Vehicle misuse working condition simulation method and device and vehicle

Abstract

The invention relates to the technical field of crossing of automobile engineering and computer-aided engineering, in particular to a vehicle misuse working condition simulation method and device and a vehicle. The method comprises the steps that tire size information is obtained, and a tire finite element model is established; establishing a tire parameter identification model based on the tire finite element model, setting identification parameters and an optimization target, firstly identifying tire radial rigidity parameters, then identifying tire three-dimensional rigidity parameters in combination with the parameters, and updating side wall material parameters of the tire finite element model into the three-dimensional rigidity parameters; the method comprises the following steps: obtaining vehicle structure data to establish a vehicle dynamics model, establishing a pavement model in combination with pavement material attributes and shapes, establishing a contact relationship between a tire finite element model and the pavement model, and carrying out misuse condition simulation on the vehicle dynamics model. Therefore, the problems that a multi-body dynamic model tire cannot simulate large deformation of the tire under the misuse working condition, and collision between a rim and a road surface cannot be accurately restored in the prior art are solved.

Description

Technical Field

[0001] This application relates to the interdisciplinary field of automotive engineering and computer-aided engineering, and in particular to a method, device and vehicle for simulating vehicle misuse conditions. Background Technology

[0002] Occasionally, during vehicle use, vehicles may encounter misuse conditions such as driving over ditches or bumps, which can cause severe tire deformation and lead to direct collision between the rim and the road surface. However, the tire model based on multibody dynamics in related technologies cannot simulate large tire deformation conditions, nor can it accurately reproduce the collision process between the rim and the road surface. Summary of the Invention

[0003] This application provides a method, device, and vehicle for simulating vehicle misuse conditions, in order to solve the problems in related technologies such as the inability of multibody dynamics models to simulate large tire deformation under misuse conditions and the inability to accurately reproduce the collision between the rim and the road surface.

[0004] The first aspect of this application provides a method for simulating vehicle misuse conditions, comprising the following steps: acquiring tire size information and establishing a finite element model of the tire based on the size information; establishing a tire parameter identification model based on the finite element model, setting identification parameters and optimization objectives of the tire parameter identification model, identifying tire radial stiffness parameters using the tire parameter identification model, identifying tire triaxial stiffness parameters based on the tire radial stiffness parameters and the tire parameter identification model, and modifying the tire sidewall material parameters of the finite element model to tire triaxial stiffness parameters; acquiring vehicle structure data, establishing a vehicle dynamics model based on the vehicle structure data, establishing a road surface model based on the road surface material properties and road surface shape, establishing the contact relationship between the finite element model and the road surface model, and simulating misuse conditions on the vehicle dynamics model.

[0005] Based on the aforementioned technical means, this application first establishes a tire finite element model based on tire dimensions (providing a structural foundation for accurately simulating large tire deformation). Then, based on this model, a tire parameter identification model is constructed, sequentially identifying the tire's radial stiffness and triaxial stiffness, and updating the tire sidewall material parameters (ensuring the tire's mechanical properties are consistent with reality, providing accurate mechanical basis for collision scenario reconstruction). Subsequently, a vehicle dynamics model is built by combining vehicle structural data, and a road surface model is built by combining road surface properties. After establishing the contact relationship between the two (for simulation requirements of rim-road collision), the simulation of vehicle misuse conditions is completed. Through the technical logic of meticulously constructing the tire finite element model, optimizing tire mechanical parameters, and adapting the contact relationship between the road surface and the tire, the real scenarios of large tire deformation and rim-road collision under misuse conditions are accurately reproduced, solving the problem of tire simulation distortion in multibody dynamics models in related technologies. Simultaneously, it focuses on meticulous modeling of core tire components, taking into account the adaptability of the vehicle and road surface models, ensuring simulation accuracy while avoiding efficiency losses caused by complex modeling of all components, thus meeting the practical needs of engineering simulation.

[0006] Optionally, a finite element model of the tire is established based on the dimensional information, including: establishing a tire cross-sectional model based on the tire's dimensional information; and performing a rotation sweep on the tire cross-sectional model to establish a finite element model of the tire.

[0007] Based on the aforementioned technical means, this application embodiment first constructs a tire cross-sectional model based on tire size information, and then generates a finite element model of the tire through rotational sweeping. The core is the modeling path that accurately transforms a two-dimensional cross-section into a three-dimensional finite element structure. A cross-sectional model is established based on the actual tire size, and then the tire's annular three-dimensional structure (such as tread curvature, sidewall thickness, and other real geometric features) is reproduced through rotational sweeping. This avoids tire structure distortion caused by simplified modeling in related technologies, providing an accurate geometric basis for subsequent simulation of large deformations and reconstruction of rim collisions. Rotational sweeping is a three-dimensional modeling method that can quickly transform a two-dimensional cross-section into a complete finite element model, reducing the errors and time consumption of manually constructing a three-dimensional structure. Simultaneously, it ensures the uniformity of geometric parameters at each circumferential position of the tire, providing support for the accuracy of subsequent tire stiffness identification and road-tire contact simulation.

