Construction method and device of tire dynamic model, electronic equipment and storage medium

Abstract

The invention relates to the technical field of electric digital data processing, in particular to a building method and device of a tire dynamic model, electronic equipment and a storage medium, and the method comprises the steps: obtaining basic mechanical property data of a tested tire to build the tire dynamic model, carrying out free modal simulation and pavement impact simulation by utilizing the tire dynamic model to respectively obtain simulated free modal data and simulated pavement impact data; and acquiring actual free modal data and actual pavement impact data of the tested tire, and correcting the tire dynamic model by using the simulated free modal data, the simulated pavement impact data, the actual free modal data and the actual pavement impact data to obtain a final tire dynamic model meeting a preset precision condition. Therefore, the technical problems that in the related technology, the calculation result error of tire dynamic model and whole vehicle combined simulation is large, and precision judgment has large limitation in the aspects of whole vehicle durability and comfort simulation precision are solved.

Description

Technical Field

[0001] The present application relates to the technical field of electronic digital data processing, and in particular to a method, device, electronic device and storage medium for constructing a tire dynamics model. Background Art

[0002] The accuracy of the tire dynamics model has a direct impact on the simulation results of vehicle durability and comfort based on the virtual test field. Currently, the accuracy of the tire dynamics model is mainly determined by the error between the mechanical property test data required for modeling and the model simulation result data, as well as the trend comparison between the test and simulation result curves.

[0003] However, the above accuracy determination method can only guarantee the modeling accuracy of tire dynamics under ideal conditions. When the tire dynamics model is combined with the vehicle model for simulation analysis, due to the simplification of the tire dynamics model or the simulation boundary exceeding the original tire bench test conditions, even if the modeling accuracy of the tire dynamics model is high, the calculation result error of the simulation combined with the vehicle is still large, which needs to be improved. Summary of the invention

[0004] The present application provides a method, device, electronic device and storage medium for constructing a tire dynamics model to solve the technical problems in the related art that the calculation results of the tire dynamics model combined with the whole vehicle simulation have large errors, and the accuracy judgment has great limitations in the accuracy of the whole vehicle durability and comfort simulation.

[0005] A first aspect of the present application provides a method for constructing a tire dynamics model, comprising the following steps: obtaining basic mechanical performance data of a test tire; constructing a tire dynamics model based on the basic mechanical performance data, and using the tire dynamics model to perform free modal simulation and road impact simulation to obtain simulated free modal data and simulated road impact data, respectively; obtaining actual free modal data and actual road impact data of the test tire, and using the simulated free modal data, the simulated road impact data, the actual free modal data, and the actual road impact data to correct the tire dynamics model to obtain a final tire dynamics model that meets preset accuracy conditions.

[0006] Optionally, in one embodiment of the present application, obtaining the actual road surface impact data of the test tire includes: performing a preset inclined speed bump test on a first test field that meets a first preset test condition to obtain actual inclined speed bump impact data in the actual road surface impact model; performing a preset square pit impact tire test on the first test field to obtain actual square pit impact data in the actual road surface impact model.

[0007] Optionally, in one embodiment of the present application, the use of the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data to correct the tire dynamics model includes: obtaining the simulated oblique speed bump impact data in the simulated road impact data; calculating the peak load amplitude of the actual oblique speed bump impact data and the simulated oblique speed bump impact data in a first direction; judging whether the peak load amplitude in the first direction satisfies a first preset error condition; if the peak load amplitude in the first direction does not satisfy the first preset error condition, adjusting the rubber damping type of the tire dynamics model with a first preset step size. parameter value, until the peak load amplitude in the first direction meets the first preset error condition, so as to obtain the corresponding modified rubber damping parameter value; calculate the peak load amplitude of the actual oblique speed bump impact data and the simulated oblique speed bump impact data in the second direction; determine whether the peak load amplitude in the second direction meets the second preset error condition; if the peak load amplitude in the second direction does not meet the second preset error condition, adjust the bending damping parameter value in the third direction in the tire dynamics model with the first preset step size, until the peak load amplitude in the second direction meets the second preset error condition, so as to obtain the corresponding modified bending damping parameter value.

[0008] Optionally, in one embodiment of the present application, the use of the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data to correct the tire dynamics model includes: obtaining simulated square pit impact data in the simulated road impact data; calculating the peak load amplitudes of the simulated square pit impact data and the actual square pit impact data in a first direction; judging whether the peak load amplitude in the first direction satisfies a third preset error condition; if the peak load amplitude in the first direction does not satisfy the third preset error condition, adjusting the radial nonlinear stiffness parameter value and the radial nonlinear progressive stiffness parameter value of the tire dynamics model with a second preset step size until the peak load amplitude in the first direction satisfies the third preset error condition, so as to obtain corresponding corrected radial nonlinear stiffness parameter value and corrected radial nonlinear progressive stiffness parameter value.

[0009] Optionally, in one embodiment of the present application, the use of the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data to correct the tire dynamics model includes: sequentially calculating the modal frequency absolute error between the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling in the simulated free modal data and the actual free modal data; judging whether the modal frequency absolute error satisfies a fourth preset error condition; if the modal frequency absolute error does not satisfy the fourth preset error condition, then taking the tread mass, apex rubber mass and bending stiffness in the third direction of the test tire as design variables and the error constraint as the design goal, establishing an optimization model to obtain the corrected parameter values ​​of the tread mass, apex rubber mass and bending stiffness in the third direction that meet the fourth preset error condition.

