A tire force simulation method and device

Abstract

The present application provides a tire force simulation method and device, including: bringing normal parameters and variable parameters into a preset tire model modeling formula to determine a first tire simulation model corresponding to one side of the tire; performing an opposite number change process on the variable parameters, bringing the normal parameters and the processed target variable parameters into a preset tire model modeling formula to determine a second tire simulation model corresponding to the other side of the tire, bringing tire simulation input data into the first tire simulation model and the second tire simulation model respectively, and determining the dynamic simulation results corresponding to the tires on both sides of the target vehicle respectively. The present application considers the impact of the tire installation direction on the simulation of the tires on different sides of the vehicle, and builds simulation models for the tires on different sides of the vehicle respectively, thereby avoiding the deviation behavior of the straight-moving vehicle in the simulation environment and ensuring the effectiveness of the simulation process.

Description

Technical Field

[0001] The present application relates to the technical field of tire models, and in particular to a tire force simulation method and device. Background Art

[0002] The vehicle dynamics model is a core component of autonomous driving simulation testing. Its accuracy directly affects the authenticity and reliability of the simulation results. As the only medium for the vehicle to contact the ground, the mechanical properties of the tire directly affect the vehicle's driving stability and handling performance. In the existing technology, the Magic-Formula tire model (MF tire model for short) is simple in form, high in accuracy, and adaptable to a wide range of working conditions. Therefore, the MF tire model is widely used in the field of vehicle dynamics modeling and simulation control.

[0003] Generally speaking, the left and right tires of a vehicle have the same specifications and patterns. If the manufacturing tolerance is not considered, it can be considered that the dynamic force and torque performance of the left and right tires are basically the same. When multiple tires are equipped or configured the same, the existing technology usually considers the impact of different installation directions of the left and right tires, and directly uses the same tire model parameters to establish the MF tire model. When the entire vehicle dynamics model is constructed based on the MF tire model created in this way, it will cause the vehicle to run off the track when the vehicle dynamics model simulates straight driving or driving without a wheel steering angle in a simulation environment. This deviation behavior will cause the vehicle to gradually leave the lane or the simulation environment, making it difficult to simulate and verify longitudinal control algorithms such as AEB (Autonomous Emergency Breaking) and ACC (Adaptive Cruise Control), and to a certain extent, it does not meet the dynamic performance of the actual vehicle. Summary of the invention

[0004] In view of this, the purpose of the present application is to at least provide a tire force simulation method and device, by inverting the modeling data affected by the tire installation direction used to calculate the vehicle tire model, and using the data before and after the inversion to build the corresponding tire models on different sides, thereby avoiding the deviation of the straight-moving vehicle in the simulation environment and ensuring the effectiveness of the simulation process.

[0005] This application mainly includes the following aspects:

[0006] In a first aspect, an embodiment of the present application provides a tire force simulation method, comprising: obtaining a tire modeling resource package, the tire modeling resource package comprising single tire modeling data corresponding to one side tire of a target simulated vehicle, wherein one side tire is a left tire or a right tire, the single tire modeling data comprising normal parameters and variable parameters, the normal parameters are parameters not affected by the tire installation direction, and the variable parameters are parameters affected by the tire installation direction; bringing the normal parameters and the variable parameters into a preset tire model modeling formula to determine a first tire simulation model corresponding to one side tire; performing an opposite numerical change processing on the variable parameters to obtain a processed target variable parameter; bringing the normal parameters and the target variable parameters into a preset tire model modeling formula to determine a second tire simulation model corresponding to the other side tire of the target simulated vehicle; bringing the first tire simulation input data corresponding to one side tire into the first tire simulation model and bringing the second tire simulation input data corresponding to the other side tire into the second tire simulation model for simulation, to determine a first dynamic simulation result corresponding to one side tire of the target vehicle and a second dynamic simulation result corresponding to the other side tire.

[0007] In a possible implementation, the normal parameters include normal parameters of tire longitudinal force, the variable parameters include variable parameters of tire longitudinal force, the normal parameters of tire longitudinal force and the variable parameters of tire longitudinal force are given parameters participating in the simulation calculation of tire longitudinal force, the first tire simulation model includes a first longitudinal force simulation model, the second tire simulation model includes a second longitudinal force simulation model, and the preset tire model modeling formula includes a tire longitudinal force modeling formula, wherein the first longitudinal force simulation model and the second longitudinal force simulation model are determined in the following manner: the normal parameters of tire longitudinal force and the variable parameters of tire longitudinal force are substituted into the tire longitudinal force modeling formula to determine the first longitudinal force simulation model corresponding to one side of the tire; the variable parameters of tire longitudinal force are inverted to obtain the target tire longitudinal force variable parameters; the target tire longitudinal force variable parameters and the normal parameters of tire longitudinal force are substituted into the tire longitudinal force modeling formula to obtain the second longitudinal force simulation model corresponding to the other side of the tire.

[0008] In a possible implementation, the first dynamic simulation result includes a first tire longitudinal force corresponding to one of the tires on one side, and the second dynamic simulation result includes a second tire longitudinal force corresponding to the other tire on the other side, wherein the first tire longitudinal force and the second tire longitudinal force are determined in the following manner: first tire longitudinal force simulation input data are extracted from the first tire simulation input data, and second tire longitudinal force simulation input data are extracted from the second tire simulation input data, respectively, the tire longitudinal force simulation input data includes wheel longitudinal slip rate, wheel sideslip angle, wheel vertical load, wheel camber angle and wheel friction coefficient, and the longitudinal force simulation model indicates a mapping relationship between tire longitudinal force and tire longitudinal force simulation input data; the first tire longitudinal force simulation input data is brought into the first longitudinal force simulation model to obtain the first tire longitudinal force corresponding to one of the tires on one side; the second tire longitudinal force simulation input data is brought into the second longitudinal force simulation model to obtain the second tire longitudinal force corresponding to the other tire on the other side.

[0009] In a possible implementation, the normal parameters also include the normal parameters of the tire lateral force, the variable parameters also include the variable parameters of the tire lateral force, the normal parameters of the tire lateral force and the variable parameters of the tire lateral force are given parameters participating in the tire lateral force simulation calculation, the first tire simulation model includes the first lateral force simulation model, the second tire simulation model includes the second lateral force simulation model, and the preset tire model modeling formula includes the tire lateral force modeling formula, wherein the first lateral force simulation model and the second lateral force simulation model are determined in the following manner: the normal parameters of the tire lateral force and the variable parameters of the tire lateral force are substituted into the tire lateral force modeling formula to determine the first lateral force simulation model corresponding to one side of the tire; the tire lateral force variable parameters are inverted to obtain the target tire lateral force variable parameters; the target tire lateral force variable parameters and the normal parameters of the tire lateral force are substituted into the tire lateral force modeling formula to obtain the second lateral force simulation model corresponding to the other side of the tire.

[0010] In a possible implementation, the first dynamic simulation result includes a first tire lateral force corresponding to one of the tires on one side, and the second dynamic simulation result includes a second tire lateral force corresponding to the other tire on the other side, wherein the first tire lateral force and the second tire lateral force are determined in the following manner: first tire lateral force simulation input data are extracted from the first tire simulation input data, and second tire lateral force simulation input data are extracted from the second tire simulation input data, respectively, the tire lateral force simulation input data includes wheel longitudinal slip rate, wheel sideslip angle, wheel vertical load, wheel camber angle and wheel friction coefficient, and the lateral force simulation model indicates a mapping relationship between tire lateral force and tire lateral force simulation input data; the first tire lateral force simulation input data is brought into the first lateral force simulation model to obtain the first tire lateral force corresponding to one of the tires on one side; the second tire lateral force simulation input data is brought into the second lateral force simulation model to obtain the second tire lateral force corresponding to the other tire on the other side.

[0011] In a possible implementation, the normal parameters also include the normal parameters of the tire self-aligning torque, the variable parameters also include the variable parameters of the tire self-aligning torque, the normal parameters of the tire self-aligning torque and the variable parameters of the tire self-aligning torque are given parameters involved in the simulation calculation of the tire self-aligning torque, the first tire simulation model includes a first self-aligning torque simulation model, the second tire simulation model includes a second self-aligning torque simulation model, and the preset tire model modeling formula includes a tire self-aligning torque modeling formula, wherein the first self-aligning torque simulation model and the second self-aligning torque simulation model are determined in the following manner: the normal parameters of the tire self-aligning torque and the variable parameters of the tire self-aligning torque are substituted into the tire self-aligning torque modeling formula to determine the first self-aligning torque simulation model corresponding to one side of the tire; the variable parameters of the tire self-aligning torque are inverted to obtain the target tire self-aligning torque variable parameters; the target tire self-aligning torque variable parameters and the normal parameters of the tire self-aligning torque are substituted into the tire self-aligning torque modeling formula to obtain the second self-aligning torque simulation model corresponding to the other side of the tire.