[0008] Optionally, the finite element model may include multiple models such as rim model, rim flange model, bead wrapping model, sidewall model, inner tread model, upper tread model, and lower tread model.

[0009] Optionally, a tire parameter identification model is established based on the finite element model, including: defining keywords, names, and initial values ​​for the identification parameters; setting the tire sidewall material and referencing the defined identification parameters; fixing the rim of the finite element model to the road surface model; establishing a flat plate under the wheel of the finite element model, establishing the contact relationship between the finite element model and the flat plate, releasing the vertical degree of freedom of the flat plate, and applying a displacement that varies linearly with time to the finite element model to establish the tire parameter identification model.

[0010] Based on the above technical means, this application embodiment is based on a tire finite element model. By defining identification parameters (keywords, names, initial values), associating the parameters with the tire sidewall material, constraining the rim and the road surface, building a flat plate for contact (releasing the vertical degree of freedom of the flat plate), and applying linear displacement loads, a model for parameter identification is constructed. The core is to build a model framework with adjustable parameters and simulated scenarios for the accurate identification of tire stiffness parameters. By directly binding the identified parameters to the tire sidewall material, which is a key component for tire deformation and force transmission under misuse conditions, the method ensures that the identified parameters (such as triaxial stiffness) directly serve the simulation needs of large tire deformation, avoiding interference from irrelevant parameters. By fixing the rim, setting up flat plate contact, and releasing the vertical degree of freedom, the method reproduces the constraint and stress state of the tire under actual pressure (such as a stationary vehicle or a slow-pressure scenario). Combined with linear displacement loads, this provides input conditions under real-world conditions for stiffness parameter identification, avoiding parameter distortion caused by the identification model being out of touch with reality. Clear parameter definitions, constraints, and load settings provide a clear input-output correspondence for the subsequent optimization and verification of stiffness parameters (such as radial stiffness), ensuring that the identification results are reproducible and correctable. This lays the foundation for subsequent updates to the tire finite element model and improving the simulation accuracy of misuse conditions.

[0011] Optionally, the tire triaxial stiffness parameters are identified based on the tire radial stiffness parameters and the tire parameter identification model, including: modifying the finite element model, releasing the vertical and longitudinal degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the longitudinal displacement linear loading on the finite element model, and saving the finite element model as a longitudinal stiffness identification model; modifying the finite element model, releasing the vertical and lateral degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the lateral displacement linear loading on the finite element model, and saving the finite element model as a lateral stiffness identification model; and identifying the tire triaxial stiffness parameters based on the longitudinal stiffness identification model and the lateral stiffness identification model.

[0012] Based on the above technical means, this application embodiment uses a tire parameter identification model with obtained radial stiffness parameters as a basis. It achieves triaxial stiffness identification by modifying the model in different directions and loading it step by step: First, the model is modified to release the vertical and longitudinal degrees of freedom of the plate, and then a longitudinal stiffness identification model is generated by vertical linear loading → longitudinal linear loading; then the model is modified to release the vertical and lateral degrees of freedom of the plate, and a lateral stiffness identification model is generated by vertical linear loading → lateral linear loading; finally, the longitudinal and lateral stiffness identification models are combined with the previous radial stiffness parameters to obtain the tire's triaxial stiffness parameters. The core is to identify the scene by stiffness direction and reproduce the actual force process step by step. By building dedicated identification models for longitudinal and lateral directions separately, interference between stiffnesses in different directions (such as the influence of longitudinal force on lateral stiffness) is avoided. Combined with the previously obtained radial stiffness parameters, the three-dimensional stress characteristics of the tire are fully obtained, solving the problem of mechanical property distortion caused by models that only focus on radial direction and ignore longitudinal and lateral stiffness in related technologies. The step-by-step loading method, which first applies vertical loading (simulating vehicle self-weight ballast) and then longitudinal / lateral loading (simulating acceleration / steering during driving), reproduces the actual stress sequence of the tire, ensuring that the identified three-dimensional stiffness parameters are consistent with the actual usage state. This provides a reliable mechanical basis for accurate simulation of large tire deformation and rim collision under subsequent misuse conditions. The longitudinal and lateral stiffness identification models are generated independently, and the accuracy of single-direction stiffness can be verified by experimental data, which is convenient for locating the cause of parameter deviation and improving the credibility of the overall three-dimensional stiffness identification results. This lays the foundation for subsequent updates to the tire finite element model and optimization of contact relationship simulation.

[0013] Optionally, a road surface model is established based on the road surface material properties and road surface shape, including: setting the road surface as a rigid body; assigning material properties and road surface shape to the rigid body road surface to obtain the road surface model.

