Method and device for determining braking performance of a tire, and electronic device
Patent Information
- Application Number
- CN202511021204.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-23
- Publication Date
- 2026-10-30
- Estimated Expiration
- 2045-07-23
Smart Images
Figure CN120778400B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of tire braking performance, and more specifically, to a method and apparatus for determining tire braking performance, and electronic equipment. Background Technology
[0002] As a crucial component of a vehicle, tires directly impact its safety, handling, and comfort. Especially when driving on snow-covered roads in winter, tire braking performance becomes paramount. However, the complex physical characteristics of snow-covered roads, such as snow deformation, compaction, and melting, and the interaction of these characteristics with tire tread patterns and material properties, make predicting tire braking performance on snow-covered roads a challenging task.
[0003] Snow is an extremely complex material, making it impossible to directly observe the behavior of the snow-tire interface. Currently, there are no established methods for conducting experiments using indoor equipment and artificial snow, limiting snow performance testing to seasonal conditions and suitable testing areas, resulting in high testing costs.
[0004] The existing technologies cannot accurately and efficiently determine the braking performance of tires on snowy roads at a low cost. Summary of the Invention
[0005] This application provides a method, apparatus, and electronic device for determining tire braking performance, in order to at least solve the technical problem that related technologies cannot accurately and efficiently determine the braking performance of a tire on a snowy road surface at low cost.
[0006] According to one aspect of this application, a method for determining tire braking performance is provided, comprising: determining a tire compression braking force based on a first ratio and snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of tread gaps within the tire's contact zone to the area of the tire's imprint, the contact zone being the area where the tire contacts the snow-covered road surface; determining a tire shear braking force based on a second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of tread gaps within the tire's contact zone to the volume of tread gaps outside the tire's contact zone; determining a tire digging braking force based on the length, orientation angle, and digging force of the tire's tread assembly within the contact zone, wherein the orientation angle is the angle between the tread assembly and the tire's axial direction; and determining the tire's braking force under different operating conditions on a snow-covered road surface based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force.
[0007] Optionally, the compression braking force of the tire is determined based on the first ratio and the snow compression stress perpendicular to the tire surface, including: when the tire tread depth is less than the thickness of the snow compressed by the tire, the compression braking force is determined based on the tire imprint width, a first parameter, and a second parameter, wherein the first parameter is the difference between 1 and the first ratio; the second parameter is the value obtained by integrating the first target parameter with the radial coordinate of the tire tread depth as the integral variable within a first interval; the first interval includes: 0 to the tire tread depth; the first target parameter includes: radial coordinate, snow compression stress perpendicular to the tire surface, tire rotation diameter, and target angle; the target angle is the angle between the target line and the radial direction of the tire, and the target line is the line connecting the leading edge of the tire imprint and the center of the tire.
[0008] Optionally, determining the tire's compression braking force based on the first ratio and the snow compression stress perpendicular to the tire surface includes: determining the compression braking force based on the first compression braking force and a second target parameter, provided that the tire's tread groove depth is not less than the thickness of the snow compressed by the tire; wherein the first compression braking force is the tire's compression braking force when the tire's tread groove depth is less than the thickness of the snow compressed by the tire; the second target parameter includes: the tread width, the first ratio, and a third parameter; the third parameter is the value obtained by integrating the target parameter with the radial coordinate as the integration variable within a second interval; the second interval includes: 0 to a first difference; the first difference is the difference between the tire's tread groove depth and the thickness of the snow compressed by the tire.
[0009] Optionally, the tire shear braking force is determined based on the second ratio and the shear strength of the snow, including: determining the target snow density based on the snow density of the road surface and the second ratio; determining the shear strength of the snow based on the target snow density; and determining the tire shear braking force based on the shear strength of the snow and the shear area of the tread gaps within the tire's track surface.
[0010] Optionally, the digging braking force of the tire is determined based on the length, orientation angle, and digging force of the tire tread assembly within the contact area, including: determining a first length in the axial direction and a second length in the radial direction of the tire tread assembly based on the length and orientation angle of the tire tread assembly within the contact area, wherein the tire tread assembly includes: tread blocks, lateral grooves, and steel plates; determining a first digging braking force based on the first length and the digging force per unit length; determining a second digging braking force based on the second length and the digging force per unit length; and determining the tire's digging braking force based on the first and second digging braking forces.
[0011] Optionally, the braking force of the tire under different working conditions on snowy roads is determined based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force, including: when the slip ratio between the tire and the snowy road surface is 0, the compression braking force is subtracted from the sum of the shear braking force, digging braking force, and friction braking force to obtain the first braking force; when the slip ratio between the tire and the snowy road surface is 1, the digging braking force and friction braking force are added together to obtain the second braking force.