[0012] In a possible implementation, the first dynamic simulation result includes a first tire self-aligning torque corresponding to one of the tires on one side, and the second dynamic simulation result includes a second tire self-aligning torque corresponding to the other tire on the other side, wherein the first tire self-aligning torque and the second tire self-aligning torque are determined by: respectively determining a first tire lateral force and a first tire longitudinal force corresponding to one of the tires on one side and a second tire lateral force and a second tire longitudinal force corresponding to the other tire on the other side; respectively extracting the first tire self-aligning torque simulation input data from the first tire simulation input data and extracting the second tire self-aligning torque simulation input data from the second tire simulation input data, The tire self-aligning torque simulation input data includes the wheel longitudinal slip rate, the wheel sideslip angle, the wheel vertical load, the wheel camber angle and the wheel friction coefficient. The self-aligning torque simulation model indicates the mapping relationship between the tire self-aligning torque and the tire self-aligning torque simulation input data; the first tire self-aligning torque simulation input data, the first tire lateral force and the first tire longitudinal force are brought into the first self-aligning torque simulation model to obtain the first tire self-aligning torque corresponding to one side of the tire; the second tire self-aligning torque simulation input data, the second tire lateral force and the second tire longitudinal force are brought into the second self-aligning torque simulation model to obtain the second tire self-aligning torque corresponding to the other side of the tire.

[0013] In a possible implementation, the normal parameters also include a normal parameter of a tire rollover moment, the normal parameter of the tire rollover moment is a given parameter involved in the simulation calculation of the tire rollover moment, the first dynamic simulation result includes a first tire rollover moment corresponding to one side of the tire, and the second dynamic simulation result includes a second tire rollover moment corresponding to the other side of the tire. The method also includes: bringing the normal parameter of the tire rollover moment into the tire rollover moment modeling formula to determine the rollover moment simulation model corresponding to the tires on both sides of the target simulation vehicle; extracting the first tire rollover moment simulation input data and the first tire simulation input data from the first tire simulation input data respectively. Extract the second tire rollover moment simulation input data from the second tire simulation input data, the tire rollover moment simulation input data includes the wheel vertical load and the wheel camber angle, and the rollover moment simulation model indicates the mapping relationship between the tire rollover moment and the tire rollover moment simulation input data; bring the first tire rollover moment simulation input data and the first tire lateral force into the rollover moment simulation model to obtain the first tire rollover moment corresponding to one side of the tire; bring the second tire rollover moment simulation input data and the second tire lateral force into the rollover moment simulation model to obtain the second tire rollover moment corresponding to the other side of the tire.

[0014] In a possible implementation, the normal parameters also include normal parameters of tire rolling resistance torque, which are given parameters involved in the simulation calculation of tire rolling resistance torque, the first dynamic simulation result includes a first tire rolling resistance torque corresponding to one of the tires on one side, and the second dynamic simulation result includes a second tire rolling resistance torque corresponding to the other tire on the other side. The method also includes: bringing the normal parameters of tire rolling resistance torque into the tire rolling resistance torque modeling formula to determine the rolling resistance torque simulation model corresponding to the tires on both sides of the target simulation vehicle; extracting the first tire rolling resistance torque simulation input data from the first tire simulation input data and extracting the second tire rolling resistance torque simulation input data from the second tire simulation input data, respectively, the tire rolling resistance torque simulation input data includes the vertical load of the wheel and the vehicle speed, and the rolling resistance torque simulation model indicates the mapping relationship between the tire rolling resistance torque and the tire rolling resistance torque simulation input data; bringing the first tire rolling resistance torque simulation input data and the first tire longitudinal force into the rolling resistance torque simulation model to obtain the first tire rolling resistance torque corresponding to one of the tires on one side; bringing the second tire rolling resistance torque simulation input data and the second tire longitudinal force into the rolling resistance torque simulation model to obtain the second tire rolling resistance torque corresponding to the other tire on the other side.

[0015] In a second aspect, an embodiment of the present application also provides a tire force simulation device, the device comprising: an acquisition module, used to acquire a tire modeling resource package, the tire modeling resource package comprising single tire modeling data corresponding to one side tire of a target simulated vehicle, wherein one side tire is a left tire or a right tire, the single tire modeling data comprising normal parameters and variable parameters, the normal parameters are parameters not affected by the tire installation direction, and the variable parameters are parameters affected by the tire installation direction; a first modeling module, used to bring the normal parameters and the variable parameters into a preset tire model modeling formula to determine a first tire simulation model corresponding to one side tire; a processing module, used to perform an opposite number change processing on the variable parameters to obtain a processed target variable parameter; a second modeling module, used to bring the normal parameters and the target variable parameters into a preset tire model modeling formula to determine a second tire simulation model corresponding to the other side tire of the target simulated vehicle; a simulation module, used to bring the first tire simulation input data corresponding to one side tire into the first tire simulation model and bring the second tire simulation input data corresponding to the other side tire into the second tire simulation model for simulation, to determine a first dynamic simulation result corresponding to one side tire of the target vehicle and a second dynamic simulation result corresponding to the other side tire.

[0016] A tire force simulation method and device provided in an embodiment of the present application includes: obtaining normal parameters and variable parameters corresponding to the tire on one side of the target simulated vehicle, bringing the normal parameters and variable parameters into a preset tire model modeling formula, and determining a first tire simulation model corresponding to the tire on one side; performing an opposite number change processing on the variable parameters, bringing the normal parameters and the processed target variable parameters into a preset tire model modeling formula, and determining a second tire simulation model corresponding to the tire on the other side, bringing the tire simulation input data into the first tire simulation model and the second tire simulation model respectively, and determining the dynamic simulation results corresponding to the tires on both sides of the target vehicle respectively. The present application considers the influence of the tire installation direction on the simulation of the tires on different sides of the vehicle, and builds simulation models for the tires on different sides of the vehicle respectively, thereby avoiding the deviation behavior of the straight-moving vehicle in the simulation environment and ensuring the effectiveness of the simulation process.

[0017] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 A schematic diagram showing a corresponding curve of a tire simulation model provided in an embodiment of the present application is shown;

[0020] Figure 2 A flow chart of a tire force simulation method provided in an embodiment of the present application is shown;

[0021] Figure 3 A flowchart of determining a longitudinal force simulation model corresponding to a target simulation vehicle provided by an embodiment of the present application is shown;

[0022] Figure 4 A flow chart of determining a lateral force simulation model corresponding to a target simulation vehicle provided by an embodiment of the present application is shown;

[0023] Figure 5 A flow chart of determining a self-aligning torque simulation model corresponding to a target simulated vehicle provided in an embodiment of the present application is shown;

[0024] Figure 6 A flow chart of a tire overturning moment simulation process provided by an embodiment of the present application is shown;

[0025] Figure 7A flowchart of a tire rolling resistance torque simulation process provided by an embodiment of the present application is shown;

[0026] Figure 8 A functional module diagram of a tire force simulation device provided in an embodiment of the present application is shown;

[0027] Fig. 9 A schematic structural diagram of an electronic device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0028] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme 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. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of sequence, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art, under the guidance of the content of the present application, can add one or more other operations to the flowchart, or remove one or more operations from the flowchart.

[0029] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0030] In the prior art, for a multi-wheeled vehicle with the same tires on the left and right wheels, the left and right tires have the same specifications and patterns. If the manufacturing tolerance is not taken into account, it can be approximately considered that the dynamic force and torque performance of the left and right tires of the vehicle are basically the same. However, in actual situations, since the left and right tires are installed in opposite directions and the effects of the wheel camber angle are opposite, the residual forces and torques generated by the taper effect and the steering characteristics of the carcass layer will also be opposite and balanced with each other, and will not deviate when driving straight or without a wheel steering angle.

[0031] Generally speaking, the left and right tires of a vehicle have the same specifications and patterns. If the manufacturing tolerance is not considered, it can be assumed that the dynamic force and torque performance of the left and right tires are basically the same. Therefore, for the target simulated vehicle, if the corresponding vehicle dynamics model adopts a tire simulation model with unified parameter configuration for the left and right wheel positions (or even a unified configuration for four wheels), or if the existing tire resource package only contains single tire modeling data corresponding to one side of the tire of the target simulated vehicle, the existing technology usually directly uses the single tire modeling data and combines it with the magic formula to complete the modeling of the tires on both sides of the target simulated vehicle. The magic formula can determine a complete tire simulation model that represents the mechanical properties of the tire.