[0014] Based on the above technical means, the embodiments of this application are based on the actual characteristics of the road surface. By first setting the road surface as a rigid body, and then assigning the rigid body the corresponding road surface material properties and road surface shape, a road surface model is constructed. The core is to focus on the core functional characteristics of the road surface (rigidity, shape) and simplify the modeling path of non-critical variables (road surface deformation itself). Under misuse conditions (crossing ditches and bumps), the road surface itself deforms very little. Setting the road surface as a rigid body is consistent with the actual scenario, avoiding computational redundancy caused by excessive road surface modeling (such as considering road surface deformation). At the same time, it provides a stable and realistic force contact surface for tire / rim collision with the road surface, ensuring the accuracy of impact load transmission. Assigning realistic road surface material properties (such as hardness and coefficient of friction) can reproduce the friction and impact force when the rim collides with the road surface. Assigning accurate road surface shape (such as ditch depth and bump height) can reproduce the contact position and angle between the rim and the road surface. The combination of the two provides a road surface foundation that matches the actual working conditions for subsequent accurate simulation of large tire deformation and rim collision scenarios. The rigid body setting greatly reduces the amount of calculation of the road surface model, avoiding the slowdown of the overall simulation speed due to complex road surface modeling. At the same time, the accurate assignment of key properties (material and shape) does not lose the accuracy of road-tire contact simulation. It forms a precise, efficient, and simplified adaptation with the tire finite element model, which meets the practical needs of engineering simulation.

[0015] Optionally, the contact relationship between the finite element model and the road surface model is established, including: obtaining the contact type between the tire and the road surface and the self-contact type of the tire; and determining the contact relationship between the finite element model and the road surface model based on the contact type between the tire and the road surface and the self-contact type of the tire.

[0016] Based on the aforementioned technical means, this application embodiment clarifies two key contact scenarios: the contact type between the tire and the road surface, and the self-contact type of the tire itself. Based on these two contact types, the contact relationship between the tire finite element model and the road surface model is determined, fully covering key contact scenarios and providing accurate contact rules for road-tire interaction simulation. It considers both external tire-road contact (such as tread / rim collision with the road surface) and tire self-contact (such as tire body overlap and sidewall compression caused by large tire deformation under misuse conditions), avoiding simulation loopholes caused by focusing only on external tire-road contact and ignoring self-contact (such as deformation distortion caused by uncalculated self-contact forces). Defining contact relationships based on actual contact types (such as frictional contact and rigid contact) accurately recreates the contact mechanics behavior under misuse conditions (such as sliding friction between tires and compressive stress from tire self-contact), providing accurate calculation basis for impact force transmission and supporting the realism of subsequent whole-vehicle misuse condition simulations. Including self-contact types for large tire deformation scenarios solves the problem of not considering self-contact and being unable to simulate tire-road interaction under severe deformation, further ensuring the integrity of the rim-road collision scenario reconstruction.

[0017] Optionally, the vehicle dynamics model is simulated under misuse conditions, including: setting the initial state of the vehicle in the vehicle dynamics model to a horizontal state, maintaining a preset gap between the lowest point of the road surface model and the tire finite element model, releasing the longitudinal degree of freedom of the road surface model, and constraining the other degrees of freedom of the road surface model; applying a velocity opposite to the vehicle's forward direction to the upper road surface of the road surface model, setting a target simulation time and a target simulation step size, and simulating the misuse conditions of the vehicle dynamics model according to the target simulation time and target simulation step size; and reading the simulation result file of the misuse conditions after the simulation of the misuse conditions is completed.

[0018] Based on the above-mentioned technical means, the embodiments of this application complete the simulation of misuse conditions of the whole vehicle dynamics model by setting the initial horizontal state of the vehicle and the preset gap of the road tire, releasing the longitudinal degree of freedom of the road surface and constraining other directions, applying a speed opposite to the vehicle's forward direction to the upper road surface, executing the simulation according to the set simulation time and step size, and reading the result file. The core is to reproduce the dynamic process of the vehicle crossing ditches, bumps and other misuse conditions by setting the precise initial state and motion constraints. The initial leveling state of the vehicle and the preset gap between the tires avoid initial contact interference. The release of the longitudinal degrees of freedom of the road surface and the application of reverse velocity accurately simulate the relative motion of the vehicle with ditches and bumps as it moves forward, solving the problem that it is difficult to reproduce the impact process during real driving in fixed road surface simulation. The setting of the target simulation time and step size balances the calculation accuracy (small step size to capture instantaneous impact) and efficiency (reasonable time to control the amount of iteration), ensuring that key data such as tire deformation, rim collision force, and component stress at the moment of impact can be accurately recorded, providing a reliable basis for subsequent analysis of the causes of damage to components such as shock absorbers and upper suspension. The standardized initial settings and simulation parameter configuration reduce the result deviation caused by human operation differences, making the simulation process reproducible and the results comparable, supporting the engineering application of misused working condition simulation.

[0019] A second aspect of this application provides a vehicle misuse simulation device, comprising: an acquisition module for acquiring tire size information and establishing a finite element model of the tire based on the size information; an identification module for establishing a tire parameter identification model based on the finite element model, setting identification parameters and optimization objectives of the tire parameter identification model, identifying tire radial stiffness parameters using the tire parameter identification model, identifying tire triaxial stiffness parameters based on the tire radial stiffness parameters and the tire parameter identification model, and modifying the tire sidewall material parameters of the finite element model to tire triaxial stiffness parameters; and a simulation module for acquiring vehicle structural data, establishing a vehicle dynamics model based on the vehicle structural data, establishing a road surface model based on the road surface material properties and road surface shape, establishing the contact relationship between the finite element model and the road surface model, and simulating misuse conditions on the vehicle dynamics model.