[0012] Optionally, the braking force of the tire under different working conditions on snowy roads is determined based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force. This includes: when the slip ratio between the tire and the snowy road surface is 0 and the vehicle is equipped with an anti-lock braking system, a third braking force is determined based on the sum of the compression braking force, shear braking force, digging braking force, and friction braking force; when the slip ratio between the tire and the snowy road surface is 0, the vehicle is equipped with an anti-lock braking system, and the tire is locked, a fourth braking force is obtained based on the sum of the shear braking force, friction braking force, and digging braking force.
[0013] According to another aspect of this application, a device for determining tire braking performance is also provided, comprising: a first determining module for determining the tire's compression braking force based on a first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gaps within the tire's contact zone to the area of the tire's imprint, and the contact zone is the area where the tire contacts the snow-covered road surface; a second determining module for determining the tire's shear braking force based on a second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gaps within the tire's contact zone to the volume of the tread gaps outside the tire's contact zone; a third determining module for determining the tire's digging braking force based on the length, azimuth angle, and digging force of the tire's tread assembly within the contact zone, wherein the azimuth angle is the angle between the tread assembly and the tire's axial direction; and a fourth determining module for determining the tire's braking force under different operating conditions on a snow-covered road surface based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force.
[0014] According to another aspect of this application, a non-volatile storage medium is also provided, the storage medium including a stored program, wherein when the program runs, it controls the device where the storage medium is located to execute the above-mentioned method for determining tire braking performance.
[0015] According to another aspect of this application, an electronic device is also provided, comprising: a memory and a processor, the processor being configured to run a program stored in the memory, wherein the program, when running, executes the above-described method for determining tire braking performance.
[0016] According to another aspect of this application, a computer program is also provided, wherein when the computer program is executed by a processor, it implements the above-mentioned method for determining tire braking performance.
[0017] According to another aspect of this application, a computer program product is also provided, the computer program product including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it implements the above-mentioned method for determining tire braking performance.
[0018] In this application, the tire's compression braking force is determined based on a first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gaps within the tire's contact patch to the area of the tire's imprint, and the contact patch is the area where the tire contacts the snow-covered road surface; the tire's shear braking force is determined based on a second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gaps within the tire's contact patch to the volume of the tread gaps outside the tire's contact patch; and the tire's digging braking force is determined based on the length, orientation angle, and digging force of the tire's tread assembly within the contact patch. The braking force, wherein the direction angle is the angle between the tread assembly and the tire axis; based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force, the braking force of the tire under different working conditions on snowy roads is determined. This achieves the goal of accurately and efficiently determining the braking performance of the tire on snowy roads at low cost, thereby reducing the time and economic costs of tire design and development, and solving the technical problem that related technologies cannot accurately and efficiently determine the braking performance of the tire on snowy roads at low cost. Attached Figure Description
[0019] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:
[0020] Figure 1 This is a flowchart of a method for determining tire braking performance according to an embodiment of this application;
[0021] Figure 2 This is a schematic diagram of the length and orientation angle of a tire tread assembly in the contact area according to an embodiment of this application;
[0022] Figure 3 This is a schematic diagram of a two-dimensional simulation model of a tire according to an embodiment of this application;
[0023] Figure 4This is a schematic diagram of a tire ground contact mark according to an embodiment of this application;
[0024] Figure 5 This is a structural diagram of a tire braking performance determination device according to an embodiment of this application;
[0025] Figure 6 This is a hardware structure block diagram of a computer terminal for a method of determining tire braking performance according to an embodiment of this application. Detailed Implementation
[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.
[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.
[0028] According to an embodiment of this application, a method embodiment for determining tire braking performance is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.
[0029] Figure 1 This is a flowchart of a method for determining tire braking performance according to an embodiment of this application, such as... Figure 1 As shown, the method includes the following steps:
[0030] Step S102: Determine the tire's compression braking force based on the first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gaps in the tire's contact area to the area of the tire's imprint, and the contact area is the area where the tire contacts the snow-covered road surface.
[0031] The snow compression stress perpendicular to the tire surface refers to the compression reaction of the snow caused by the vertical pressure generated between the tire and the snow when the tire is pressed against a snow-covered road surface. At the moment of contact between the tire and the snow, the weight of the tire and the road load compress the snow layer downwards, causing compression deformation of the snow layer below the tire contact area. This process generates a reaction force, namely the snow compression stress. The snow compression stress is the reaction force of intermolecular forces within the snow layer on the tire, attempting to resist the tire's compression.
[0032] When a tire presses against the road surface, the area of its contact with the road surface forms an imprint; the area of this imprint is called the tire's imprint area. The tire's tread pattern design includes multiple crisscrossing grooves and tread blocks. These grooves create gaps within the tire's contact area; the total area of these gaps is called the tread gap area.