[0032] The tire simulation model refers to the MF tire model. The tire simulation model uses the tire coordinate system as the reference coordinate system. The input data corresponding to the tire simulation model are the tire vertical load Fz, the longitudinal slip rate Kappa, the wheel camber angle gamma, the vehicle speed Vx and the sideslip angle alpha. The output data of the tire simulation model include the tire longitudinal force Fx, the tire lateral force Fy, the tire overturning moment Mx, the tire rolling resistance moment My and the tire self-aligning moment Mz.

[0033] Specifically, the magic formula corresponding to the MF tire model is:

[0034]

[0035] See also Figure 1 , Figure 1 A schematic diagram of a tire simulation model corresponding to a curve provided in an embodiment of the present application is shown. Figure 1 and the above formula, the ordinate is F(w) which represents the longitudinal force, lateral force or self-aligning moment corresponding to the combined independent variable w, the abscissa is the combined independent variable w, X represents the sideslip angle or longitudinal slip rate under different simulation conditions, B, C, D, E, SV, SH are the corresponding fitting coefficients in the magic formula, among which, SH represents the horizontal drift of the F(w) curve, D represents the peak coefficient of the F(w) curve, B represents the stiffness coefficient, C represents the shape coefficient corresponding to the F(w) curve, E represents the curvature coefficient corresponding to the F(w) curve, E is used to control the curvature at the peak of the F(w) curve, B×C×D represents the stiffness value corresponding to the zero point of F(w), SV represents the vertical drift of the F(w) curve, and arctan(BCD) represents the angle between the origin of the tire coordinate system and the horizontal axis.

[0036] In view of the situation where the tire specifications used on both sides of the simulated vehicle are exactly the same and only the tire modeling parameters corresponding to the tire on one side of the simulated vehicle are provided, the prior art directly inputs the provided tire modeling parameters into the above formula in the process of constructing the simulation model corresponding to the tire force and torque, and finally obtains the tire simulation model. The finally obtained tire simulation model will be used as the tire simulation model corresponding to the tires on both sides of the simulated vehicle. In other words, there is no difference between the tire simulation models corresponding to the tires on both sides of the vehicle created by the prior art based on the single-sided tire.

[0037] In this case, the simulation models corresponding to the left and right tires of the simulated vehicle created ignore the impact of the different installation directions of the left and right wheels on the tire modeling-related data, resulting in the final application of the tire model for simulation. When the vehicle is facing straight driving or no wheel turning, it will deviate. This deviation behavior will cause the vehicle to gradually leave the lane or the simulation environment, making it difficult to achieve simulation verification of longitudinal control algorithms such as AEB and ACC, and to a certain extent, it does not meet the dynamic performance of the actual vehicle.

[0038] Based on this, the embodiment of the present application provides a tire force simulation method and device, which considers the influence of the tire installation direction on the simulation of tires on different sides of the vehicle, and respectively builds simulation models of tires on different sides of the vehicle, thereby avoiding the deviation of the straight-moving vehicle in the simulation environment and ensuring the effectiveness of the simulation process, as follows:

[0039] See also Figure 2 , Figure 2 FIG. 1 is a flow chart of a tire force simulation method provided by an embodiment of the present application. Figure 2 As shown, the method provided in the embodiment of the present application comprises the following steps:

[0040] S100. Obtain a tire modeling resource package.

[0041] The tire modeling resource package includes single tire modeling data corresponding to one side tire of the target simulated vehicle, where one side tire is a left tire or a right tire. The single tire modeling data includes normal parameters and variable parameters. The normal parameters are parameters that are not affected by the tire installation direction, and the variable parameters are parameters that are affected by the tire installation direction.

[0042] S200, bringing the normal parameters and the variable parameters into a preset tire modeling formula to determine a first tire simulation model corresponding to one of the tires on one side.

[0043] S300, performing an inverse numerical change process on the change parameter to obtain a processed target change parameter.

[0044] S400: Substitute the normal parameters and the target change parameters into a preset tire model modeling formula to determine a second tire simulation model corresponding to the other side tire of the target simulation vehicle.

[0045] S500, respectively bringing the first tire simulation input data corresponding to one side of the tire into the first tire simulation model and bringing the second tire simulation input data corresponding to the other side of the tire into the second tire simulation model for simulation, and determining the first dynamic simulation result corresponding to one side of the tire of the target vehicle and the second dynamic simulation result corresponding to the other side of the tire.

[0046] In steps S100 to S500, the present application provides a method for determining a tire simulation model corresponding to a multi-wheeled vehicle based on single tire modeling data and performing simulation. Specifically, the target simulated vehicle in the present application is a multi-wheeled vehicle with the same tire configuration on the left and right wheels of the vehicle. The same tire configuration at least includes: the same tire specifications and the same tire pattern. In the present application, considering that the installation directions of the left tire and the right tire are opposite, the wheel inclination angle generated is opposite, and due to the taper effect and the steering characteristics of the cord layer, the residual force and torque generated by the tires on different sides will also be opposite. Based on this, the present application proposes that when creating a tire simulation model corresponding to the left and right tires of the target simulated vehicle based on the single tire modeling data, the influence of the tire direction is introduced, and the single tire modeling data (i.e., the change data) affected by the tire installation direction used to build the tire simulation model is negated, and the data before and after the negation are used in combination with the preset tire modeling formula to build the corresponding tire models on different sides, thereby avoiding the deviation behavior of the straight-moving vehicle in the simulation environment, ensuring the effectiveness of the simulation process, and realizing accurate simulation of the tire force and torque response of the multi-wheeled vehicle.

[0047] In step S100, the tire modeling resource package includes single tire modeling data corresponding to one side tire of the target simulated vehicle, where the one side tire is a left tire or a right tire, and the single tire modeling data includes normal parameters and variable parameters, the normal parameters are parameters that are not affected by the tire installation direction, and the variable parameters are parameters that are affected by the tire installation direction.

[0048] In steps S200 to S400, the normal parameters include the normal parameters of the tire longitudinal force, the variable parameters include the variable parameters of the tire longitudinal force, the normal parameters of the tire longitudinal force and the variable parameters of the tire longitudinal force are given parameters participating in the tire longitudinal force simulation calculation, and the preset tire modeling formula includes the tire longitudinal force modeling formula.

[0049] The first tire simulation model includes a first longitudinal force simulation model, the second tire simulation model includes a second longitudinal force simulation model, and the preset tire model modeling formula includes a tire longitudinal force modeling formula.

[0050] In a preferred embodiment, see Figure 3 , Figure 3 A flowchart of determining a longitudinal force simulation model corresponding to a target simulated vehicle provided by an embodiment of the present application is shown. Figure 3 As shown, the first longitudinal force simulation model and the second longitudinal force simulation model corresponding to the target simulation vehicle are determined in the following manner:

[0051] S201A, bringing the normal parameters of the tire longitudinal force and the variation parameters of the tire longitudinal force into the tire longitudinal force modeling formula, and determining a first longitudinal force simulation model corresponding to one of the tires on one side.

[0052] S201B, invert the tire longitudinal force variation parameter to obtain a target tire longitudinal force variation parameter.

[0053] S201C, substituting the target tire longitudinal force variation parameter and the tire longitudinal force normality parameter into the tire longitudinal force modeling formula to obtain a second longitudinal force simulation model corresponding to the tire on the other side.

