of a tire having a non-axisymmetric pattern that performs best with respect to a particular preselected criterion (e.g., life / mileage) may be identified.

[0090] Fig.10 A block diagram 1000 of an apparatus for evaluating wear of a tire having a non-axisymmetric tread pattern according to the present disclosure is illustrated. The apparatus includes a model generator 1030 for generating a plurality of simplified 3D models, a steady-state transport analyzer 1040, a post-processor 1050, and a wear evaluator 1060.

[0091] The model generator 1030 may receive a first 3D model 1010 of a tire having a non-axisymmetric tread pattern and a wear model 1020 of the tire, the wear model 1020 being configured to convert a friction energy rate into a wear energy rate.

[0092] According to one aspect, the first 3D model 1010 of a tire having a non-axisymmetric tread pattern received by the model generator 1030 is based on a finite element (FE) model.

[0093] According to another aspect, the first 3D model 1010 of the tire having a non-axisymmetric tread pattern received by the model generator 1030 is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

[0094] According to one aspect, the wear model 1020 received by the model generator 1030 is generated based on testing a block of material of the tire with at least one of different sliding rates, loads, and sliding distances using a linear friction tester, and generating a wear resistance model and a friction map based at least in part on the testing of the block of material of the tire.

[0095] According to another aspect, model generator 1030 may determine an absolute local material wear value based on the determined wear energy rate.

[0096] The model generator 1030 may also generate a plurality of simplified 3D models based at least in part on the first 3D model 1010 of the tire having the non-axisymmetric tread pattern.

[0097] In one aspect, generating a plurality of simplified 3D models based at least in part on the first 3D model 1010 of the tire having a non-axisymmetric tread pattern by the model generator 1030 further includes: defining a first sector of the first 3D model 1010 of the tire having a non-axisymmetric tread pattern; creating a first simplified 3D model of the plurality of simplified 3D models of the tire based at least in part on periodically and cyclically arranging the defined first sector; defining at least one additional sector of the first 3D model 1010 of the tire having a non-axisymmetric tread pattern, wherein the additional sector is offset by a predefined angle relative to a previously defined sector; and creating at least a second simplified 3D model of the plurality of simplified 3D models of the tire based at least in part on periodically and cyclically arranging the defined at least one additional sector. Each of the plurality of simplified 3D models can be considered as a snapshot of a rolling process of the tire having a non-axisymmetric tread pattern at a different angular position, assuming that the geometry of the tire is periodic.

[0098] According to another aspect, the predefined angle is in the range of 0.01° to 1°. The predefined angle may be modified, for example, based on the level of detail of the non-axisymmetric tread pattern of the tire to be analyzed. The preferred range of the predefined angle is in the range of 0.15° to 0.35°.

[0099] The steady-state transport analyzer 1040 may perform a plurality of steady-state transport analyses based at least in part on each of the plurality of simplified 3D models.

[0100] According to one aspect, the steady-state transmission analysis performed by the steady-state transmission analyzer 1040 is based on the Arbitrary Lagrangian Euler (ALE) formulation.

[0101] The post-processor 1050 may post-process the result of each of the plurality of steady-state transmission analyses performed.

[0102] In one aspect, post-processing of the results of multiple steady-state transmission analyses by the post-processor 1050 includes: obtaining the results of each of the multiple steady-state transmission analyses performed, wherein the results of each of the multiple steady-state transmission analyses performed include one or more simulated physical conditions that contribute to tire wear; merging the results of each of the multiple steady-state transmission analyses performed, wherein the results are merged for each of the one or more simulated physical conditions that contribute to tire wear; determining the contribution to tire wear based on the merged results for each of the one or more simulated physical conditions that contribute to tire wear; and determining an average wear rate of a tire having a non-axisymmetric tread pattern.

[0103] The wear evaluator 1060 may evaluate the wear of a tire having a non-axisymmetric tread pattern based on the post-processed results of the plurality of steady-state transport analyses performed and the wear model 1020 .

[0104] According to one aspect, the wear evaluator 1060 can construct a history of relevant metrics for evaluation of tire wear based at least in part on post-processed results of each of the plurality of steady-state transport analyses performed.

[0105] According to another aspect, the relevant metric for evaluation of wear includes at least one of slip, pressure and friction.

[0106] In a further aspect, the model generator 1030 may receive a second 3D model 1015 of a tire having a non-axisymmetric tread pattern, wherein the second 3D model 1015 is different from the first 3D model 1010. The model generator 1030 may also generate a plurality of simplified 3D models based at least in part on the second 3D model 1015 of the tire having the non-axisymmetric tread pattern. The steady-state transport analyzer 1040 may perform a plurality of steady-state transport analyses based at least in part on each of the plurality of simplified 3D models. The post-processor 1050 may post-process the results of each of the plurality of steady-state transport analyses performed, and the wear evaluator 1060 may evaluate the wear of the tire having the non-axisymmetric tread pattern based on the post-processed results of the plurality of steady-state transport analyses performed by the steady-state transport analyzer 1040 and the wear model 1020.

[0107] According to one aspect, the second 3D model 1015 of the tire having a non-axisymmetric tread pattern is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

[0108] According to another aspect, an apparatus for evaluating wear of a tire having a non-axisymmetric tread pattern may identify one of a first model 1010 and a second model 1015 of the 3D model of the tire having a non-axisymmetric tread pattern based on one or more predefined criteria regarding the evaluated wear. For example, a 3D model 1010, 1015 (including a specific tread pattern) of a tire having a non-axisymmetric pattern that performs best with respect to a specific preselected criterion (e.g., life / mileage) may be identified.