[0010] The second aspect of the present application provides a device for constructing a tire dynamics model, including: an acquisition module for acquiring basic mechanical performance data of a test tire; a simulation module for constructing a tire dynamics model based on the basic mechanical performance data, and using the tire dynamics model to perform free modal simulation and road impact simulation to obtain simulated free modal data and simulated road impact data, respectively; a correction module for acquiring actual free modal data and actual road impact data of the test tire, and using the simulated free modal data, the simulated road impact data, the actual free modal data, and the actual road impact data to correct the tire dynamics model to obtain a final tire dynamics model that meets preset accuracy conditions.

[0011] Optionally, in one embodiment of the present application, the correction module includes: a first test unit, used to perform a preset inclined speed bump test on a first test field that meets a first preset test condition to obtain actual inclined speed bump impact data in the actual road surface impact model; a second test unit, used to perform a preset square pit impact tire test on the first test field to obtain actual square pit impact data in the actual road surface impact model.

[0012] Optionally, in one embodiment of the present application, the correction module includes: a first acquisition unit, used to acquire simulated oblique speed bump impact data in the simulated road surface impact data; a first calculation unit, used to calculate the peak load amplitude of the actual oblique speed bump impact data and the simulated oblique speed bump impact data in a first direction; a first judgment unit, used to judge whether the peak load amplitude in the first direction satisfies a first preset error condition; a first correction unit, used to adjust the rubber damping parameter value of the tire dynamics model with a first preset step size when the peak load amplitude in the first direction does not satisfy the first preset error condition, until the peak load amplitude in the first direction satisfies The first preset error condition is used to obtain the corresponding corrected rubber damping parameter value; the second calculation unit is used to calculate the peak load amplitude of the actual inclined speed bump impact data and the simulated inclined speed bump impact data in the second direction; the second judgment unit is used to judge whether the peak load amplitude in the second direction meets the second preset error condition; the second correction unit is used to adjust the bending damping parameter value in the third direction in the tire dynamics model with the first preset step size when the peak load amplitude in the second direction does not meet the second preset error condition, until the peak load amplitude in the second direction meets the second preset error condition, so as to obtain the corresponding corrected bending damping parameter value.

[0013] Optionally, in one embodiment of the present application, the correction module includes: a second acquisition unit, used to acquire simulated square pit impact data in the simulated road surface impact data; a third calculation unit, used to calculate the peak load amplitude of the simulated square pit impact data and the actual square pit impact data in the first direction; a third judgment unit, used to judge whether the peak load amplitude in the first direction satisfies a third preset error condition; a third correction unit, used to adjust the radial nonlinear stiffness parameter value and the radial nonlinear progressive stiffness parameter value of the tire dynamics model with a second preset step size when the peak load amplitude in the first direction does not meet the third preset error condition, until the peak load amplitude in the first direction meets the third preset error condition, so as to obtain the corresponding corrected radial nonlinear stiffness parameter value and corrected radial nonlinear progressive stiffness parameter value.

[0014] Optionally, in one embodiment of the present application, the correction module includes: a fourth calculation unit, used to sequentially calculate the modal frequency absolute error between the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling in the simulated free modal data and the actual free modal data; a fourth judgment unit, used to judge whether the modal frequency absolute error satisfies a fourth preset error condition; a fourth correction unit, used to establish an optimization model with the tread mass, apex rubber mass and bending stiffness in the third direction of the test tire as design variables and error constraints as design targets when the modal frequency absolute error does not satisfy the fourth preset error condition, so as to obtain correction parameter values ​​of the tread mass, apex rubber mass and bending stiffness in the third direction that meet the fourth preset error condition.

[0015] The third aspect of the present application provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for constructing a tire dynamics model as described in the above embodiment.

[0016] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the method for constructing a tire dynamics model as described in the above embodiment.

[0017] The fifth aspect of the present application provides a computer program product, including a computer program, which, when executed, is used to implement the above tire dynamics model construction method.

[0018] The embodiment of the present application can gradually correct the key parameters in the tire dynamics model by analyzing the test and simulation result data under the tire free mode and road impact tire working conditions, improve the application accuracy of the tire dynamics model in the whole vehicle durability and comfort simulation, ensure the effectiveness of the whole vehicle virtual test field simulation analysis, provide support for product optimization and upgrading, save vehicle model development funds and time costs, and shorten the R&D cycle. In this way, the technical problem that the calculation results of the tire dynamics model combined with the whole vehicle simulation have large errors and the accuracy judgment has great limitations in the accuracy of the whole vehicle durability and comfort simulation is solved in the related technology.