[0033] On snowy roads, the tire's contact patch specifically refers to the portion of the tire surface that contacts and applies pressure to the snow layer. The characteristics of this contact patch, including the distribution of tread gaps, the material of the tire surface, and the way it contacts the snow, are crucial to the tire's grip, steering stability, braking performance, and acceleration performance on snow.
[0034] Understandably, the compression braking force F B The braking force is generated by the compression of snow at the leading edge of the tire. When a vehicle brakes on a snowy road, the leading edge of the tire first contacts the snow and begins to compress it. The snow, compressed by the tire, forms a compressed area, and this process generates resistance to the tire's forward movement; this is the tire's compressive braking force.
[0035] According to some optional embodiments of this application, the tire compression braking force in step S102 above can be calculated by the following method: when the tire tread depth is less than the thickness of the snow compressed by the tire, the compression braking force is determined according to the tire imprint width, a first parameter, and a second parameter, wherein the first parameter is the difference between 1 and a first ratio; the second parameter is the value obtained by integrating the first target parameter with the radial coordinate of the tire tread depth as the integral variable within a first interval; the first interval includes: 0 to the tire tread depth; the first target parameter includes: radial coordinate, snow compression stress perpendicular to the tire surface, tire rotation diameter, and target angle; the target angle is the angle between the target line and the radial direction of the tire, and the target line is the line connecting the leading edge of the tire imprint and the center of the tire.
[0036] On the other hand, when the tire tread depth is not less than the thickness of the compressed snow, the compression braking force is determined based on the first compression braking force and the second target parameter. The first compression braking force is the tire compression braking force when the tire tread depth is less than the thickness of the compressed snow. The second target parameter includes: the imprint width, the first ratio, and the third parameter. The third parameter is the value obtained by integrating the target parameter with the radial coordinate as the integral variable in a second interval. The second interval includes: 0 to the first difference. The first difference is the difference between the tire tread depth and the thickness of the compressed snow.
[0037] It is worth explaining that the tread depth of a tire refers to the vertical distance from the top to the bottom of the tread pattern.
[0038] When a vehicle tire contacts a snowy road surface, the downward pressure and friction of the tire cause the snow layer to deform, especially at the tire tread blocks, edges, and the leading edge of the tire where it contacts the ground. The snow is compressed by the tire, increasing its density and hardness, forming compressed snow that adheres to the tire surface. It's understandable that the compressed snow compared to the tread groove depth mentioned above refers to compressed snow embedded in the tread grooves. When the tire tread groove depth is less than the thickness of the compressed snow, the tire tread blocks will squeeze the snow into the grooves upon contact with the snow. However, because the tread grooves have limited depth, they cannot completely accommodate the compressed snow, causing the snow to fill the grooves or even overflow. When the tire tread groove depth is greater than or equal to the thickness of the compressed snow, it means that the tire tread grooves have enough space to accommodate the compressed snow.
[0039] The radial coordinates of the tread groove depth mentioned above are radial coordinates within the target coordinate system. In this target coordinate system, the origin is the geometric center or rotation axis of the tire, the horizontal axis is the horizontal driving direction, and the vertical axis is the radial direction of the tire, that is, the direction from the center of the tire outward to the point where the tire contacts the road surface or the tire surface.
[0040] When a tire rolls on the ground, it leaves a visible mark on the contact surface, known as a "tire imprint." The leading edge of the tire imprint refers to the edge that the tire first contacts the ground, that is, the foremost point of contact between the tire and the ground. The center of the tire is its geometric center, which is the center point of the tire's axis of rotation. The target line is defined as the line connecting the tire's center to the leading edge of the tire imprint. The target angle is the angle between the target line and the tire's radial direction. Determining the target angle helps in understanding the forces acting on the tire when it contacts the ground, the deformation of the tire shape, and the distribution of friction between the tire and the ground, especially under dynamic conditions of vehicle braking.
[0041] Specifically, when the tire tread depth h0 is less than the thickness H of the snow compressed by the tire, the compression braking force is generated only by the leading edge of the tire track. In this case, the compression braking force F B It can be calculated using the following formula:
[0042]
[0043] When the tire tread depth h0 is not less than (greater than or equal to) the thickness H of the compressed snow, the compression braking force is generated by the leading edge of the tire tread and the interior of the tread groove. In this case, the compression braking force F B It can be calculated using the following formula:
[0044]
[0045] Where b is the width of the imprint, r v / c Z is the ratio of the tread gap area to the total imprint area within the tire contact patch (first ratio), z is the radial coordinate of the tire tread groove depth, and R is the tire rotation diameter. σ is the angle between the line connecting the leading edge of the tire track and the center of the tire and the radial direction. C This refers to the compressive stress of snow accumulation perpendicular to the tire surface.