[0020] Optionally, the acquisition module is further used to establish a finite element model of the tire based on the size information, including: establishing a tire cross-sectional model based on the tire size information; performing a rotation sweep on the tire cross-sectional model to establish a finite element model of the tire.

[0021] Optionally, the finite element model may include multiple models such as rim model, rim flange model, bead wrapping model, sidewall model, inner tread model, upper tread model, and lower tread model.

[0022] Optionally, the identification module is further used to establish a tire parameter identification model based on the finite element model, including: defining keywords, names, and initial values ​​for the identification parameters; setting the tire sidewall material and referencing the defined identification parameters; fixing the rim of the finite element model to the road surface model; establishing a flat plate under the wheel of the finite element model, establishing the contact relationship between the finite element model and the flat plate, releasing the vertical degree of freedom of the flat plate, and applying a displacement that varies linearly with time to the finite element model to establish the tire parameter identification model.

[0023] Optionally, the identification module is further used to identify the three-dimensional stiffness parameters of the tire based on the tire radial stiffness parameters and the tire parameter identification model, including: modifying the finite element model, releasing the vertical and longitudinal degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the longitudinal displacement linear loading of the finite element model, and saving the finite element model as a longitudinal stiffness identification model; modifying the finite element model, releasing the vertical and lateral degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the lateral displacement linear loading of the finite element model, and saving the finite element model as a lateral stiffness identification model; and identifying the three-dimensional stiffness parameters of the tire based on the longitudinal stiffness identification model and the lateral stiffness identification model.

[0024] Optionally, the simulation module is further used to establish a road surface model based on the road surface material properties and road surface shape, including: setting the road surface as a rigid body; assigning material properties and road surface shape to the rigid body road surface to obtain the road surface model.

[0025] Optionally, the simulation module is further used to establish the contact relationship between the finite element model and the road surface model, including: obtaining the contact type between the tire and the road surface and the self-contact type of the tire; and determining the contact relationship between the finite element model and the road surface model based on the contact type between the tire and the road surface and the self-contact type of the tire.

[0026] Optionally, the simulation module is further used to simulate the misuse conditions of the vehicle dynamics model, including: setting the initial state of the vehicle in the vehicle dynamics model to a horizontal state, maintaining a preset gap between the lowest point of the road surface model and the finite element model of the tire, releasing the longitudinal degree of freedom of the road surface model, and constraining the other degrees of freedom of the road surface model; applying a velocity opposite to the vehicle's forward direction to the upper road surface of the road surface model, setting a target simulation time and a target simulation step size, and simulating the misuse conditions of the vehicle dynamics model according to the target simulation time and target simulation step size; and reading the simulation result file of the misuse conditions after the simulation of the misuse conditions is completed.

[0027] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the vehicle misuse simulation method as described in the above embodiments.

[0028] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0029] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a vehicle misuse simulation method according to an embodiment of this application; Figure 2 This is an example diagram of a tire finite element model provided according to an embodiment of this application; Figure 3 This is an example diagram of a tire parameter identification model provided according to an embodiment of this application; Figure 4 This is a schematic diagram of the tire radial stiffness parameter identification process according to the embodiments of this application; Figure 5 This is a schematic diagram of the tire three-dimensional stiffness parameter identification process according to the embodiments of this application; Figure 6 This is an example diagram of a complete vehicle model provided according to an embodiment of this application; Figure 7 This is an example diagram of a road surface model provided according to an embodiment of this application; Figure 8 This is a schematic diagram of the modeling process provided according to an embodiment of this application; Figure 9 This is a block diagram illustrating a vehicle misuse simulation device according to an embodiment of this application. Figure 10 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0030] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0031] Throughout their lifespan, automobiles occasionally encounter adverse driving conditions such as driving over ditches and bumps, which can cause severe deformation of the tires and wheels. This results in direct collisions between the wheel rims and the road surface, generating enormous impact force and acceleration. Such impacts can cause excessive compression speeds in the shock absorbers, and the impact force is transmitted through the buffer blocks to the upper suspension, leading to damage and deformation of the shock absorbers, upper suspension, and chassis turret components. Multibody dynamics models and tire models in related technologies cannot simulate these large tire deformation conditions and cannot accurately recreate the rim-road collision.

[0032] The following description, with reference to the accompanying drawings, describes a vehicle misuse simulation method, apparatus, and vehicle according to embodiments of this application. Addressing the issues mentioned in the background art, such as the inability of multibody dynamics models to simulate large tire deformation and accurately recreate rim-road collisions under misuse conditions, this application provides a vehicle misuse simulation method. In this method, a tire finite element model is first established based on tire dimensions. The tire's three-dimensional stiffness parameters are obtained through parameter identification and the tire model is updated. Then, combining vehicle structural data and road surface properties, a vehicle dynamics model including components such as suspension, wheels, and body is established using Ls-Dyna software (to ensure computational efficiency, all components except the wheel model are rigid bodies). After establishing the contact relationship between the tire finite element model and the road surface model, misuse simulation is performed. This application improves the simulation accuracy of vehicle misuse conditions while ensuring computational efficiency.