[0054] In a preferred embodiment, in steps S201A to S201C, the tire longitudinal force modeling formula is:

[0055] Fz01=Fz0×LFZ0---(1)

[0056] dFz=(Fz-Fz01) / LFZ0---(2)

[0057] SHx=(PHX1+PHX2×dFz)×LHX---(3)

[0058] gammax=gamma×LGAX---(4)

[0059] SVx=Fz×(PVX1+PVX2×dFz)×LVX×LMUX---(5)

[0060] Kappax=(u0 / u)×(Kappa+SHx)---(6)

[0061] MIUx=(PDX1+PDX2×dFz)×(1-PDX3×gammax 2 )×LMUX

[0062] ---(7)

[0063] Kx=Fz×(PKX1+PKX2×dFz)×exp(PKX3×dFz)×LKX---(8)

[0064] Cx=PCX1×LCX---(9)

[0065] Dx=MIUx×Fz---(10)

[0066] Bx=Kx / ((Cx×Dx))---(11)

[0067] Ex=

[0068] (PEX1+PEX2×dFz+PEX3×dFz 2 )×(1-PEX4×sgn(Kappax))×LEX---(12)

[0069] Fx0=(u / u0)×(Dx×sin(Cx×arctan(Bx×Kappax-Ex×(Bx×Kappax-arctan(Bx×Kappax)))))+SVx)---(13)

[0070] Cxalpha=RCX1---(14)

[0071] SHxalpha=RHX1---(15)

[0072] alphas=alpha+SHxalpha---(16)

[0073] Exalpha=REX1+REX2×dFz---(17)

[0074] Bxalpha=RBX1×cos(arctan(RBX2×Kappa))×LXAL---(18)

[0075] Gxalpha=Q11 / Q12---(19)

[0076] in:

[0077] Q11=cos(Cxalpha×arctan(Bxalpha×alphas-Exalpha×(Bxalpha

[0078] ×alphas-arctan(Bxalpha×alphas))))

[0079] Q12=cos(Cxalpha×arctan(Bxalpha×SHxalphas-Exalpha×(Bxalpha

[0080] ×SHxalphas-arctan(Bxalpha×SHxalphas))))

[0081] Fx=Fx0×Gxalpha---(20)

[0082] Wherein, Fx represents the longitudinal force of the tire. The longitudinal force calculation parameters involved in formula (1) to formula (20) are shown in Table 1. Table 1 is a statistical table of longitudinal force calculation parameters corresponding to the longitudinal force simulation model.

[0083] Table 1

[0084]

[0085]

[0086] As shown in Table 1, the longitudinal force calculation parameters include normal tire longitudinal force parameters and variable tire longitudinal force parameters. The variable tire longitudinal force parameter is the horizontal offset factor RHX1 of the reduction of the compound slip longitudinal force. The normal tire longitudinal force parameters are all longitudinal force calculation parameters in Table 1 except the horizontal offset factor RHX1 of the reduction of the compound slip longitudinal force. Specifically, the parameter values ​​corresponding to each longitudinal force calculation parameter in Table 1 are given in advance.

[0087] After substituting the parameter values ​​corresponding to the longitudinal force calculation parameters in Table 1 into the above formulas (1) to (20), the processed formulas (1) to (20) are obtained, and the first longitudinal force simulation model corresponding to the tire on one side is formed by the processed formulas (1) to (20).

[0088] Then, the parameter value corresponding to the horizontal offset factor RHX1 of the composite slip longitudinal force reduction is inverted and then substituted into the above formulas (1) to (20) to obtain the second longitudinal force simulation model corresponding to the other side tire formed by the processed formulas (1) to (20).

[0089] In step S500, the first dynamic simulation result includes a first tire longitudinal force corresponding to the tire on one side, and the second dynamic simulation result includes a second tire longitudinal force corresponding to the tire on the other side.

[0090] Preferably, the tire simulation input data includes at least wheel longitudinal slip rate, wheel sideslip angle, wheel vertical load, wheel camber angle, wheel friction coefficient, effective rolling radius and vehicle speed. Specifically, the tire simulation input data is obtained from a target vehicle dynamics simulation module corresponding to the target simulation vehicle, and the target vehicle dynamics simulation module is a dynamics simulation module excluding the tire simulation module among all dynamics simulation modules corresponding to the target simulation vehicle.

[0091] In a preferred embodiment, step S500 includes:

[0092] The first tire longitudinal force simulation input data corresponding to one of the tires on one side is extracted from the first tire simulation input data, and the second tire longitudinal force simulation input data corresponding to the other tire on the other side is extracted from the second tire simulation input data. The tire longitudinal force simulation input data includes wheel longitudinal slip rate Kappa, wheel slip angle alpha, wheel vertical load Fz, wheel camber angle gamma and wheel friction coefficient u. The longitudinal force simulation model indicates the mapping relationship between the tire longitudinal force and the tire longitudinal force simulation input data. The data values ​​of the wheel longitudinal slip rate Kappa, wheel slip angle alpha, wheel vertical load Fz, wheel camber angle gamma and wheel friction coefficient u corresponding to one of the tires on one side are brought into the first longitudinal force simulation model for calculation, which can obtain the first tire longitudinal force corresponding to one of the tires on one side. The data values ​​of the wheel longitudinal slip rate Kappa, wheel slip angle alpha, wheel vertical load Fz, wheel camber angle gamma and wheel friction coefficient u corresponding to the other tire on the other side are brought into the second longitudinal force simulation model, and the second tire longitudinal force corresponding to the other tire on the other side can be determined.

[0093] In the present application, among all the parameters involved in formulas (1) to (20), the remaining parameters except the tire longitudinal force simulation input data and all the longitudinal force calculation parameters shown in Table 1 are defined as intermediate calculation quantities of the longitudinal force in the tire longitudinal force solution process, which can be indirectly calculated by inputting the tire longitudinal force simulation input data and the longitudinal force calculation parameters. Therefore, the present application does not further elaborate on their definitions.

[0094] Preferably, the normal parameters also include the normal parameters of the tire lateral force, the variable parameters also include the variable parameters of the tire lateral force, the normal parameters of the tire lateral force and the variable parameters of the tire lateral force are given parameters participating in the tire lateral force simulation calculation, the first tire simulation model includes the first lateral force simulation model, the second tire simulation model includes the second lateral force simulation model, and the preset tire model modeling formula includes the tire lateral force modeling formula.

[0095] In a preferred embodiment, see Figure 4 , Figure 4 FIG. 1 is a flowchart of a method for determining a lateral force simulation model corresponding to a target simulation vehicle provided by an embodiment of the present application. Figure 4 As shown, the first lateral force simulation model and the second lateral force simulation model are determined in the following manner:

[0096] S202A, bringing the tire lateral force normal parameters and the tire lateral force variation parameters into the tire lateral force modeling formula to determine a first lateral force simulation model corresponding to one of the tires on one side.

[0097] S202B, invert the tire lateral force variation parameter to obtain a target tire lateral force variation parameter.

[0098] S202C, substituting the target tire lateral force variation parameter and the tire lateral force normality parameter into the tire lateral force modeling formula to obtain a second lateral force simulation model corresponding to the tire on the other side.

[0099] In a preferred embodiment, in steps S202A to S202C, the tire lateral force modeling formula is:

[0100] gammay=gamma×LGAY---(21)

[0101] Fz01=Fz0×LFZ0---(22)

[0102] dFz=(Fz-Fz01) / LFZ0---(23)

[0103] MIUy=(PDY1+PDY2×dFz)×(1-PDY3×gammay 2 )×LMUY---(24)

[0104] Ky0=PKY1×Fz0×sin(2×arctan(Fz / (PKY2×Fz01)))×LFZ0×LKY

[0105] ---(25)

[0106] Ky=Ky0×(1-PKY3×abs(gammay))---(26)

[0107] SHy=(PHY1+PHY2×dFz)×LHY+PHY3×gammay×LKYG---(27)

[0108] SVy=Fz×((PVY1+PVY2×dFz)×LVY+(PVY3+PVY4×dFz)×gammay×LKYG)×LMUY---(28)

[0109] alphay=(u0 / u)×(alpha+SHy)---(29)

[0110] Cy=PCY1×LCY---(30)

[0111] Dy=MIUy×Fz---(31)

[0112] By=Ky / (Cy×Dy)---(32)

[0113] Ey=(PEY1+PEY2×dFz)×(1-(PEY3+PEY4×gammay)×

[0114] sgn(alphay))×LEY---(33)

[0115] Fy0=(u / u0)×(Dy×sin(Cy×arctan(By×alphay-Ey×(By×alphay-arctan(By×alphay))))+SVy)---(34)

[0116] SHyKappa=RHY1+RHY2×dFz---(35)

[0117] Kappas=Kappa+SHyKappa---(36)

[0118] CyKappa=RCY1---(37)

[0119] ByKappa=RBY1×cos(arctan(RBY2×(alpha-RBY3)))×LYKA

[0120] --(38)

[0121] EyKappa=REY1+REY2×dFz---(39)

[0122] DVyKappa=MIUy×Fz×(RVY1+RVY2×dFz+RVY3×gamma)×cos(arctan(RVY4×alpha))---(40)

[0123] SVyKappa=DVyKappa×sin(RVY5×arctan(RVY6×Kappa))×LVYKA---(41)

[0124] Gykappa=Q21 / Q22---(42)

[0125] Q21=cos(CyKappa×arctan(ByKappa×Kappas-EyKappa×(ByKappa×

[0126] Kappas-arctan(ByKappa×Kappas))))---(43)

[0127] Q22=cos(CyKappa×arctan(ByKappa×SHyKappa-EyKappa×

[0128] (ByKappa×SHyKappa-arctan(ByKappa×SHyKappa))))---(44)

[0129] Fy=Fy0×Gykappa---(45)

[0130] Wherein, Fy represents the lateral force of the tire. The lateral force calculation parameters involved in formula (21) to formula (45) are shown in Table 2. Table 2 is a statistical table of lateral force calculation parameters corresponding to the lateral force simulation model.