[0046] Step S104: Determine the shear braking force of the tire based on the second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gap inside the tire's contact area to the volume of the tread gap outside the tire's contact area.
[0047] It is understandable that the tire's shear braking force F on a snow-covered road surface... S It is mainly the shearing force of snow in the gaps of the tire tread.
[0048] In some optional embodiments of this application, the tire shear braking force in step S104 above can be calculated by the following method: determining the target snow density based on the snow density of the road surface and the second ratio; determining the shear strength of the snow based on the target snow density; and determining the tire shear braking force based on the shear strength of the snow and the shear area of the tread gaps in the tire's imprint surface.
[0049] Specifically, the tire's shear braking force F S It can be calculated using the following formula:
[0050] F S =∫τ(ρ)dA y
[0051] in, τ is the shear strength of the snow, ρ0 is the snow density on the road surface, ρ is the target snow density, and A yV represents the shear area of the tread pattern voids within the tire imprint surface, and V0 represents the volume of the tread pattern voids within and outside the tire contact area, respectively. This indicates the shrinkage rate of the pattern gaps (second ratio).
[0052] Step S106: Determine the digging braking force of the tire based on the length, direction angle and digging force of the tire tread assembly in the contact area, wherein the direction angle is the angle between the tread assembly and the tire axis.
[0053] As some optional embodiments of this application, the digging braking force in step S106 above can be calculated by the following method: determining the first length of the tire tread assembly in the axial direction and the second length in the radial direction of the tire based on the length and direction angle of the tire tread assembly in the contact area, wherein the tire tread assembly includes: tread blocks, lateral grooves and steel plates; determining the first digging braking force based on the first length and the digging force per unit length; determining the second digging braking force based on the second length and the digging force per unit length; and determining the tire's digging braking force based on the first digging braking force and the second digging braking force.
[0054] Figure 2 This is a schematic diagram showing the length and orientation angle of a tire tread assembly within the contact area according to an embodiment of this application, as shown below. Figure 2 As shown, the green line segment represents the length of the tire tread block within the contact area, and the angle between the green line segment and the horizontal direction is the directional angle of the tire tread block within the contact area; the magenta line segment represents the length of the tire steel sheet within the contact area, and the angle between the magenta line segment and the horizontal direction is the directional angle of the tire steel sheet within the contact area.
[0055] Understandably, the braking force F is being exploited. D It is generated by the edges of tire tread blocks and steel sheets. Due to the digging braking force F D Lateral digging force is related to the edge component perpendicular to the slip direction. and vertical excavation force It can be measured by the edge length (the length of the tire tread assembly within the contact patch). i The edge direction angle θ measured from the circumference (i) The digging force K per unit edge length is expressed as follows:
[0056]
[0057] Step S108: Determine the braking force of the tire under different working conditions on snowy roads based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force.
[0058] The frictional braking force of a tire on a snow-covered road surface is mainly the frictional force between the tire and the snow-covered road surface. In this embodiment, it is assumed that the frictional force between the tire and the snow-covered road surface is expressed by Coulomb's law as follows:
[0059] F μ =μW
[0060] Where μ is the coefficient of friction and W is the load on the tire on the snowy road surface.
[0061] According to some preferred embodiments of this application, step S108 above can be implemented by the following method:
[0062] When the slip ratio between the tire and the snow-covered road surface is 0, the sum of the shear braking force, digging braking force, and friction braking force is subtracted from the compression braking force to obtain the first braking force; when the slip ratio between the tire and the snow-covered road surface is 1, the digging braking force and friction braking force are added together to obtain the second braking force.
[0063] When the slip ratio between the tire and the snow-covered road surface is 0, and the vehicle is equipped with an anti-lock braking system, the third braking force is determined by summing the compression braking force, shear braking force, digging braking force, and friction braking force. When the slip ratio between the tire and the snow-covered road surface is 0, the vehicle is equipped with an anti-lock braking system, and the tire is locked, the fourth braking force is obtained by summing the shear braking force, friction braking force, and digging braking force.
[0064] In other words, when a tire brakes on a snowy road, the longitudinal braking force can be expressed in the following ways:
[0065] 1. Braking force without slippage. Braking force = F S +F μ +F D -F B .
[0066] 2. When the slip ratio reaches 1.0 (high slip), F S and F B If no force is generated, then the braking force = F μ +F D .
[0067] 3. When a tire in a vehicle equipped with an anti-lock braking system (ABS) does not completely slip, F B and F S It is no longer zero. Therefore, the force generated by a tire equipped with anti-lock braking system during braking can be expressed by the following equation: Braking force = -(F S +F μ +F D +F B ).