[0033] Specifically, Figure 1 This is a flowchart of a vehicle misuse simulation method provided in an embodiment of this application.

[0034] like Figure 1 As shown, the vehicle misuse simulation method includes the following steps: In step S101, the tire size information is obtained, and a finite element model of the tire is established based on the size information.

[0035] It is understood that the embodiments of this application start from real physical parameters to provide an accurate geometric basis for tire modeling. Modeling based on actual size information can accurately reproduce key geometric features of the tire, such as tread curvature, sidewall thickness, and rim structure, avoiding deviations in subsequent large deformation simulations caused by geometric distortion in simplified models. This provides a reliable structural basis for simulating severe tire deformation under misuse conditions. This finite element model is the foundation for subsequent parameter identification (such as triaxial stiffness) and the establishment of road-tire contact relationships. The geometric accuracy of the finite element model directly determines the accuracy of tire mechanical property simulation and collision scene reconstruction, laying a necessary foundation for solving the problem that models in related technologies cannot accurately reflect the collision between the rim and the road surface.

[0036] In this embodiment of the application, establishing a finite element model of the tire based on the size information includes: establishing a tire cross-sectional model based on the tire size information; and performing a rotation sweep on the tire cross-sectional model to establish a finite element model of the tire.

[0037] It is understood that the embodiments of this application first construct a tire cross-sectional model based on tire size information, and then generate a finite element model of the tire through rotational sweep. The core is the modeling path of accurately converting a two-dimensional cross-section into a three-dimensional finite element structure. A cross-sectional model is established based on the actual tire size, and then the tire's annular three-dimensional structure (such as tread curvature, sidewall thickness, and other real geometric features) is reproduced through rotational sweep. This avoids tire structure distortion caused by simplified modeling in related technologies, providing an accurate geometric basis for subsequent simulation of large deformations and reconstruction of rim collisions. Rotational sweep is a three-dimensional modeling method that can quickly convert a two-dimensional cross-section into a complete finite element model, reducing the error and time consumption of manually constructing a three-dimensional structure. At the same time, it ensures the uniformity of geometric parameters at each circumferential position of the tire, providing support for the accuracy of subsequent tire stiffness identification and road-tire contact simulation.

[0038] In this embodiment of the application, the finite element model includes multiple models such as rim model, rim flange model, bead wrapping model, sidewall model, inner tread model, upper tread model, and lower tread model.

[0039] Specifically, based on the tire's dimensions, a model of the tire's cross-section is created, and then a rotational sweep is performed to establish a complete finite element model of the tire, such as... Figure 2 As shown. The tire finite element model includes the rim, rim flange, bead wrap, sidewall, inner tread, upper tread, and lower tread. The bead wrap, upper tread, and lower tread are all made of rubber and adopt the Mooney-Rivlin hyperelastic material model, which assumes that the material is in an ideal incompressible state and that the Poisson's ratio can be 0.5, etc. The rim is considered as a rigid body and the material is set to MAT_RIGID(20).

[0040] In step S102, a tire parameter identification model is established based on the finite element model. The identification parameters and optimization objectives of the tire parameter identification model are set. The tire radial stiffness parameters are identified using the tire parameter identification model. The tire triaxial stiffness parameters are identified based on the tire radial stiffness parameters and the tire parameter identification model. The tire sidewall material parameters of the finite element model are modified to the tire triaxial stiffness parameters.

[0041] It is understood that the embodiments of this application construct a parameter identification model based on the tire finite element model. By setting identification parameters and optimization objectives, the radial stiffness parameters of the tire are first identified, and then the triaxial stiffness parameters are further identified in combination with these parameters. Finally, the tire sidewall material parameters are modified into triaxial stiffness parameters, thereby achieving accurate modeling of the tire's mechanical properties.

[0042] In this embodiment of the application, a tire parameter identification model is established based on a finite element model, including: defining keywords, names, and initial values ​​for the identification parameters; setting the tire sidewall material and referencing the defined identification parameters; fixing the rim of the finite element model to the road surface model; establishing a flat plate under the wheel of the finite element model, establishing the contact relationship between the finite element model and the flat plate, releasing the vertical degree of freedom of the flat plate, and applying a displacement that changes linearly with time to the finite element model to establish the tire parameter identification model.