[0019] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0021] Figure 1 A flowchart of a method for constructing a tire dynamics model provided according to an embodiment of the present application;

[0022] Figure 2 is a flow chart of a method for constructing a tire dynamics model according to an embodiment of the present application;

[0023] Figure 3 A schematic diagram of a tire dynamics model rubber damping parameter correction process according to an embodiment of the present application;

[0024] Figure 4 It is a schematic diagram of the correction flow of bending damping parameters in the x-direction of the tire dynamics model according to one embodiment of the present application;

[0025] Figure 5 A schematic diagram of a tire dynamics model nonlinear stiffness parameter correction process according to an embodiment of the present application;

[0026] Figure 6 A schematic diagram of the structure of a tire dynamics model construction device provided according to an embodiment of the present application;

[0027] Figure 7 It is a schematic diagram of the structure of an electronic device provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0028] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0029] The following describes the construction method, device, electronic device and storage medium of the tire dynamics model of the embodiment of the present application with reference to the accompanying drawings. In view of the technical problems that the calculation results of the tire dynamics model combined with the whole vehicle simulation in the related technology mentioned in the above background technology have large errors, and the accuracy determination has great limitations in the durability and comfort simulation accuracy of the whole vehicle, the present application provides a construction method of a tire dynamics model, in which the key parameters in the tire dynamics model can be gradually corrected by analyzing the test and simulation result data under the tire free mode and road impact tire working conditions, so as to improve the application accuracy of the tire dynamics model in the durability and comfort simulation of the whole vehicle, ensure the effectiveness of the simulation analysis of the whole vehicle virtual test field, provide support for the optimization and upgrading of the product, save vehicle model development funds and time costs, and shorten the research and development cycle. As a result, the technical problems that the calculation results of the tire dynamics model combined with the whole vehicle simulation in the related technology have large errors, and the accuracy determination has great limitations in the durability and comfort simulation accuracy of the whole vehicle are solved.

[0030] Specifically, Figure 1 A schematic flow chart of a method for constructing a tire dynamics model provided in an embodiment of the present application.

[0031] like Figure 1 As shown, the method for constructing the tire dynamics model includes the following steps:

[0032] In step S101, basic mechanical performance data of the test tire is obtained.

[0033] In the actual implementation process, the embodiment of the present application can firstly carry out an indoor bench test of the basic mechanical properties of the tire.

[0034] During the test, the embodiment of the present application can cut open the tire to obtain the cross-sectional structure, draw a CAD diagram and extrapolate the whole to the standard tire pressure state. Based on the tire comprehensive stiffness tester, tire six-component force test equipment and tire high-speed uniformity test equipment, the tire stiffness, slip and bump impact tests are carried out to obtain tire performance test result data.

[0035] In step S102, a tire dynamics model is constructed based on the basic mechanical performance data, and free modal simulation and road impact simulation are performed using the tire dynamics model to obtain simulated free modal data and simulated road impact data, respectively.

[0036] As a possible implementation method, the embodiment of the present application can use basic mechanical performance data to perform tire dynamics modeling for comfort and durability simulation.

[0037] The embodiment of the present application can import the obtained tire basic mechanical performance test data, that is, the basic mechanical performance data, into the tire dynamics modeling software for comfort and durability simulation, and establish a tire dynamics model through parameter identification.

[0038] Based on the tire dynamics model, the embodiments of the present application can calculate the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling in the tire dynamics modeling software for comfort and durability simulation.

[0039] The embodiment of the present application can also establish a tire-pavement impact simulation condition and calculate the tire-pavement impact mechanical performance simulation result data.

[0040] In step S103, the actual free modal data and actual road impact data of the test tire are obtained, and the tire dynamics model is corrected using the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data to obtain a final tire dynamics model that meets the preset accuracy conditions.

[0041] Furthermore, the embodiments of the present application can gradually correct key parameters in the tire dynamics model by analyzing the test and simulation result data under the tire free mode and road impact tire working conditions, thereby improving the application accuracy of the tire dynamics model in the vehicle durability and comfort simulation.

[0042] Optionally, in one embodiment of the present application, obtaining actual road surface impact data of the test tire includes: performing a preset inclined speed bump test on a first test field that meets a first preset test condition to obtain actual inclined speed bump impact data in an actual road surface impact model; performing a preset square pit impact tire test on the first test field to obtain actual square pit impact data in the actual road surface impact model.

[0043] Here, the actual test of road impact is explained.

[0044] The embodiment of the present application can carry out inclined speed bump and square pit impact tire tests in an automobile test field based on the tire-road six-component force trailer equipment, and obtain tire mechanical performance test result data, namely actual inclined speed bump impact data and actual square pit impact data.

[0045] It should be noted that in order to ensure the application accuracy of the tire dynamics model in the simulation of vehicle durability and comfort, the road impact conditions simulated in the embodiment of the present application are consistent with the conditions of the actual road impact test.

[0046] Optionally, in one embodiment of the present application, the tire dynamics model is corrected using simulated free modal data, simulated road impact data, actual free modal data and actual road impact data, including: obtaining simulated oblique speed bump impact data in the simulated road impact data; calculating the peak load amplitude of the actual oblique speed bump impact data and the simulated oblique speed bump impact data in the first direction; judging whether the peak load amplitude in the first direction satisfies a first preset error condition; if the peak load amplitude in the first direction does not satisfy the first preset error condition, adjusting the rubber damping parameters of the tire dynamics model with a first preset step size. value, until the peak load amplitude in the first direction meets the first preset error condition, so as to obtain the corresponding modified rubber damping parameter value; calculate the peak load amplitude in the second direction of the actual oblique speed bump impact data and the simulated oblique speed bump impact data; determine whether the peak load amplitude in the second direction meets the second preset error condition; if the peak load amplitude in the second direction does not meet the second preset error condition, adjust the bending damping parameter value in the third direction in the tire dynamics model with the first preset step size, until the peak load amplitude in the second direction meets the second preset error condition, so as to obtain the corresponding modified bending damping parameter value.