[0068] Specifically regarding point 3, when the tires lock up, F S It is considered to generate no force. The force required to lock the tires can be expressed by the following equation: Braking force = -(F μ +F D +F B ).
[0069] It should be noted that the mathematical model upon which steps S102 to S108 rely is subject to the following assumptions:
[0070] The contact shape between the tire and the snow is rectangular, with the contact length between the tire and the road surface being L, the curved surface in contact with the snow being l in length, and the width being b. The cross-section of the tire tread gaps is rectangular. The properties of the snow depend on its density, and the snow density below the tire tread blocks is determined by the compression thickness in the depth direction. The snow density in the tread gaps is affected by both longitudinal deformation and contraction of the tread and radial compression. The digging force per unit edge length of the tread steel sheet is the same as the digging force per unit edge length of the tread block. Friction and digging force do not vary with the type of snow.
[0071] The length l and width b of the tire track, and the length and orientation angle of the tire tread assembly within the contact patch, are obtained through the following method:
[0072] Establish a tire simulation model to obtain tire imprints under braking conditions on wet roads;
[0073] Based on the tire structure material distribution diagram, a two-dimensional simulation model of the tire plane is established in finite element analysis software (such as ABAQUS). After three-dimensional rotation, uniform air pressure is applied to the inner surface of the tire, and radial load is applied to the road surface to obtain the tire static load imprint. The length l and width b of the tire imprint can be obtained in the simulation result file.
[0074] Calculate the edge length l of the tire tread pattern within the contact area. i The edge direction angle θ measured from the circumference (i) Specifically, a tire tread model is created within 3D modeling software (CATIA). Based on the tire's contact patch characteristics, the features of the gaps within the tire's contact patch area are extracted. Then, based on the node coordinates, the length l of each edge is calculated. i and edge direction angle θ (i) .
[0075] The steps outlined above provide a means to evaluate tire braking performance on snowy roads during the design phase, which helps optimize tire design, reduce subsequent testing and verification costs, and improve R&D efficiency.
[0076] The following is a specific implementation case study. Figure 1 The steps shown are illustrated and explained by way of example.
[0077] Using the 245 / 45R18 tire as a specific example, we will calculate the braking performance of this tire on a wet road surface according to the steps described above.
[0078] First, a tire simulation model is established to obtain the tire imprint under braking conditions on wet roads.
[0079] Then, based on the material distribution diagram of the 245 / 45R18 design tire, a two-dimensional planar simulation model was established in ABAQUS as follows: Figure 3 As shown, after three-dimensional rotation, applying uniform air pressure to the inner surface of the tire and applying radial load to the road surface, the three-dimensional simulation model of the tire and the ground contact imprint results are as follows. Figure 4 As shown, the specific data of the tire contact patch under wet road braking conditions (air pressure 220 kPa, radial load 7840 N) are as follows: patch length 176 mm, patch width 208 mm.
[0080] Calculate the edge length l of the tire tread pattern within the contact area. i The edge direction angle θ measured from the circumference (i) .
[0081] Create a tread pattern model in CATIA, and also create a model of the tire contact patch shape. Extract the edge length of the tire tread pattern to be 44cm.
[0082] Finally, based on the contact characteristics between the tire and the snow-covered road surface, the braking force of the tire on the snow-covered road surface is calculated.
[0083] Substituting the above parameters into the tire snow braking model, the snow braking force of the tire equipped with anti-lock braking system is calculated. The results are shown in the table below:
[0084] <![CDATA[Shear braking force F S > 454.8N <![CDATA[Friction braking force F μ > 915.8N <![CDATA[Excavation braking force F D > 1084N Braking force 2664.4N
[0085] In summary, this application uses a combination of finite element simulation and mathematical analysis to predict tire braking performance on snowy roads during the design phase. Compared to other related technologies, the tire snow braking performance prediction method provided in this application does not rely on supercomputing clusters or repeated road tests, saving time and economic costs. Furthermore, tire design engineers can quickly select the optimal combination of design parameters through multiple design options, shortening the product development cycle.
[0086] Figure 5 This is a structural diagram of a tire braking performance determination device according to an embodiment of this application, as shown below. Figure 5 As shown, the device includes:
[0087] The first determining module 52 is used to determine the tire's compression braking force based on a first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gaps in the tire's contact area to the area of the tire's imprint, and the contact area is the area where the tire contacts the snow-covered road surface.
[0088] The second determining module 54 is used to determine the shear braking force of the tire based on the second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gap inside the tire's contact area to the volume of the tread gap outside the tire's contact area.
[0089] The third determining module 56 is used to determine the digging braking force of the tire based on the length, direction angle and digging force of the tire tread assembly in the contact area, wherein the direction angle is the angle between the tread assembly and the tire axis.