[0043] It is understood that the embodiments of this application are based on the tire finite element model. By defining identification parameters (keywords, names, initial values), associating the parameters with the tire sidewall material, constraining the rim and the road surface, building a flat plate for contact (releasing the vertical degree of freedom of the flat plate), and applying linear displacement loads, a model for parameter identification is constructed. The core is to build a model framework with adjustable parameters and simulated scenarios for the accurate identification of tire stiffness parameters. By directly binding the identified parameters to the tire sidewall material, which is a key component for tire deformation and force transmission under misuse conditions, the method ensures that the identified parameters (such as triaxial stiffness) directly serve the simulation needs of large tire deformation, avoiding interference from irrelevant parameters. By fixing the rim, setting up flat plate contact, and releasing the vertical degree of freedom, the method reproduces the constraint and stress state of the tire under actual pressure (such as a stationary vehicle or a slow-pressure scenario). Combined with linear displacement loads, this provides input conditions under real-world conditions for stiffness parameter identification, avoiding parameter distortion caused by the identification model being out of touch with reality. Clear parameter definitions, constraints, and load settings provide a clear input-output correspondence for the subsequent optimization and verification of stiffness parameters (such as radial stiffness), ensuring that the identification results are reproducible and correctable. This lays the foundation for subsequent updates to the tire finite element model and improving the simulation accuracy of misuse conditions.

[0044] Specifically, due to the large number of tire material parameters and the high testing cost, the parameter identification method is adopted to ensure that the radial stiffness of the tire is consistent with the design value. The specific method is as follows: 9 keywords PARAMETER are established, TYPE is selected as R:REALVALUE, and named, and initial values ​​are set; the tire sidewall material is set as MAT_ORTHOTROPIC_ELASTIC, and the parameters defined in (1) are referenced; the rim is fixed to the road surface; a plate is established under the wheel and a contact relationship is established with the tire, the vertical degree of freedom of the plate is released, and a displacement of 30mm that varies linearly with time is applied. The tire parameter identification model is as follows. Figure 3 As shown, a tire identification process was established using Lsopt software, defining nine identification parameters and the response as tire radial stiffness. The optimization objective was to reduce the tire radial stiffness error to less than 5%. The tire radial stiffness parameter identification process is as follows: Figure 4 As shown, the specific steps are as follows: In step one, initial parameter settings and sample generation are performed. Nine tire material parameters to be identified (of type REALVALUE, named and initialized) are defined through the parameter setting module, and these parameters are passed to the sampling case 1 module. Six key variables are selected from the nine parameters to generate 11 sets of sample points for the filling design, providing parameter combination schemes for the first round of tire vertical simulation.

[0045] In step two, vertical simulation and data processing are performed. The sample generated from sample case 1 drives the LS-DYNA vertical simulation module: the LS-DYNA solver is called, and based on the initially set 9 parameters, three simulation tasks are performed with the rim and road surface fixed and the flat plate subjected to vertical displacement loading, to obtain the tire's vertical mechanical response data. Subsequently, the simulation data is imported into the vertical data processing module, generating a set of historical data recording the variation of the simulation results, and performing two repeated verifications and data processing to obtain clean correlation data between the parameter and radial stiffness.

[0046] In step three, the meta-model is constructed and the model is fed back. The effective data after vertical data processing is input into the meta-model construction module. This data is used to construct two N-order surface meta-models (approximate simulation models). The meta-model can quickly predict the relationship between parameter combinations and tire radial stiffness, replacing time-consuming LS-DYNA direct simulation. Afterwards, the results of the meta-model are fed back to the composite definition module to optimize the relationship between parameters and the tire model. This includes updating the parameter binding relationship of the MAT_ORTHOTROPIC_ELASTIC (orthotropic elastic) material model of the tire sidewall, as well as the constraint logic of the rim and road surface, making the model more closely resemble the simulation data.

[0047] In step four, parameter optimization and termination are performed. The updated composite definition model provides a baseline framework for the optimization module: based on the meta-model, the optimization objective (tire radial stiffness error < 5%) is set, and four constraints (such as parameter range, simulation boundary, etc.) are configured to drive the parameters to iteratively optimize in the direction of "meeting stiffness requirements". The optimization results are passed to the termination rule module to determine whether the termination condition is met (such as the number of optimization iterations reaching 100).

[0048] In step five, the process iterates or verifies to conclude. If the termination rule does not meet the termination condition (e.g., stiffness error is still >5%), the currently optimized parameters are fed back to the parameter setting module to update the initial parameter values. Then, new sample points are generated using sample case 1, and steps two through four are re-executed, entering the next round of simulation → data processing → meta-model → composite definition update → optimization → termination judgment iterative loop. If the termination rule meets the termination condition, one set of parameter design schemes obtained from the current optimization is selected, and the simulation is performed again to verify whether the tire radial stiffness under this scheme meets the target of error <5%. If the verification is successful, the process enters the completion module, and the tire parameter identification process ends. If not, optimization constraints and other strategies can be adjusted, and the iterative loop can be restarted.

[0049] The entire process follows a closed loop of parameters → samples → simulation → data → meta-model → model update → optimization → iteration / verification. By using multiple iterations, the theoretical deviation of tire radial stiffness is gradually reduced, ultimately achieving high-precision parameter identification.