[0047] Here, the method of correcting the damping parameters of the tire dynamics model is explained.

[0048] The embodiment of the present application can compare the peak load amplitude in the z direction (first direction) in the test and simulation result data under the condition of the inclined speed bump impacting the tire in the test field (i.e., the peak load amplitude in the first direction of the actual inclined speed bump impact data and the simulated inclined speed bump impact data). If the absolute error does not meet the threshold, the rubber damping parameter value in the tire model is gradually increased or decreased in sequence with a first preset step size, such as 0.00005 as the step size, until the absolute error of the peak load amplitude in the z direction in the test and simulation results meets the threshold or reaches the minimum;

[0049] Then, the embodiment of the present application can compare the peak load amplitudes in the y direction (second direction) in the test and simulation result data under the condition of the inclined speed bump impacting the tire in the test field (that is, the peak load amplitudes in the second direction of the actual inclined speed bump impact data and the simulated inclined speed bump impact data). If the absolute error does not meet the threshold, the bending damping parameter value in the x direction (third direction) in the tire model is gradually increased or decreased in steps of 0.00005 until the absolute error of the peak load amplitude in the y direction in the test and simulation results meets the threshold or reaches the minimum.

[0050] Optionally, in one embodiment of the present application, the tire dynamics model is corrected using simulated free modal data, simulated road impact data, actual free modal data and actual road impact data, including: obtaining simulated square pit impact data in the simulated road impact data; calculating the peak load amplitudes of the simulated square pit impact data and the actual square pit impact data in the first direction; judging whether the peak load amplitude in the first direction satisfies a third preset error condition; if the peak load amplitude in the first direction does not satisfy the third preset error condition, adjusting the radial nonlinear stiffness parameter value and the radial nonlinear progressive stiffness parameter value of the tire dynamics model with a second preset step size until the peak load amplitude in the first direction satisfies the third preset error condition, so as to obtain corresponding corrected radial nonlinear stiffness parameter values ​​and corrected radial nonlinear progressive stiffness parameter values.

[0051] Here, the method of correcting the nonlinear stiffness parameters of the tire dynamics model is explained.

[0052] The embodiment of the present application can compare the peak load amplitudes in the z direction in the test and simulation result data under the square pit impact tire working condition in the test field (that is, the peak load amplitudes in the first direction of the simulated square pit impact data and the actual square pit impact data). If the absolute error does not meet the threshold, the radial nonlinear final stiffness parameter and the corrected radial nonlinear progressive stiffness parameter value in the tire model are gradually increased or decreased with a second preset step size, such as a step size of 0.05, until the absolute error of the peak load amplitude in the z direction in the test and simulation results is minimized.

[0053] Optionally, in one embodiment of the present application, the tire dynamics model is corrected using simulated free modal data, simulated road impact data, actual free modal data and actual road impact data, including: calculating the absolute error in modal frequency between the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling in the simulated free modal data and the actual free modal data in sequence; judging whether the absolute error in modal frequency satisfies a fourth preset error condition; if the absolute error in modal frequency does not satisfy the fourth preset error condition, then taking the tread mass, apex rubber mass and bending stiffness in the third direction of the test tire as design variables and the error constraint as the design goal, an optimization model is established to obtain corrected parameter values ​​of the tread mass, apex rubber mass and bending stiffness in the third direction that meet the fourth preset error condition.

[0054] Here, the method of correcting the frequency parameters of the tire dynamics model is explained.

[0055] The embodiment of the present application can compare the rigid body modal frequencies of the longitudinal, vertical translation and rolling of the tire in the test and simulation results under the free modal condition. If the maximum value of the absolute errors of the three modal frequencies does not meet the threshold, the tread mass, apex mass and x-direction bending stiffness of the tire are used as design variables, and the maximum value of the absolute errors of the rigid body modal frequencies of the longitudinal, vertical translation and rolling of the tire is minimized as the design goal. An optimization mathematical model is established to solve and obtain the parameter values ​​of the tread mass, apex mass and x-direction bending stiffness in the tire dynamics model.

[0056] Combination Figures 2 to 5 As shown, the working principle of the method for constructing the tire dynamics model of the embodiment of the present application is described in detail with an embodiment.

[0057] like Figure 2 As shown, the embodiment of the present application may include the following steps:

[0058] Step S1: Indoor bench test of basic tire mechanical properties.