[0090] The fourth determining module 58 is used to determine the braking force of the tire under different working conditions on snowy roads based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force.
[0091] Optionally, the first determining module 52 is further configured to perform the following steps: when the tire tread groove depth is less than the thickness of the snow compressed by the tire, determine the compression braking force based on the tire imprint width, a first parameter, and a second parameter, wherein the first parameter is the difference between 1 and a first ratio; the second parameter is the value obtained by integrating the first target parameter with the radial coordinate of the tire tread groove depth as the integral variable within a first interval; the first interval includes: 0 to the tire tread groove depth; the first target parameter includes: radial coordinate, snow compression stress perpendicular to the tire surface, tire rotation diameter, and target angle; the target angle is the angle between the target line and the radial direction of the tire, and the target line is the line connecting the leading edge of the tire imprint and the center of the tire.
[0092] Optionally, the first determining module 52 is further configured to perform the following steps: when the tread groove depth of the tire is not less than the thickness of the tire-compressed snow, determine the compression braking force based on the first compression braking force and the second target parameter, wherein the first compression braking force is the tire compression braking force when the tread groove depth of the tire is less than the thickness of the tire-compressed snow; the second target parameter includes: the imprint width, a first ratio, and a third parameter; the third parameter is the value obtained by integrating the target parameter with the radial coordinate as the integration variable in a second interval; the second interval includes: 0 to a first difference; the first difference is the difference between the tread groove depth of the tire and the thickness of the tire-compressed snow.
[0093] Optionally, the second determining module 54 is further configured to perform the following steps: determining the target snow density based on the snow density of the road surface and the second ratio; determining the shear strength of the snow based on the target snow density; and determining the shear braking force of the tire based on the shear strength of the snow and the shear area of the tread gaps in the tire's imprint surface.
[0094] Optionally, the third determining module 56 is further configured to perform the following steps: determining a first length of the tire tread assembly in the tire axial direction and a second length in the tire radial direction based on the length and orientation angle of the tire tread assembly in the contact area, wherein the tire tread assembly includes: tread blocks, lateral grooves and steel plates; determining a first digging braking force based on the first length and the digging force per unit length; determining a second digging braking force based on the second length and the digging force per unit length; and determining the tire's digging braking force based on the first digging braking force and the second digging braking force.
[0095] Optionally, the fourth determining module 58 is also used to perform the following steps: when the slip ratio between the tire and the snow-covered road surface is 0, subtract the compression braking force from the sum of the shear braking force, digging braking force and friction braking force to obtain the first braking force; when the slip ratio between the tire and the snow-covered road surface is 1, add the digging braking force and friction braking force to obtain the second braking force.
[0096] Optionally, the fourth determining module 58 is also used to perform the following steps: when the slip ratio between the tire and the snow-covered road surface is 0 and the vehicle where the tire is located is equipped with an anti-lock braking system, a third braking force is determined based on the sum of the compression braking force, shear braking force, digging braking force, and friction braking force; when the slip ratio between the tire and the snow-covered road surface is 0, the vehicle where the tire is located is equipped with an anti-lock braking system, and the tire is locked, a fourth braking force is obtained based on the sum of the shear braking force, friction braking force, and digging braking force.
[0097] It should be noted that the above Figure 5 The modules in the above can be program modules (e.g., a set of program instructions that implement a specific function) or hardware modules. For the latter, they can be represented in the following forms, but are not limited to these: each of the above modules is represented by a processor, or the functions of each of the above modules are implemented by a processor.
[0098] It should be noted that, Figure 5 Preferred embodiments of the shown examples can be found in [reference needed]. Figure 1 The relevant descriptions of the embodiments shown will not be repeated here.
[0099] Figure 6 A hardware block diagram of a computer terminal for determining tire braking performance is shown. Figure 6 As shown, the computer terminal 60 may include one or more processors 602 (shown as 602a, 602b, ..., 602n in the figure) 602 (processor 602 may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 604 for storing data, and a transmission module 606 for communication functions. In addition, it may also include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of a BUS bus), a network interface, a power supply, and / or a camera. Those skilled in the art will understand that... Figure 6 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned electronic device. For example, the computer terminal 60 may also include... Figure 6 The more or fewer components shown, or having the same Figure 6 The different configurations shown.
[0100] It should be noted that the aforementioned one or more processors 602 and / or other data processing circuits are generally referred to herein as "data processing circuits". These data processing circuits may be embodied, in whole or in part, in software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuits may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the computer terminal 60. As involved in the embodiments of this application, the data processing circuits serve as a form of processor control (e.g., selection of a variable resistor termination path connected to an interface).