[0131] Table 2

[0132]

[0133]

[0134]

[0135] As shown in Table 2, the lateral force calculation parameters include the normal parameters of the tire lateral force and the variable parameters of the tire lateral force. The variable parameters of the tire lateral force are the zero-order camber angle dependence PEY3 of the tire lateral force curvature, the horizontal offset of the tire lateral force under the nominal vertical load PHY1, the rate of change of the horizontal offset of the tire lateral force with the load PHY2, the vertical offset of the lateral force vertical offset load ratio under the nominal vertical load PVY1, the rate of change of the lateral force vertical offset load ratio with the load PVY2, the sideslip angle correction parameter RBY3 of the compound slip lateral force, the maximum value RVY1 of the ratio of the vertical offset of the compound slip lateral force to the lateral friction coefficient and the load under the nominal vertical load and zero roll angle, and the rate of change RVY2 of the ratio of the vertical offset of the compound slip lateral force to the lateral friction coefficient and the load. The normal parameters of the tire lateral force are the lateral force calculation parameters in Table 1 except the variable parameters of the tire lateral force. Specifically, the parameter values ​​corresponding to each lateral force calculation parameter in Table 1 are given in advance.

[0136] In a preferred embodiment, after substituting the parameter values ​​corresponding to the lateral force calculation parameters in Table 2 into the above formulas (21) to (45), processed formulas (21) to (45) are obtained, and the first lateral force simulation model corresponding to the tire on one side is formed by the processed formulas (21) to (45).

[0137] Then, the parameter value corresponding to the tire lateral force change parameter is inverted and substituted into the above formula (21) to formula (45) to obtain the second lateral force simulation model corresponding to the other side tire formed by the processed formula (21) to formula (45).

[0138] In step S500, the first dynamic simulation result includes a first tire lateral force corresponding to the tire on one side, and the second dynamic simulation result includes a second tire lateral force corresponding to the tire on the other side.

[0139] Preferably, step S500 includes:

[0140] The first tire lateral force simulation input data corresponding to the tire on one side and the second tire lateral force simulation input data corresponding to the tire on the other side are respectively extracted from the tire simulation input data, the tire lateral force simulation input data includes the wheel longitudinal slip rate Kappa, the wheel slip angle alpha, the wheel vertical load Fz, the wheel camber angle gamma and the wheel friction coefficient u, the lateral force simulation model indicates the mapping relationship between the tire lateral force and the tire lateral force simulation input data, the data values ​​of the wheel longitudinal slip rate Kappa, the wheel slip angle alpha, the wheel vertical load Fz, the wheel camber angle gamma and the wheel friction coefficient u corresponding to the tire on one side are brought into the first lateral force simulation model for calculation, which can obtain the first tire lateral force corresponding to the tire on one side, and the data values ​​of the wheel longitudinal slip rate Kappa, the wheel slip angle alpha, the wheel vertical load Fz, the wheel camber angle gamma and the wheel friction coefficient u corresponding to the tire on the other side are brought into the second lateral force simulation model, and the second tire lateral force corresponding to the tire on the other side can be determined.

[0141] In the present application, among all the parameters involved in formulas (21) to (45), except for the tire lateral force simulation input data and all the lateral force calculation parameters shown in Table 2, the remaining parameters are defined as the intermediate calculation quantities of the lateral force in the tire lateral force solution process, which can be indirectly calculated by inputting the tire lateral force simulation input data and the lateral force calculation parameters. Therefore, the present application does not further elaborate on their definitions.

[0142] Preferably, the normal parameters also include the normal parameters of the tire self-aligning torque, the variable parameters also include the variable parameters of the tire self-aligning torque, the normal parameters of the tire self-aligning torque and the variable parameters of the tire self-aligning torque are given parameters participating in the simulation calculation of the tire self-aligning torque, the first tire simulation model includes a first self-aligning torque simulation model, the second tire simulation model includes a second self-aligning torque simulation model, and the preset tire model modeling formula includes a tire self-aligning torque modeling formula.

[0143] In a preferred embodiment, see Figure 5 , Figure 5 A flow chart of a method for determining a return torque simulation model corresponding to a target simulated vehicle provided in an embodiment of the present application is shown. Figure 5 As shown, the first aligning torque simulation model and the second aligning torque simulation model are determined in the following manner:

[0144] S203A, bringing the normal parameters of the tire self-aligning torque and the variable parameters of the tire self-aligning torque into the tire self-aligning torque modeling formula, and determining a first self-aligning torque simulation model corresponding to one of the tires on one side.

[0145] S203B, invert the tire self-aligning torque variation parameter to obtain a target tire self-aligning torque variation parameter.

[0146] S203C, bringing the target tire self-aligning torque variation parameter and the tire self-aligning torque normal parameter into the tire self-aligning torque modeling formula to obtain a second self-aligning torque simulation model corresponding to the tire on the other side.

[0147] In a preferred embodiment, in steps S203A to S203D, the tire aligning torque modeling formula is:

[0148] Fz01=Fz0×LFZ0---(46)

[0149] dFz=(Fz-Fz01) / LFZ0---(47)

[0150] gammaz=gamma×LGAZ---(48)

[0151] SHt=QHZ1+QHZ2×dFz+(QHZ3+QHZ4×dFz)×gammaz---(49)

[0152] SHf=SHy+SVy / Ky---(50)

[0153] alphat=alpha+SHt---(51)

[0154] alphar=alpha+SHf---(52)

[0155] Bt=(QBZ1+QBZ2×dFz+QBZ3×dFz 2 )×(1+QBZ4×gammaz+

[0156] QBZ5×abs(gammaz))×LKY / LMUY---(53)

[0157] Ct=QCZ1---(54)

[0158] Dt=Fz×(QDZ1+QDZ2×dFz)×(1+QDZ3×gammaz+QDZ4×

[0159] gammaz 2 )×R0 / Fz01×LTR---(55)

[0160] Br=(QBZ9×LKY / LMUY+QBZ10×By×Cy)---(56)

[0161] Dr=Fz×((QDZ6+QDZ7×dFz)×LRES+(QDZ8+QDZ9×dFz)×gammaz)×R0×LMUY---(57)

[0162] Et=(QEZ1+QEZ2×dFz+QEZ3×dFz 2 )×(1+(QEZ4+QEZ5×

[0163] gammaz)×((2 / pi)×arctan(Bt×Ct×alphat)))---(58)

[0164] alphateq=arctan√(tan(alphat) 2 +(Kx / Ky×Kappa) 2 )×sgn(alphat)---(59)

[0165] alphareq=

[0166] arctan√(tan(alphar) 2 +(Kx / Ky×Kappa) 2 )×sgn(alphar)

[0167] ---(60)t=(u / u0)×Dt×cos(Ct×arctan(Bt×alphateq-Et×(Bt×alphateq-

[0168] arctan(Bt×alphateq))))×cos(alpha)---(61)

[0169] Mzr=Dr×cos(arctan(Br×alphareq))×cos(alpha)---(62)

[0170] S=(SSZ1+SSZ2×Fy / Fz01+(SSZ3+SSZ4×dFz)×gamma)×R0×LS---(63)

[0171] FMz=-t×Fy+Mzr+S×Fx---(64)

[0172] Wherein, FMz represents the tire self-aligning torque. The self-aligning torque calculation parameters involved in formula (46) to formula (64) are shown in Table 3. Table 3 is a statistical table of self-aligning torque calculation parameters corresponding to the self-aligning torque simulation model.