[0059] The embodiment of the present application can obtain the outer contour of the tire under the reference tire pressure inflation state, cut the tire under the non-inflated state, scan the spatial coordinates of key structures such as the tire carcass layer, the cord layer and the steel belt layer, draw the cross-sectional structure CAD diagram in the UG software, stretch the key nodes on the tire outer contour curve in the non-inflated cross-sectional diagram to the outer contour in the inflated state, and then stretch the remaining tire structure layers in the cross-sectional diagram in the same proportion, so that the non-inflated cross-sectional diagram is extrapolated as a whole to the standard tire pressure state. Based on the tire comprehensive stiffness tester, the tire six-component force test equipment and the tire high-speed uniformity test equipment, the tire's transverse, longitudinal and vertical stiffness, transverse and longitudinal slip and in-plane and out-of-plane bump impact tests are carried out to obtain the basic mechanical performance test result data of the tire in the time domain.

[0060] Step S2: Tire free modal test.

[0061] In the embodiment of the present application, the tire can be inflated to a standard tire pressure, an acceleration sensor can be arranged on the tread, and a hammer test method can be used to obtain the rigid body modal frequencies of the tire's longitudinal, vertical translation, and rolling.

[0062] Step S3: Tire-road impact test.

[0063] The embodiment of the present application can inflate the tire to the standard tire pressure and install it on a tire road six-component force trailer device. In the automobile test field, the tractor speed is maintained at 50km / h, so that the test tire passes through the inclined speed bump at a uniform speed, and the impact force time domain data in the y and z directions are recorded; the tractor speed is maintained at 30km / h, so that the test tire passes through the square pit road at a uniform speed, and the impact force time domain data in the z direction is recorded.

[0064] Step S4: tire dynamics modeling for comfort and durability simulation.

[0065] The embodiment of the present application can import the obtained tire basic mechanical performance test data into the CDTire / PI software, and establish a CDTire / 3D tire dynamics model with the suffix CDT50 through parameter identification.

[0066] Step S5: tire testing field road impact modeling and simulation.

[0067] The embodiment of the present application can be based on the CDTire / 3D tire dynamics model. In the modal analysis test module in the CDTire / PI software, after inputting boundary conditions such as tire pressure and rim rotational inertia, the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling can be calculated.

[0068] Step S6: tire free modal simulation.

[0069] In the Adams / car software, the embodiment of the present application can establish a multi-body dynamics model of a tire test trailer based on the design parameters of the test trailer on the basis of the multi-body dynamics model of the whole vehicle of any SUV, assemble the CDTire / 3D tire dynamics model obtained in step 4 at the test station in the trailer model, establish a finite element model of an inclined damage reduction strip and a square pit road with the same size as in step S3 based on the Hyperworks software, convert it into CRG format and input it into the Adams / car model, set the same vehicle speed as in step S3, and complete the road impact modeling of the tire test field.

[0070] Step S7: Correcting the damping parameters of the tire dynamics model.

[0071] The correction process of rubber damping parameters can be as follows: Figure 3As shown, the embodiment of the present application can extract the test results of the test field under the condition of the inclined speed bump impacting the tire. With Simulation If the peak load amplitude in the z direction in the result data does not meet the requirements of formula (1), and The rubber shear damping parameter "RUBBER_CIRC_DAMP" is modified with a step size of +0.00005, and then the test field inclined speed bump impact tire working condition simulation is performed and the Formula (1) is used again to make a judgment. If the requirements are met, the RUBBER_SHEAR_DAMP parameter value is corrected. If the requirements are not met, the rubber circumferential damping parameter "RUBBER_SHEAR_DAMP", rubber diagonal damping parameter "RUBBER_DIAG_DAMP" and rubber lateral damping parameter "RUBBER_LAT_DAMP" are corrected with a step size of +0.00005. Then, the test field inclined speed bump impact tire working condition simulation is carried out and the extraction is carried out. Formula (1) is used again to determine if the requirements are met, then the RUBBER_CIRC_DAMP, RUBBER_DIAG_DAMP and RUBBER_LAT_DAMP parameter values ​​are corrected. If the requirements are not met, the above operation is repeated until the absolute error of the peak load amplitude in the z direction meets the requirements of formula (1) or reaches the minimum. In addition, if Figure 3 At the beginning of the process In the above process, the corresponding parameter values ​​are corrected with a step size of -0.00005, and the rest of the operations are the same.

[0072] Wherein, formula (1) is:

[0073]

[0074] Furthermore, the correction process of the x-direction bending damping parameter can be as follows: Figure 4 As shown, the embodiment of the present application can extract the test results of the test field under the condition of the inclined speed bump impacting the tire. With Simulation If the peak load amplitude in the y direction in the result data does not meet the requirements of formula (2), and Then, the x-direction bending damping parameter "X_BENDING_DAMP" is modified with a step size of +0.00005, and then the test field inclined speed bump impact tire working condition simulation is performed and the Formula (2) is used again to determine if the requirement is met, then the X_BENDING_DAMP parameter value correction is completed. If the requirement is not met, the above operation is repeated again until the absolute error of the peak load amplitude in the y direction meets the requirement of formula (2) or reaches the minimum. In addition, if Figure 4 At the beginning of the process In the above process, the x-direction bending damping parameter value is corrected with a step size of -0.00005, and the rest of the operations are the same.

[0075] Wherein, formula (2) is:

[0076]

[0077] Step S8: Correction of frequency parameters of tire dynamics model.

[0078] The embodiment of the present application can determine the accuracy of the tire free modal frequency simulation results based on formula (3).