[0101] The memory 604 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the tire braking performance determination method in this embodiment. The processor 602 executes various functional applications and data processing by running the software programs and modules stored in the memory 604, thereby realizing the aforementioned tire braking performance determination method. The memory 604 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 604 may further include memory remotely located relative to the processor 602, and these remote memories can be connected to the computer terminal 60 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.
[0102] The transmission module 606 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computer terminal 60. In one example, the transmission module 606 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission module 606 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.
[0103] The display may be, for example, a touchscreen liquid crystal display (LCD) that allows the user to interact with the user interface of the computer terminal 60.
[0104] It should be noted here that, in some optional embodiments, the above... Figure 6 The computer terminal shown may include hardware elements (including circuitry), software elements (including computer code stored on a computer-readable medium), or a combination of both hardware and software elements. It should be noted that... Figure 6 This is only one instance of a specific particular instance, and is intended to illustrate the types of components that may exist in the aforementioned computer terminal.
[0105] It should be noted that, Figure 6 The computer terminal shown is used to execute Figure 1 The method for determining tire braking performance shown above also applies to this electronic device, and will not be repeated here.
[0106] This application also provides a non-volatile storage medium, which includes a stored program, wherein the program, when running, controls the device where the storage medium is located to execute the above-mentioned method for determining tire braking performance.
[0107] A non-volatile storage medium performs the following functions: determining the tire's compression braking force based on a first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gaps within the tire's contact patch to the area of the tire's imprint, the contact patch being the area where the tire contacts the snow-covered road surface; determining the tire's shear braking force based on a second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gaps within the tire's contact patch to the volume of the tread gaps outside the tire's contact patch; determining the tire's digging braking force based on the length, orientation angle, and digging force of the tire's tread assembly within the contact patch, wherein the orientation angle is the angle between the tread assembly and the tire's axial direction; and determining the tire's braking force under different braking conditions on snow-covered roads based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force.
[0108] This application also provides an electronic device, including: a memory and a processor, wherein the processor is used to run a program stored in the memory, wherein the program executes the above-described method for determining tire braking performance.
[0109] The processor is used to run a program that performs the following functions: determining the tire's compression braking force based on a first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gaps within the tire's contact patch to the area of the tire's imprint, the contact patch being the area where the tire contacts the snow-covered road surface; determining the tire's shear braking force based on a second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gaps within the tire's contact patch to the volume of the tread gaps outside the tire's contact patch; determining the tire's digging braking force based on the length, orientation angle, and digging force of the tire's tread assembly within the contact patch, wherein the orientation angle is the angle between the tread assembly and the tire's axial direction; and determining the tire's braking force under different braking conditions on snow-covered roads based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force.
[0110] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.
[0111] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.
[0112] In the above embodiments of this application, the information collected is information and data authorized by the user or fully authorized by all parties, and the collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data all comply with relevant laws, regulations and standards, take necessary protective measures, do not violate public order and good morals, and provide corresponding operation entry points for users to choose to authorize or refuse.
[0113] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.
[0114] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0115] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.
[0116] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to related technologies, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.
[0117] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.
Claims
1. A method for determining tire braking performance, characterized in that, include: The compression braking force of the tire is determined based on the first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gap in the contact area of the tire to the area of the tire imprint, and the contact area is the area where the tire contacts the snow-covered road surface. The shear braking force of the tire is determined based on the second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gap within the contact area of the tire to the volume of the tread gap outside the contact area of the tire. The digging braking force of the tire is determined based on the length, azimuth angle, and digging force of the tire tread assembly in the contact area, wherein the azimuth angle is the angle between the tread assembly and the tire axis. The braking force of the tire under different working conditions on snowy roads is determined based on at least two of the compression braking force, shear braking force, digging braking force and friction braking force of the tire. The compression braking force of the tire is determined based on a first ratio and the snow compression stress perpendicular to the tire surface, including: when the tread depth of the tire is less than the thickness of the snow compressed by the tire, the compression braking force is determined based on the tire's imprint width, a first parameter, and a second parameter, wherein the first parameter is the difference between 1 and the first ratio; the second parameter is the value obtained by integrating a first target parameter within a first interval using the radial coordinate of the tire's tread depth as the integration variable; the first interval includes: 0 to the tire's tread depth; the first target parameter includes: the radial coordinate, the snow compression stress perpendicular to the tire surface, the tire's turning diameter, and a target angle; the target angle is the angle between the target line and the radial direction of the tire, and the target line is the line connecting the leading edge of the tire's imprint and the center of the tire.