Claims

1. A computer-implemented method (900) for evaluating wear of a tire having a non-axisymmetric tread pattern, the method comprising: providing a wear model for the tire, the wear model being configured to convert the friction energy rate into the wear energy rate; Providing (920) a first three-dimensional model, i.e., a first 3D model, of the tire having the non-axisymmetric tread pattern; generating (930, 600) a plurality of simplified 3D models based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern; performing (940) a plurality of steady-state transport analyses based at least in part on each of the plurality of simplified 3D models; Post-processing the results of each of the multiple steady-state transmission analyses performed (950, 800); as well as The wear of the tire having the non-axisymmetric tread pattern is evaluated (960) based on the post-processed results of the performed plurality of steady-state transport analyses and the wear model.

2. The computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern of claim 1 , further comprising: A history of relevant metrics for evaluation of tire wear is constructed based at least in part on post-processed results of each of the plurality of steady-state transport analyses performed.

3. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to claim 1 or 2, wherein: Generating (930, 600) a plurality of simplified 3D models based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern further comprises: defining (610) a first sector of the first 3D model of the tire having the non-axisymmetric tread pattern; creating (620) a first simplified 3D model of the plurality of simplified 3D models of the tire based at least in part on periodically and cyclically arranging the defined first sectors; defining (630) at least one additional sector of the first 3D model of the tire having the non-axisymmetric tread pattern, wherein the at least one additional sector is offset by a predefined angle relative to previously defined sectors; and At least a second simplified 3D model of the plurality of simplified 3D models of the tire is created (640) based at least in part on periodically and cyclically arranging the defined at least one additional sector.

4. A computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern according to claim 3, wherein: Depending on the level of detail of the non-axisymmetric tread pattern, the predefined angle is in the range of 0.01° to 1°, with a preferred range being 0.15° to 0.35°.

5. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to any one of claims 1 to 4, wherein: generating the wear model of the tire configured to convert the friction energy rate into the wear energy rate based at least in part on: Testing (410) a block of material of the tire at at least one of different sliding rates, loads, and sliding distances with a linear friction tester; and A wear resistance model and a friction map are generated (420) based at least in part on the testing of a block of material of the tire.

6. A computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern according to claim 5, wherein: Providing the wear model of the tire configured to convert the friction energy rate into the wear energy rate further comprises: An absolute local material loss value is provided based on the determined wear energy rate.

7. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to any one of claims 1 to 6, wherein: The steady-state transmission analysis is based on the arbitrary Lagrangian Euler formula, namely the ALE formula.

8. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to any one of claims 1 to 7, wherein: The first 3D model of the tire having the non-axisymmetric tread pattern is a finite element model, or FE model.

9. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to any one of claims 1 to 8, wherein: The relevant metrics for assessment of wear include at least one of slip, pressure and friction.

10. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to any one of claims 1 to 9, wherein: Post-processing the results of each of the plurality of steady-state transmission analyses (950, 800) includes: obtaining (810) the results of each of the plurality of steady-state transport analyses performed, wherein the results of each of the plurality of steady-state transport analyses performed include one or more simulated physical conditions that contribute to tire wear; merging (820) the results of each of the plurality of steady-state transport analyses performed, wherein the results are merged for each of the one or more simulated physical conditions that contribute to tire wear; Determining (830) a contribution to wear of the tire based on the combined results for each of the one or more simulated physical conditions that contribute to tire wear; and An average wear rate of the tire having the non-axisymmetric tread pattern is determined (840).

11. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to any one of claims 1 to 10, wherein: The first 3D model of the tire having the non-axisymmetric tread pattern is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

12. A computer-implemented method for evaluating the wear of a tire having a non-axisymmetric tread pattern according to any one of claims 1 to 11, further comprising: providing a second 3D model of the tire having the non-axisymmetric tread pattern, wherein the second 3D model is different from the first 3D model; generating a plurality of simplified 3D models based at least in part on the second 3D model of the tire having the non-axisymmetric tread pattern; performing a plurality of steady-state transport analyses based at least in part on each of the plurality of simplified 3D models; post-processing the results of each of the plurality of steady-state transport analyses performed; as well as The wear of the tire having the non-axisymmetric tread pattern is evaluated based on post-processed results of the performed plurality of steady-state transport analyses and the wear model.

13. A computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern according to claim 12, wherein: The second 3D model of the tire having the non-axisymmetric tread pattern is configured to be modified by adjusting one or more design parameters or based on previously assessed wear of the tire having the non-axisymmetric tread pattern.

14. A computer-implemented method for evaluating wear of a tire having a non-axisymmetric tread pattern according to claim 12 or 13, further comprising: One of the first 3D model and the second 3D model in the 3D model of the tire having the non-axisymmetric tread pattern is identified based on one or more predefined criteria regarding the assessed wear.

15. An apparatus for evaluating the wear of a tire having a non-axisymmetric tread pattern, comprising: means for providing a wear model of the tire, the wear model being configured to convert the friction energy rate into the wear energy rate; means for providing a first three-dimensional model, i.e., a first 3D model, of said tire having said non-axisymmetric tread pattern; means for generating a plurality of simplified 3D models based at least in part on the first 3D model of the tire having the non-axisymmetric tread pattern; means for performing a steady-state transport analysis based at least in part on each of the plurality of simplified 3D models; A component for post-processing the results of each of the plurality of steady-state transport analyses performed; as well as Components for evaluating the wear of the tire having the non-axisymmetric tread pattern based on post-processed results of a plurality of steady-state transport analyses performed and the wear model.

16. The apparatus according to claim 15, further comprising: Component configured to carry out any of the methods according to any one of claims 2 to 14.

17. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to perform the method according to any one of claims 1 to 14.

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