[0079] Wherein, formula (3) is:

[0080]

[0081] in, and are the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling obtained by simulation, and They are the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling obtained from the test.

[0082] If the requirements are not met, the tire tread mass "MASS_BELT" (x1), apex mass "MASS_BEAD" (x2) and x-direction bending stiffness "X_BENDING_STIFF" (x3) are taken as design variables, and the maximum value of the absolute error between the tire longitudinal, vertical translation and rolling rigid modal frequency test and simulation is minimized as the design goal. The optimization mathematical model is established, as shown in formula (4).

[0083]

[0084] Among them, l and u represent the upper and lower bounds of the design variables respectively.

[0085] The embodiment of the present application can use the experimental design method to extract a combination of design variables in the design space, input the design variable combination into the CDTire / PI software to calculate and obtain the corresponding tire longitudinal, vertical translation and rolling rigid body modal frequency simulation results, calculate the absolute error value between the simulation and test frequencies, and then establish a mapping relationship between the design variable combination and the design goal based on a neural network. The particle swarm optimization algorithm is used to solve formula (4) to obtain the correction values ​​of the tread mass, apex mass and x-direction bending stiffness in the CDTire / 3D tire dynamics model.

[0086] Step S9: Correction of nonlinear stiffness parameters of the tire dynamics model.

[0087] The nonlinear stiffness parameter correction process can be as follows Figure 5 As shown, the embodiment of the present application can extract the test results of the square pit impact tire working condition in the test field. With Simulation If the peak load amplitude in the z direction in the result data does not meet the requirements of formula (5), and The radial nonlinear final stiffness parameter "LDE_CLIN" is corrected with a step size of +0.05, and then the square pit impact tire working condition simulation is performed on the test site and extracted. Formula (5) is used again to make a judgment. If the requirements are met, the LDE_CLIN parameter value is corrected. If the requirements are not met, the radial nonlinear progressive stiffness parameter "LDE_CNL" is corrected with a step size of +0.05. Then, the square pit impact tire working condition simulation of the test field is carried out and the Formula (5) is used again to determine if the requirement is met, then the LDE_CNL parameter value is corrected. If the requirement is not met, then the above operation is repeated to correct LDE_CLIN and LDE_CNL until the absolute error of the peak load amplitude in the z direction meets the requirement of formula (5) or reaches the minimum. In addition, if Figure 5 At the beginning of the process In the above process, the corresponding parameter value is corrected with a step size of -0.05, and the rest of the operations are the same.

[0088] Among them, formula (5) is

[0089]

[0090] According to the construction method of the tire dynamics model proposed in the embodiment of the present application, by analyzing the test and simulation result data of the tire free mode and the road impact tire working condition, the key parameters in the tire dynamics model can be gradually corrected, and the application accuracy of the tire dynamics model in the durability and comfort simulation of the whole vehicle can be improved, and the effectiveness of the simulation analysis of the whole vehicle virtual test field can be ensured, so as to provide support for the optimization and upgrading of products, save vehicle model development funds and time costs, and shorten the research and development cycle. In this way, the technical problem that the calculation results of the tire dynamics model combined with the whole vehicle simulation have large errors and the accuracy judgment has great limitations in the accuracy of the whole vehicle durability and comfort simulation is solved.

[0091] Next, a device for constructing a tire dynamics model according to an embodiment of the present application will be described with reference to the accompanying drawings.

[0092] Figure 6 It is a block diagram of a device for constructing a tire dynamics model according to an embodiment of the present application.

[0093] like Figure 6As shown, the tire dynamics model construction device 10 includes: an acquisition module 100 , a simulation module 200 and a correction module 300 .

[0094] Specifically, the acquisition module 100 is used to acquire basic mechanical performance data of the test tire.

[0095] The simulation module 200 is used to construct a tire dynamics model based on basic mechanical performance data, and to perform free modal simulation and road impact simulation using the tire dynamics model to obtain simulated free modal data and simulated road impact data, respectively.

[0096] The correction module 300 is used to obtain the actual free modal data and the actual road impact data of the test tire, and to correct the tire dynamics model using the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data to obtain a final tire dynamics model that meets the preset accuracy conditions.

[0097] Optionally, in one embodiment of the present application, the correction module 300 includes: a first test unit and a second test unit.

[0098] The first test unit is used to perform a preset inclined speed bump test on a first test field that meets a first preset test condition, so as to obtain actual inclined speed bump impact data in an actual road surface impact model.

[0099] The second test unit is used to perform a preset square pit impact tire test on the first test field to obtain actual square pit impact data in an actual road surface impact model.

[0100] Optionally, in one embodiment of the present application, the correction module 300 includes: a first acquisition unit, a first calculation unit, a first judgment unit, a first correction unit, a second calculation unit, a second judgment unit and a second correction unit.

[0101] The first acquisition unit is used to acquire the simulated inclined speed bump impact data in the simulated road surface impact data.

[0102] The first calculation unit is used to calculate the peak load amplitude of the actual inclined speed bump impact data and the simulated inclined speed bump impact data in a first direction.

[0103] The first judging unit is used to judge whether the peak load amplitude in the first direction satisfies a first preset error condition.