2. The method according to claim 1, characterized in that, The compression braking force of the tire is determined based on the first ratio and the snow compression stress perpendicular to the tire surface, including: Provided that the tread groove depth of the tire is not less than the thickness of the snow compressed by the tire, the compression braking force is determined based on the first compression braking force and the second target parameter, wherein, The first compression braking force is the tire's compression braking force when the depth of the tire's tread grooves is less than the thickness of the snow compressed by the tire. The second target parameter includes: imprint width, the first ratio, and the third parameter; The third parameter is the value obtained by integrating the target parameter with the radial coordinate as the integration variable within the second interval. The second interval includes: 0 to the first difference; The first difference is the difference between the tread depth of the tire and the thickness of the snow compressed by the tire.
3. The method according to claim 1, characterized in that, The shear braking force of the tire is determined based on the second ratio and the shear strength of the snow accumulation, including: The target snow density is determined based on the snow density on the road surface and the second ratio. Determine the shear strength of the snow based on the target snow density; The shear braking force of the tire is determined based on the shear strength of the snow and the shear area of the tread gaps within the tire's imprint surface.
4. The method according to claim 1, characterized in that, The digging braking force of the tire is determined based on the length, azimuth angle, and digging force of the tire tread assembly within the contact area, including: Based on the length and orientation angle of the tread assembly in the contact area, the first length of the tread assembly in the axial direction and the second length in the radial direction of the tire are determined, wherein the tread assembly of the tire includes: tread blocks, lateral grooves and steel plates. The first digging braking force is determined based on the first length and the digging force per unit length; The second digging braking force is determined based on the second length and the digging force per unit length; The digging braking force of the tire is determined based on the first digging braking force and the second digging braking force.
5. The method according to claim 1, characterized in that, Based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force, the braking force of the tire under different braking conditions on snowy roads is determined, including: When the slip ratio between the tire and the snow-covered road surface is 0, the first braking force is obtained by subtracting the compression braking force from the sum of the shear braking force, the digging braking force, and the friction braking force. When the slip ratio between the tire and the snow-covered road surface is 1, the digging braking force and the friction braking force are added together to obtain the second braking force.
6. The method according to claim 1 or 5, characterized in that, Based on at least two of the tire's compression braking force, shear braking force, digging braking force, and friction braking force, the braking force of the tire under different braking conditions on snowy roads is determined, including: When the slip ratio between the tire and the snow-covered road surface is 0, and the vehicle containing the tire is equipped with an anti-lock braking system, the third braking force is determined based on the sum of the compression braking force, the shear braking force, the digging braking force, and the friction braking force. When the slip ratio between the tire and the snow-covered road surface is 0, the vehicle containing the tire is equipped with an anti-lock braking system, and the tire is locked, a fourth braking force is obtained by summing the shear braking force, the friction braking force, and the digging braking force.
7. A device for determining tire braking performance, characterized in that, include: The first determining module is used to determine the compression braking force of the tire based on a first ratio and the snow compression stress perpendicular to the tire surface, wherein the first ratio is the ratio of the area of the tread gap in the contact area of the tire to the area of the tire imprint, and the contact area is the area where the tire contacts the snow-covered road surface. The second determining module is used to determine the shear braking force of the tire based on the second ratio and the shear strength of the snow, wherein the second ratio is the ratio of the volume of the tread gap in the contact area of the tire to the volume of the tread gap outside the contact area of the tire. The third determining module is used to determine the digging braking force of the tire based on the length, direction angle and digging force of the tire tread assembly in the contact area, wherein the direction angle is the angle between the tread assembly and the tire axis. The fourth determining module is used to determine the braking force of the tire under different working conditions of braking on snowy roads based on at least two of the compression braking force, shear braking force, digging braking force and friction braking force of the tire. The first determining module is further configured to perform the following steps: when the tread groove depth of the tire is less than the thickness of the snow compressed by the tire, determine the compression braking force based on the tire's imprint width, a first parameter, and a second parameter, wherein the first parameter is the difference between 1 and the first ratio; the second parameter is the value obtained by integrating the first target parameter within a first interval using the radial coordinate of the tire's tread groove depth as the integration variable; the first interval includes: 0 to the tire's tread groove depth; the first target parameter includes: the radial coordinate, the snow compression stress perpendicular to the tire surface, the tire's rotation diameter, and the target angle; the target angle is the angle between the target line and the radial direction of the tire, and the target line is the line connecting the leading edge of the tire's imprint and the center of the tire.
8. A non-volatile storage medium, characterized in that, The non-volatile storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the non-volatile storage medium to perform the tire braking performance determination method according to any one of claims 1 to 6.
9. An electronic device, characterized in that, include: A memory and a processor, the processor being configured to run a program stored in the memory, wherein the program, when running, executes the method for determining tire braking performance as described in any one of claims 1 to 6.
10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the method for determining tire braking performance as described in any one of claims 1 to 6.
Citation Information
Patent Citations
Tire parameter determination method and device
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