[0173] Table 3

[0174]

[0175]

[0176]

[0177] As shown in Table 3, the calculation parameters of the self-aligning torque include the normal parameters of the tire self-aligning torque and the changing parameters of the tire self-aligning torque. The changing parameters of the tire self-aligning torque include the rate of change of the slope factor of the tire trail with the camber angle QBZ4, the rate of change of the peak factor of the tire trail with the camber angle QDZ3, the peak factor of the tire residual self-aligning torque under the nominal vertical load and zero roll angle QDZ6, the rate of change of the peak factor of the tire residual self-aligning torque with the load QDZ7, the rate of change of the curvature factor of the tire trail with the trail slip angle QEZ4, and the peak factor of the tire residual self-aligning torque under the nominal vertical load and zero roll angle QDZ6. Under longitudinal load and zero sideslip angle, the horizontal offset of tire trail QHZ1, the rate of change of horizontal offset of tire trail with load QHZ2, the constant factor SSZ1 of the force arm of the longitudinal force generating the self-aligning torque, the normal parameters of the tire self-aligning torque are the self-aligning torque calculation parameters in Table 1 except the tire self-aligning torque variation parameters QBZ4, QDZ3, QDZ6, QDZ7, QEZ4, QHZ1, QHZ2, and SSZ1. Specifically, the parameter values ​​corresponding to each self-aligning torque calculation parameter in Table 3 are given in advance.

[0178] In a preferred embodiment, the parameter values ​​corresponding to the calculation parameters of the self-aligning torque in Table 1 are substituted into the above formulas (46) to (64). Then, the tire longitudinal force Fx in formulas (46) to (64) is determined by the tire longitudinal force calculation process. The tire lateral force Fy in formulas (46) to (64) is determined by the tire lateral force calculation process. The above process has been explained and will not be repeated here. The processed formulas (46) to (64) are further obtained, and the first self-aligning torque simulation model corresponding to one side of the tire is formed by the processed formulas (46) to (64).

[0179] Then, the parameter value corresponding to the tire self-aligning torque change parameter is inverted and substituted into the above formulas (46) to (64) to obtain the second self-aligning torque simulation model corresponding to the other side tire formed by the processed formulas (46) to (64).

[0180] In step S500, the first dynamic simulation result includes a first tire aligning torque corresponding to the tire on one side, and the second dynamic simulation result includes a second tire aligning torque corresponding to the tire on the other side.

[0181] In a preferred embodiment, preferably, step S500 includes:

[0182] The first tire lateral force and the first tire longitudinal force corresponding to one side of the tire and the second tire lateral force and the second tire longitudinal force corresponding to the other side of the tire are determined respectively, the first tire self-aligning torque simulation input data is extracted from the first tire simulation input data, and the second tire self-aligning torque simulation input data is extracted from the second tire simulation input data, the tire self-aligning torque simulation input data includes the wheel longitudinal slip rate Kappa, the wheel side slip angle alpha, the wheel vertical load Fz, the wheel camber angle gamma and the wheel friction coefficient u, the self-aligning torque simulation model indicates the mapping relationship between the tire self-aligning torque and the tire self-aligning torque simulation input data, and the tire on one side is mapped to the The corresponding wheel longitudinal slip rate Kappa, wheel sideslip angle alpha, wheel vertical load Fz, wheel camber angle gamma and wheel friction coefficient u data values, the first tire lateral force and the first tire longitudinal force are brought into the first self-aligning torque simulation model for calculation, which can obtain the first tire self-aligning torque corresponding to one side of the tire, and the wheel longitudinal slip rate Kappa, wheel sideslip angle alpha, wheel vertical load Fz, wheel camber angle gamma and wheel friction coefficient u data values, the second tire lateral force and the second tire longitudinal force corresponding to the other side of the tire are brought into the second self-aligning torque simulation model, and the second tire self-aligning torque corresponding to the other side of the tire can be determined.

[0183] The tire self-aligning torque is related to the tire lateral force and the tire longitudinal force. Therefore, the present application first determines the first tire longitudinal force corresponding to one side tire and the second tire longitudinal force corresponding to the other side tire with the help of Table 1, tire longitudinal force simulation input data, and formulas (1) to (20).

[0184] Furthermore, with the help of Table 2, tire lateral force simulation input data, and formulas (21) to (45), the first tire lateral force corresponding to one side tire and the second tire lateral force corresponding to the other side tire are determined respectively.

[0185] Then, the parameters in Table 3, the first tire self-aligning torque simulation input data, the first tire longitudinal force and the first tire lateral force are substituted into Formulas (46) to (64) to obtain the first tire self-aligning torque corresponding to one side of the tire.

[0186] Similarly, by taking the opposite of the tire self-aligning torque variation parameters in Table 3, and substituting them together with the tire self-aligning torque normal parameters, the second tire self-aligning torque simulation input data, the second tire longitudinal force, and the second tire lateral force in Table 3 into formulas (46) to (64), the second tire self-aligning torque corresponding to the tire on the other side can be obtained.

[0187] In the present application, among all the parameters involved in formula (46) to formula (64), except for the tire self-aligning torque simulation input data and all the self-aligning torque calculation parameters shown in Table 2, the remaining parameters are defined as the intermediate calculation amount of the self-aligning torque in the process of solving the tire self-aligning torque, which can be indirectly calculated by inputting the tire self-aligning torque simulation input data and the self-aligning torque calculation parameters. Therefore, the present application does not further elaborate on their definitions.

[0188] Preferably, the normal parameters also include normal parameters of tire rollover moment, which are given parameters involved in the simulation calculation of the tire rollover moment. The first dynamic simulation result includes the first tire rollover moment corresponding to the tire on one side, and the second dynamic simulation result includes the second tire rollover moment corresponding to the tire on the other side.

[0189] In a preferred embodiment, see Figure 6 , Figure 6 FIG. 1 is a flow chart showing a tire overturning moment simulation process provided by an embodiment of the present application. Figure 6 As shown, the method provided by the present application also includes:

[0190] S301, bringing the normal parameters of the tire rollover moment into the tire rollover moment modeling formula to determine the rollover moment simulation model corresponding to the tires on both sides of the target simulation vehicle.

[0191] S302, extracting first tire rollover moment simulation input data from the first tire simulation input data and extracting second tire rollover moment simulation input data from the second tire simulation input data.

[0192] The tire rollover moment simulation input data includes the wheel vertical load and the wheel camber angle, and the rollover moment simulation model indicates the mapping relationship between the tire rollover moment and the tire rollover moment simulation input data.

[0193] S303, bringing the first tire rollover moment simulation input data and the first tire lateral force into the rollover moment simulation model to obtain the first tire rollover moment corresponding to one of the tires on one side.

[0194] S304, bringing the second tire rollover moment simulation input data and the second tire lateral force into the rollover moment simulation model to obtain the second tire rollover moment corresponding to the tire on the other side.

[0195] In the present application, the tire rollover moment corresponding to the tires on both sides of the vehicle is not directly affected by the tire installation direction, but is related to the tire lateral force.

[0196] In a preferred embodiment, the tire tipping force modeling formula is:

[0197] FMx=

[0198] R0×Fz×(QSX3×Fy / Fz01+QSX4×cos(QSX5×arctan((QSX6×

[0199] Fz / Fz01) 2 ))×sin(QSX7×gamma+QSX8×arctan(QSX9×Fy / Fz01))+(QSX10×arctan(QSX11×Fz / Fz01)-QSX2)×gamma+QSX1×LVMX)×

[0200] LMX---(65)

[0201] Wherein, FMx represents the tire rollover moment. The tire rollover moment calculation parameters involved in formula (65) are shown in Table 4. Table 4 is a statistical table of rollover moment calculation parameters corresponding to the rollover moment simulation model.

[0202] Table 4

[0203]

[0204]

[0205] As shown in Table 4, all the calculation parameters of the overturning moment are normal parameters of the tire overturning moment. The parameter values ​​corresponding to each corresponding calculation parameter of the overturning moment in Table 1 are given in advance. It can be seen from formula (65) that the calculation of the tire overturning moment FMx is related to the normal parameters of the tire overturning moment and the tire lateral force Fy. Therefore, it is necessary to first combine Table 2, formulas (21) to (45) and the tire lateral force simulation input data to respectively determine the first tire lateral force corresponding to one side of the tire and the second tire lateral force corresponding to the other side of the tire. Then, the first tire lateral force, the parameters in Table 4 and the first tire overturning moment simulation input data (wheel vertical load and wheel camber angle) are substituted into formula (65) to obtain the first tire overturning moment corresponding to one side of the tire.

[0206] Substituting the second tire lateral force, the parameters in Table 4, and the second tire rollover moment simulation input data (wheel vertical load and wheel camber angle) into formula (65), the second tire rollover moment corresponding to the tire on the other side can be obtained.

[0207] Preferably, the normal parameters also include normal parameters of tire rolling resistance torque, which are given parameters involved in the simulation calculation of tire rolling resistance torque. The first dynamic simulation result includes a first tire rolling resistance torque corresponding to the tire on one side, and the second dynamic simulation result includes a second tire rolling resistance torque corresponding to the tire on the other side.