[0104] The first correction unit is used to adjust the rubber damping parameter value of the tire dynamics model with a first preset step size when the peak load amplitude in the first direction does not meet the first preset error condition, until the peak load amplitude in the first direction meets the first preset error condition, so as to obtain the corresponding corrected rubber damping parameter value.

[0105] The second calculation unit is used to calculate the peak load amplitude of the actual inclined speed bump impact data and the simulated inclined speed bump impact data in the second direction.

[0106] The second judgment unit is used to judge whether the peak load amplitude in the second direction meets a second preset error condition.

[0107] The second correction unit is used to adjust the bending damping parameter value in the third direction in the tire dynamics model with a first preset step size when the peak load amplitude in the second direction does not meet the second preset error condition, until the peak load amplitude in the second direction meets the second preset error condition, so as to obtain a corresponding corrected bending damping parameter value.

[0108] Optionally, in one embodiment of the present application, the correction module 300 includes: a second acquisition unit, a third calculation unit and a third correction unit.

[0109] The second acquisition unit is used to acquire the simulated square pit impact data in the simulated road surface impact data.

[0110] The third calculation unit is used to calculate the peak load amplitude of the simulated square pit impact data and the actual square pit impact data in the first direction.

[0111] The third judgment unit is used to judge whether the peak load amplitude in the first direction meets a third preset error condition.

[0112] The third correction unit is used to adjust the radial nonlinear stiffness parameter value and the radial nonlinear progressive stiffness parameter value of the tire dynamics model with a second preset step size when the peak load amplitude in the first direction does not meet the third preset error condition, until the peak load amplitude in the first direction meets the third preset error condition, so as to obtain the corresponding corrected radial nonlinear stiffness parameter value and the corrected radial nonlinear progressive stiffness parameter value.

[0113] Optionally, in one embodiment of the present application, the correction module 300 includes: a fourth calculation unit, a fourth judgment unit and a fourth correction unit.

[0114] The fourth calculation unit is used to sequentially calculate the absolute error of the modal frequency between the rigid body modal frequencies of the tire longitudinal, vertical translation and rolling in the simulated free modal data and the actual free modal data.

[0115] The fourth judgment unit is used to judge whether the absolute error of the modal frequency meets a fourth preset error condition.

[0116] The fourth correction unit is used to establish an optimization model by taking the tread mass, apex rubber mass and bending stiffness in the third direction of the test tire as design variables and the error constraint as the design goal when the absolute error of the modal frequency does not satisfy the fourth preset error condition, so as to obtain correction parameter values ​​of the tread mass, apex rubber mass and bending stiffness in the third direction that satisfy the fourth preset error condition.

[0117] It should be noted that the above explanation of the embodiment of the method for constructing a tire dynamics model is also applicable to the device for constructing a tire dynamics model of this embodiment, and will not be repeated here.

[0118] According to the construction device of the tire dynamics model proposed in the embodiment of the present application, by analyzing the test and simulation result data of the tire free mode and the road impact tire working condition, the key parameters in the tire dynamics model can be gradually corrected, and the application accuracy of the tire dynamics model in the whole vehicle durability and comfort simulation can be improved, and the effectiveness of the whole vehicle virtual test field simulation analysis can be ensured, so as to provide support for product optimization and upgrading, save vehicle model development funds and time costs, and shorten the research and development cycle. In this way, the technical problem that the calculation results of the tire dynamics model combined with the whole vehicle simulation have large errors and the accuracy judgment has great limitations in the accuracy of the whole vehicle durability and comfort simulation is solved.

[0119] Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device may include:

[0120] A memory 701 , a processor 702 , and a computer program stored in the memory 701 and executable on the processor 702 .

[0121] When the processor 702 executes the program, the tire dynamics model construction method provided in the above embodiment is implemented.

[0122] Furthermore, the electronic device further comprises:

[0123] The communication interface 703 is used for communication between the memory 701 and the processor 702 .

[0124] The memory 701 is used to store computer programs that can be executed on the processor 702 .

[0125] The memory 701 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0126] If the memory 701, the processor 702 and the communication interface 703 are implemented independently, the communication interface 703, the memory 701 and the processor 702 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 7 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0127] Optionally, in a specific implementation, if the memory 701, the processor 702 and the communication interface 703 are integrated on a chip, the memory 701, the processor 702 and the communication interface 703 can communicate with each other through an internal interface.

[0128] The processor 702 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0129] This embodiment also provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the method for constructing a tire dynamics model as described above is implemented.

[0130] The embodiment of the present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the method for constructing a tire dynamics model provided in the embodiment of the present application.

[0131] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0132] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0133] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0134] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways as necessary and then storing it in a computer memory.

[0135] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0136] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0137] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0138] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for constructing a tire dynamics model, characterized in that: The following steps are involved: Obtain basic mechanical performance data of the test tire; Building a tire dynamics model based on the basic mechanical performance data, and using the tire dynamics model to perform free modal simulation and road impact simulation to obtain simulated free modal data and simulated road impact data, respectively; The actual free modal data and the actual road impact data of the test tire are obtained, and the tire dynamics model is corrected using the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data to obtain a final tire dynamics model that meets a preset accuracy condition.