[0050] In this embodiment, the tire triaxial stiffness parameters are identified based on the tire radial stiffness parameters and the tire parameter identification model, including: modifying the finite element model, releasing the vertical and longitudinal degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the longitudinal displacement linear loading on the finite element model, and saving the finite element model as a longitudinal stiffness identification model; modifying the finite element model, releasing the vertical and lateral degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the lateral displacement linear loading on the finite element model, and saving the finite element model as a lateral stiffness identification model; and identifying the tire triaxial stiffness parameters based on the longitudinal stiffness identification model and the lateral stiffness identification model.

[0051] It is understood that the embodiments of this application are based on the tire parameter identification model with obtained radial stiffness parameters. The three-dimensional stiffness identification is achieved by modifying the model in different directions and loading it step by step: First, the model is modified to release the vertical and longitudinal degrees of freedom of the plate, and then the longitudinal stiffness identification model is generated by vertical linear loading → longitudinal linear loading; then the model is modified to release the vertical and lateral degrees of freedom of the plate, and then the lateral stiffness identification model is generated by vertical linear loading → lateral linear loading; finally, the longitudinal and lateral stiffness identification models are combined with the previous radial stiffness parameters to obtain the three-dimensional stiffness parameters of the tire. The core is to identify the scene by stiffness direction and reproduce the actual force process step by step. By building dedicated identification models for longitudinal and lateral directions separately, interference between stiffnesses in different directions (such as the influence of longitudinal force on lateral stiffness) is avoided. Combined with the previously obtained radial stiffness parameters, the three-dimensional stress characteristics of the tire are fully obtained, solving the problem of mechanical property distortion caused by models that only focus on radial direction and ignore longitudinal and lateral stiffness in related technologies. The step-by-step loading method, which first applies vertical loading (simulating vehicle self-weight ballast) and then longitudinal / lateral loading (simulating acceleration / steering during driving), reproduces the actual stress sequence of the tire, ensuring that the identified three-dimensional stiffness parameters are consistent with the actual usage state. This provides a reliable mechanical basis for accurate simulation of large tire deformation and rim collision under subsequent misuse conditions. The longitudinal and lateral stiffness identification models are generated independently, and the accuracy of single-direction stiffness can be verified by experimental data, which is convenient for locating the cause of parameter deviation and improving the credibility of the overall three-dimensional stiffness identification results. This lays the foundation for subsequent updates to the tire finite element model and optimization of contact relationship simulation.

[0052] Specifically, the post-processor reads the vertical displacement z of the plate under the design load state and modifies it. Figure 2 The tire model is modified by releasing the vertical and longitudinal degrees of freedom of the flat plate. After linearly loading the vertical displacement of the flat plate to z, linearly loading the longitudinal displacement to 30mm is started, and the model is saved as a longitudinal stiffness identification model. Figure 2 The tire model is used to release the vertical and lateral degrees of freedom of the flat plate. After linearly loading the vertical displacement of the flat plate to z, linearly loading the lateral displacement to 30mm is started, and the model is saved as a lateral stiffness identification model. The response is defined as the tire's radial stiffness, longitudinal stiffness, and lateral stiffness, and the optimization objective is to achieve a three-dimensional average stiffness error of less than 5%. The tire three-dimensional stiffness identification process is as follows: Figure 5 As shown, the specific steps are as follows: In step one, initial parameter settings and multi-directional sample generation are performed. Nine tire material-related parameters to be identified are defined in the parameter setting module (type REALVALUE, named and initialized), and these parameters are then passed to the sampling case 1 module. Six key variables are selected from these nine parameters to generate 13 sets of sample points for space-filling design, providing parameter combination schemes for the first round of vertical, lateral, and longitudinal tire simulations, balancing computational efficiency and data representativeness.

[0053] In step two, three-dimensional loading simulation and data processing are performed. Samples generated from Case 1 drive the LS-DYNA simulation modules in the vertical, lateral, and longitudinal directions, respectively, and each undergoes Excel data processing: Vertical simulation and processing: The LS-DYNA solver is called to perform tire vertical loading simulation (e.g., rim fixation and flat plate vertical displacement loading scenarios). Three simulation tasks are executed based on nine parameters to obtain vertical mechanical response data. The simulation data is imported into the vertical data processing module to generate a set of historical data recording the vertical response variation patterns. Two repeated verifications and data processing are performed to obtain clean correlation data between vertical parameters and stiffness response. Lateral simulation and processing: The LS-DYNA solver is called to perform tire lateral loading simulation (e.g., lateral force loading scenario, 13400 is the lateral force). For longitudinal simulation and processing: the LS-DYNA solver is called to conduct longitudinal loading simulation of the tire (such as longitudinal force loading scenario, 4800 is the longitudinal working condition identifier). Based on 9 parameters, 3 simulation tasks are performed to obtain longitudinal mechanical response data. The simulation data is imported into the longitudinal data processing module to generate a set of historical data recording the longitudinal response variation law. The simulation data is then repeatedly verified and processed to obtain clean correlation data of longitudinal parameter-stiffness response.