[0208] In a preferred embodiment, see Figure 7, Figure 7 FIG. 1 is a flow chart showing a tire rolling resistance torque simulation process provided by an embodiment of the present application. Figure 7 As shown, the method provided by the present application also includes:

[0209] S401, bringing the normal parameters of the tire rolling resistance torque into the tire rolling resistance torque modeling formula to determine the rolling resistance torque simulation model corresponding to the tires on both sides of the target simulation vehicle.

[0210] S402, extracting first tire rolling resistance torque simulation input data from the first tire simulation input data and extracting second tire rolling resistance torque simulation input data from the second tire simulation input data.

[0211] The tire rolling resistance torque simulation input data includes the wheel vertical load and the vehicle speed, and the rolling resistance torque simulation model indicates the mapping relationship between the tire rolling resistance torque and the tire rolling resistance torque simulation input data;

[0212] S403, bringing the first tire rolling resistance torque simulation input data and the first tire lateral force into a rolling resistance torque simulation model to obtain the first tire rolling resistance torque corresponding to one of the tires on one side.

[0213] S404, bringing the second tire rolling resistance torque simulation input data and the second tire lateral force into a rolling resistance torque simulation model to obtain the second tire rolling resistance torque corresponding to the tire on the other side.

[0214] In the present application, the tire rollover moment corresponding to the tires on both sides of the vehicle is not directly affected by the tire installation direction, but is related to the tire longitudinal force.

[0215] In another preferred embodiment, the tire rolling resistance torque modeling formula is:

[0216] FMy=R0×Fz×LMY×(QSY1+QSY2×Fx / Fz01+QSY3×abs(Vx /

[0217] LONGVL)+QSY4×(Vx / LONGVL) 4 )---(66)

[0218] Among them, FMy represents the tire rolling resistance torque. The tire rolling resistance torque related calculation parameters involved in formula (66) are shown in Table 5. Table 5 is a statistical table of rolling resistance torque calculation parameters corresponding to the rolling resistance torque simulation model.

[0219]

[0220] As shown in Table 5, all rolling resistance torque calculation parameters are normal rolling resistance torque parameters. The parameter values ​​corresponding to each rolling resistance torque calculation parameter in Table 5 are given in advance. It can be seen from formula (66) that the calculation of the tire rolling resistance torque FMy is related to the tire rolling resistance torque normal parameters and the tire longitudinal force Fx. Therefore, it is necessary to first combine Table 1, formulas (1) to (20) and tire longitudinal force simulation input data to respectively determine the first tire longitudinal force corresponding to one side tire and the second tire longitudinal force corresponding to the other side tire. Then, the first tire longitudinal force, the parameters in Table 5 and the first tire rolling resistance torque simulation input data (wheel vertical load and vehicle speed) are substituted into formula (66) to obtain the first tire rolling resistance torque corresponding to one side tire.

[0221] Substituting the second tire longitudinal force, the parameters in Table 5, and the second tire rolling resistance torque simulation input data (wheel vertical load and vehicle speed) into formula (66), the second tire rolling resistance torque corresponding to the other side tire can be obtained.

[0222] The benefits of this application are:

[0223] Considering the influence of different installation directions of left and right wheels on the model, the single tire modeling parameters are used to establish the tire simulation models corresponding to the left and right sides of the multi-wheeled vehicle respectively, so that when the simulated vehicle is driving straight without turning, the residual forces and moments of the left and right tires are balanced with each other, and no deviation occurs.

[0224] Based on the same application concept, the embodiments of the present application also provide a tire simulation model determination device corresponding to the tire simulation model determination method provided in the above embodiments. Since the principle of solving the problem by the device in the embodiments of the present application is similar to the tire simulation model determination method in the above embodiments of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0225] See also Figure 8 , Figure 8 FIG. 1 shows a functional module diagram of a tire force simulation device provided in an embodiment of the present application. Figure 8 As shown, the device comprises:

[0226] An acquisition module 600 is used to acquire a tire modeling resource package, wherein the tire modeling resource package includes single tire modeling data corresponding to one side tire of a target simulated vehicle, wherein the one side tire is a left tire or a right tire, and the single tire modeling data includes normal parameters and variable parameters, wherein the normal parameters are parameters not affected by the tire installation direction, and the variable parameters are parameters affected by the tire installation direction;

[0227] The first modeling module 610 is used to bring the normal parameters and the variable parameters into the preset tire model modeling formula to determine the first tire simulation model corresponding to one side of the tire;

[0228] The processing module 620 is used to perform a reverse number change process on the change parameter to obtain a processed target change parameter;

[0229] The second modeling module 630 is used to bring the normal parameters and the target change parameters into the preset tire model modeling formula to determine the second tire simulation model corresponding to the other side tire of the target simulation vehicle;

[0230] The simulation module 640 is used to respectively bring the first tire simulation input data corresponding to one side of the tire into the first tire simulation model and bring the second tire simulation input data corresponding to the other side of the tire into the second tire simulation model for simulation, so as to determine the first dynamic simulation result corresponding to one side of the tire of the target vehicle and the second dynamic simulation result corresponding to the other side of the tire.

[0231] Based on the same application concept, please refer to 9, Fig. 9 FIG. 1 is a schematic diagram showing the structure of an electronic device provided by an embodiment of the present application. Fig. 9 As shown, the electronic device 700 includes: a processor 710, a memory 720 and a bus 730. The memory 720 stores machine-readable instructions executable by the processor 710. When the electronic device 700 is running, the processor 710 and the memory 720 communicate with each other through the bus 730. The machine-readable instructions are executed by the processor 710 when it is running, such as the steps of the tire force simulation method provided in any of the above embodiments.

[0232] Based on the same application concept, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the tire force simulation method provided in the above embodiment are executed.

[0233] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here. In the several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only 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 communication interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0234] 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 network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0235] 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.

[0236] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable 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, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, etc., various media that can store program codes.

[0237] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A tire force simulation method, characterized in that: The method comprises: Obtain a tire modeling resource package, wherein the tire modeling resource package includes single tire modeling data corresponding to one side tire of a target simulated vehicle, wherein the one side tire is a left tire or a right tire, and the single tire modeling data includes normal parameters and variable parameters, wherein the normal parameters are parameters not affected by the tire installation direction, and the variable parameters are parameters affected by the tire installation direction; Substituting the normal parameters and the variable parameters into a preset tire model modeling formula to determine a first tire simulation model corresponding to one of the tires on one side; Performing an inverse numerical change process on the change parameter to obtain a processed target change parameter; Substituting the normal parameters and the target change parameters into a preset tire model modeling formula to determine a second tire simulation model corresponding to the other side tire of the target simulation vehicle; The first tire simulation input data corresponding to one side of the tire is respectively brought into the first tire simulation model and the second tire simulation input data corresponding to the other side of the tire is brought into the second tire simulation model for simulation to determine the first dynamic simulation result corresponding to one side of the tire of the target vehicle and the second dynamic simulation result corresponding to the other side of the tire.

2. The method according to claim 1, characterized in that: The normal parameters include the normal parameters of the tire longitudinal force, and the variable parameters include the variable parameters of the tire longitudinal force. The normal parameters of the tire longitudinal force and the variable parameters of the tire longitudinal force are given parameters involved in the simulation calculation of the tire longitudinal force. The first tire simulation model includes a first longitudinal force simulation model, the second tire simulation model includes a second longitudinal force simulation model, the preset tire model modeling formula includes a tire longitudinal force modeling formula, The first longitudinal force simulation model and the second longitudinal force simulation model are determined in the following manner: Substituting the normal parameters and the variation parameters of the longitudinal force of the tire into the modeling formula of the longitudinal force of the tire, and determining the first longitudinal force simulation model corresponding to the tire on one side; The tire longitudinal force variation parameter is inverted to obtain the target tire longitudinal force variation parameter; The target tire longitudinal force variation parameters and the tire longitudinal force normal parameters are substituted into the tire longitudinal force modeling formula to obtain the second longitudinal force simulation model corresponding to the tire on the other side.