2. The method according to claim 1, characterized in that: The obtaining of actual road impact data of the test tire comprises: Performing a preset inclined speed bump test on a first test field that meets a first preset test condition to obtain actual inclined speed bump impact data in the actual road surface impact model; A preset square pit impact tire test is performed on the first test field to obtain actual square pit impact data in the actual road surface impact model.

3. The method according to claim 2, characterized in that The method of modifying the tire dynamics model by using the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data comprises: Acquire simulated oblique speed bump impact data from the simulated road surface impact data; Calculating the peak load amplitude of the actual inclined speed bump impact data and the simulated inclined speed bump impact data in a first direction; Determining whether the peak load amplitude in the first direction satisfies a first preset error condition; If the peak load amplitude in the first direction does not satisfy the first preset error condition, adjusting the rubber damping parameter value of the tire dynamics model with a first preset step length until the peak load amplitude in the first direction satisfies the first preset error condition, so as to obtain a corresponding corrected rubber damping parameter value; Calculating the peak load amplitude of the actual oblique speed bump impact data and the simulated oblique speed bump impact data in the second direction; Determining whether the peak load amplitude in the second direction meets a second preset error condition; If the peak load amplitude in the second direction does not satisfy the second preset error condition, the bending damping parameter value in the third direction in the tire dynamics model is adjusted with the first preset step size until the peak load amplitude in the second direction satisfies the second preset error condition, so as to obtain a corresponding corrected bending damping parameter value.

4. The method according to claim 2, characterized in that: The method of modifying the tire dynamics model by using the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data comprises: Acquire simulated square pit impact data from the simulated road surface impact data; Calculating the peak load amplitude of the simulated square pit impact data and the actual square pit impact data in a first direction; Determining whether the peak load amplitude in the first direction satisfies a third preset error condition; If the peak load amplitude in the first direction does not satisfy the third preset error condition, the radial nonlinear stiffness parameter value and the radial nonlinear progressive stiffness parameter value of the tire dynamics model are adjusted with a second preset step size until the peak load amplitude in the first direction satisfies the third preset error condition, so as to obtain corresponding corrected radial nonlinear stiffness parameter value and corrected radial nonlinear progressive stiffness parameter value.

5. The method according to claim 1, characterized in that The method of modifying the tire dynamics model by using the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data comprises: Calculating in sequence the absolute errors of modal frequencies between rigid body modal frequencies of longitudinal, vertical translation and rolling of the tire in the simulated free modal data and the actual free modal data; Determining whether the modal frequency absolute error satisfies a fourth preset error condition; If the absolute error of the modal frequency does not satisfy the fourth preset error condition, an optimization model is established with the tread mass, apex rubber mass and bending stiffness in the third direction of the test tire as design variables and the error constraint as a design goal to obtain corrected parameter values ​​of the tread mass, apex rubber mass and bending stiffness in the third direction that satisfy the fourth preset error condition.

6. A device for constructing a tire dynamics model, characterized in that: include: An acquisition module is used to obtain basic mechanical performance data of the test tire; A simulation module, used for constructing a tire dynamics model based on the basic mechanical performance data, and performing free modal simulation and road impact simulation using the tire dynamics model to obtain simulated free modal data and simulated road impact data, respectively; A correction module is used to obtain actual free modal data and actual road impact data of the test tire, and to correct the tire dynamics model using the simulated free modal data, the simulated road impact data, the actual free modal data and the actual road impact data to obtain a final tire dynamics model that meets a preset accuracy condition.

7. The device according to claim 6, characterized in that The correction module comprises: A first test unit, configured to perform a preset inclined speed bump test on a first test field that meets a first preset test condition, so as to obtain actual inclined speed bump impact data in the actual road surface impact model; The second testing unit is used to perform a preset square pit impact tire test on the first testing field to obtain actual square pit impact data in the actual road surface impact model.

8. The device according to claim 7, characterized in that The correction module comprises: A first acquisition unit is used to acquire simulated inclined speed bump impact data from the simulated road surface impact data; A first calculation unit is used to calculate the peak load amplitude of the actual inclined speed bump impact data and the simulated inclined speed bump impact data in a first direction; A first judging unit, configured to judge whether the peak load amplitude in the first direction satisfies a first preset error condition; a first correction unit, configured to adjust the rubber damping parameter value of the tire dynamics model with a first preset step length when the peak load amplitude in the first direction does not satisfy the first preset error condition, until the peak load amplitude in the first direction satisfies the first preset error condition, so as to obtain a corresponding corrected rubber damping parameter value; A second calculation unit is used to calculate the peak load amplitude of the actual inclined speed bump impact data and the simulated inclined speed bump impact data in a second direction; A second judging unit, configured to judge whether the peak load amplitude in the second direction satisfies a second preset error condition; The second correction unit is used to adjust the bending damping parameter value in the third direction in the tire dynamics model with the first preset step size when the peak load amplitude in the second direction does not meet the second preset error condition, until the peak load amplitude in the second direction meets the second preset error condition, so as to obtain a corresponding corrected bending damping parameter value.

9. An electronic device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for constructing a tire dynamics model as described in any one of claims 1 to 5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the method for constructing a tire dynamics model as described in any one of claims 1 to 5.

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