3. The method according to claim 2, characterized in that The first dynamic simulation result includes a first tire longitudinal force corresponding to one tire on one side, and the second dynamic simulation result includes a second tire longitudinal force corresponding to the other tire on the other side. The first tire longitudinal force and the second tire longitudinal force are determined in the following manner: Extracting first tire longitudinal force simulation input data from the first tire simulation input data and extracting second tire longitudinal force simulation input data from the second tire simulation input data, respectively, the tire longitudinal force simulation input data including wheel longitudinal slip rate, wheel sideslip angle, wheel vertical load, wheel camber angle and wheel friction coefficient, and the longitudinal force simulation model indicates a mapping relationship between the tire longitudinal force and the tire longitudinal force simulation input data; Substituting the first tire longitudinal force simulation input data into the first longitudinal force simulation model to obtain the first tire longitudinal force corresponding to one of the tires on one side; The second tire longitudinal force simulation input data is brought into the second longitudinal force simulation model to obtain the second tire longitudinal force corresponding to the other side tire.

4. The method according to claim 1, characterized in that: The normal parameters also include the normal parameters of tire lateral force, and the variable parameters also include the variable parameters of tire lateral force. The normal parameters of tire lateral force and the variable parameters of tire lateral force are given parameters involved in the simulation calculation of tire lateral force. The first tire simulation model includes a first lateral force simulation model, the second tire simulation model includes a second lateral force simulation model, the preset tire model modeling formula includes a tire lateral force modeling formula, The first lateral force simulation model and the second lateral force simulation model are determined in the following manner: Substituting the normal parameters and the variation parameters of the tire lateral force into the tire lateral force modeling formula to determine the first lateral force simulation model corresponding to one side of the tire; The tire lateral force variation parameter is inverted to obtain the target tire lateral force variation parameter; The target tire lateral force variation parameter and the tire lateral force normality parameter are substituted into the tire lateral force modeling formula to obtain the second lateral force simulation model corresponding to the tire on the other side.

5. The method according to claim 4, characterized in that The first dynamic simulation result includes a first tire lateral force corresponding to one tire on one side, and the second dynamic simulation result includes a second tire lateral force corresponding to the other tire on the other side. The first tire lateral force and the second tire lateral force are determined in the following manner: extracting first tire lateral force simulation input data from the first tire simulation input data and extracting second tire lateral force simulation input data from the second tire simulation input data, respectively, the tire lateral force simulation input data including wheel longitudinal slip rate, wheel sideslip angle, wheel vertical load, wheel camber angle and wheel friction coefficient, and the lateral force simulation model indicating a mapping relationship between the tire lateral force and the tire lateral force simulation input data; Substituting the first tire lateral force simulation input data into the first lateral force simulation model to obtain the first tire lateral force corresponding to one of the tires on one side; The second tire lateral force simulation input data is brought into the second lateral force simulation model to obtain the second tire lateral force corresponding to the other side tire.

6. The method according to claim 1, characterized in that The normal parameters also include the normal parameters of the tire self-aligning torque, and the variable parameters also include the variable parameters of the tire self-aligning torque. The normal parameters of the tire self-aligning torque and the variable parameters of the tire self-aligning torque are given parameters involved in the simulation calculation of the tire self-aligning torque. The first tire simulation model includes a first self-aligning torque simulation model, the second tire simulation model includes a second self-aligning torque simulation model, the preset tire model modeling formula includes a tire self-aligning torque modeling formula, The first aligning torque simulation model and the second aligning torque simulation model are determined in the following manner: Substitute the normal parameters of the tire self-aligning torque and the variation parameters of the tire self-aligning torque into the tire self-aligning torque modeling formula to determine the first self-aligning torque simulation model corresponding to one side of the tire; The tire self-aligning torque variation parameter is inverted to obtain the target tire self-aligning torque variation parameter; The target tire self-aligning torque variation parameter and the tire self-aligning torque normal parameter are substituted into the tire self-aligning torque modeling formula to obtain the second self-aligning torque simulation model corresponding to the tire on the other side.

7. The method according to claim 5, characterized in that The first dynamic simulation result includes a first tire self-aligning torque corresponding to one tire on one side, and the second dynamic simulation result includes a second tire self-aligning torque corresponding to the other tire on the other side. The first tire aligning torque and the second tire aligning torque are determined in the following manner: Respectively determining a first tire lateral force and a first tire longitudinal force corresponding to the tire on one side and a second tire lateral force and a second tire longitudinal force corresponding to the tire on the other side; Extracting first tire aligning torque simulation input data from the first tire simulation input data and extracting second tire aligning torque simulation input data from the second tire simulation input data, respectively, the tire aligning torque simulation input data includes wheel longitudinal slip rate, wheel sideslip angle, wheel vertical load, wheel camber angle and wheel friction coefficient, and the aligning torque simulation model indicates a mapping relationship between the tire aligning torque and the tire aligning torque simulation input data; Substituting the first tire self-aligning moment simulation input data, the first tire lateral force and the first tire longitudinal force into the first tire self-aligning moment simulation model to obtain the first tire self-aligning moment corresponding to one of the tires on one side; The second tire self-aligning torque simulation input data, the second tire lateral force and the second tire longitudinal force are brought into the second self-aligning torque simulation model to obtain the second tire self-aligning torque corresponding to the tire on the other side.

8. The method according to claim 5, characterized in that The normal parameters also include a tire rollover moment normal parameter, which is a given parameter involved in the tire rollover moment simulation calculation. The first dynamic simulation result includes a first tire rollover moment corresponding to one side of the tire, and the second dynamic simulation result includes a second tire rollover moment corresponding to the other side of the tire. The method further comprises: Substitute the normal parameters of the tire rollover moment into the tire rollover moment modeling formula to determine the rollover moment simulation model corresponding to the tires on both sides of the target simulation vehicle; Extracting first tire rollover moment simulation input data from the first tire simulation input data and extracting second tire rollover moment simulation input data from the second tire simulation input data, respectively, the tire rollover moment simulation input data includes a wheel vertical load and a wheel camber angle, and the rollover moment simulation model indicates a mapping relationship between the tire rollover moment and the tire rollover moment simulation input data; Bring the first tire rollover moment simulation input data and the first tire lateral force into the rollover moment simulation model to obtain the first tire rollover moment corresponding to one side of the tire; The second tire rollover moment simulation input data and the second tire lateral force are brought into the rollover moment simulation model to obtain the second tire rollover moment corresponding to the tire on the other side.

9. The method according to claim 3, characterized in that: The normal parameters also include a tire rolling resistance torque normal parameter, which is a given parameter involved in the tire rolling resistance torque simulation calculation. The first dynamic simulation result includes a first tire rolling resistance torque corresponding to one side of the tire, and the second dynamic simulation result includes a second tire rolling resistance torque corresponding to the other side of the tire. The method further comprises: Substitute the normal parameters of the tire rolling resistance torque into the tire rolling resistance torque modeling formula to determine the rolling resistance torque simulation model corresponding to the tires on both sides of the target simulation vehicle; Extracting first tire rolling resistance torque simulation input data from the first tire simulation input data and extracting second tire rolling resistance torque simulation input data from the second tire simulation input data, respectively, the tire rolling resistance torque simulation input data including wheel vertical load and vehicle speed, and the rolling resistance torque simulation model indicating a mapping relationship between the tire rolling resistance torque and the tire rolling resistance torque simulation input data; Bring the first tire rolling resistance torque simulation input data and the first tire longitudinal force into the rolling resistance torque simulation model to obtain the first tire rolling resistance torque corresponding to one side of the tire; The second tire rolling resistance torque simulation input data and the second tire longitudinal force are brought into the rolling resistance torque simulation model to obtain the second tire rolling resistance torque corresponding to the tire on the other side.

10. A tire force simulation device, characterized in that: The device comprises: An acquisition module is used to acquire a tire modeling resource package, wherein the tire modeling resource package includes single tire modeling data corresponding to one side tire of a target simulated vehicle, wherein the one side tire is a left tire or a right tire, and the single tire modeling data includes normal parameters and variable parameters, wherein the normal parameters are parameters not affected by the tire installation direction, and the variable parameters are parameters affected by the tire installation direction; A first modeling module, used for bringing the normal parameters and the change parameters into a preset tire model modeling formula to determine a first tire simulation model corresponding to one of the tires on one side; A processing module, used for performing an inverse numerical change process on the change parameter to obtain a processed target change parameter; A second modeling module is used to bring the normal parameters and the target change parameters into a preset tire model modeling formula to determine a second tire simulation model corresponding to the other side tire of the target simulation vehicle; The simulation module is used to bring the first tire simulation input data corresponding to one side of the tire into the first tire simulation model and bring the second tire simulation input data corresponding to the other side of the tire into the second tire simulation model for simulation, so as to determine the first dynamic simulation result corresponding to one side of the tire of the target vehicle and the second dynamic simulation result corresponding to the other side of the tire.

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