[0054] In step three, multi-directional meta-model construction and model feedback are performed. Processed and valid data from the vertical, lateral, and longitudinal directions are fed into the meta-model construction module. Using the triaxial parametric-stiffness response data, a meta-model (approximate simulation model) in the form of six radial basis functions (RBFs) is constructed. This allows for rapid prediction of the relationship between parameter combinations and triaxial stiffness, replacing time-consuming direct LS-DYNA simulation. The meta-model results are fed back to the composite definition module to optimize the correlation logic between parameters and the tire model. This includes updating the binding relationship between the MAT_ORTHOTROPIC_ELASTIC (orthotropic elastic) material model of the tire sidewall and the triaxial stiffness parameters, as well as the constraint logic for the rim and road surface, making the model more closely reflect the actual laws of triaxial simulation.

[0055] In step four, multi-constraint optimization and termination judgment are performed. The updated composite definition model provides a baseline framework for the optimization module: six constraints are set (such as the error range of triaxial stiffness, parameter value boundaries, etc.), driving the parameters to iteratively optimize in the direction that meets the triaxial stiffness requirements (the optimization objective is implicit in the adaptation of multi-constraints). The optimization results are passed to the termination rule module to determine whether the termination condition is met (such as the number of optimization iterations reaching 100).

[0056] In step five, the process iterates or verifies to conclude. If the termination rule does not meet the termination condition (e.g., the three-dimensional stiffness error still does not meet the standard): the currently optimized parameters are fed back to the parameter setting module to update the initial parameter values; then, new sample points are generated through sampling case 1, and steps two through four are executed again, entering the next round of iterative loop of three-dimensional simulation → multi-source data processing → meta-model → composite definition update → optimization → termination judgment; if the termination rule meets the termination condition: select the currently optimized parameter design scheme, enter the verification module, and perform three-dimensional stiffness simulation verification again to confirm whether the vertical, lateral, and longitudinal stiffness all meet the design accuracy requirements. If the verification passes, the process enters the completion module, and the tire three-dimensional stiffness parameter identification process ends; if not, optimization constraints and other strategies can be adjusted, and the iterative loop can be restarted.

[0057] The entire process follows a closed loop: parameters → multi-directional samples → three-dimensional simulation → multi-source data → meta-model → model update → multi-constraint optimization → iteration / verification. By using multiple iterations, the theoretical deviations of the vertical, lateral, and longitudinal stiffness of the tire are gradually reduced, ultimately achieving high-precision collaborative identification of the three-dimensional stiffness. Compared with single-directional (such as radial) stiffness identification, this expands the dimension and completeness of stiffness identification.

[0058] After the final optimization calculation is completed, the identified parameters are read and the tire sidewall material parameters are changed to the parameters after parameter identification.

[0059] In step S103, the vehicle's overall structural data is acquired, a vehicle dynamics model is established based on the overall structural data, a road surface model is established based on the road surface material properties and road surface shape, and the contact relationship between the finite element model and the road surface model is established. The vehicle dynamics model is then used to simulate the misuse conditions.

[0060] It is understood that the embodiments of this application construct a vehicle dynamics model based on the actual structural data of the vehicle, establish a road surface model by combining the road surface material properties and shape, and specifically establish the contact relationship between the tire finite element model and the road surface model, thereby conducting misuse condition simulation on the vehicle dynamics model, so as to construct a complete interactive scenario of vehicle-tire-road and improve the accuracy of misuse condition reconstruction.

[0061] Specifically, the vehicle dynamics model includes rigid body structures such as the front suspension, rear suspension, and body. The control arms and subframes of the front and rear suspensions are simplified to rigid body structures, with their material properties set to MAT_RIGID(20). The stiffness properties of elastic elements such as bushings, springs, dampers, and limit blocks are retained, with their material properties set to MAT_NONLINEAR_ELASTIC_DISCRETE_BEAM(67), MAT_SPRING_NONLINEAR_ELASTIC(S04), MAT_DAMPER_NONLINEAR_VISCOUS(S05), and MAT_SPRING_NONLINEAR_ELASTIC(S04), respectively. Furthermore, to improve computational efficiency, the mass of components such as the powertrain system and steering system is equivalently incorporated into the body model, ensuring that the equivalent front and rear vehicle mass and moment of inertia are consistent with the design values. The wheels and suspension are connected via rotating joints, and the vehicle model is as follows: Figure 6 As shown.

[0062] In this embodiment of the application, a road surface model is established based on the material properties and shape of the road surface, including: setting the road surface as a rigid body; assigning material properties and road surface shape to the rigid body road surface to obtain the road surface model.

[0063] It is understood that the embodiments of this application are based on the actual characteristics of the road surface. By first setting the road surface as a rigid body, and then assigning the rigid body the corresponding road surface material properties and road surface shape, a road surface model is constructed. The core is to focus on the core functional characteristics of the road surface (rigidity, shape) and simplify the modeling path of non-critical variables (road surface deformation itself). Under misuse conditions (crossing ditches and bumps), the road surface itself deforms very little. Setting the road surface as a rigid body is consistent with the actual scenario, avoiding computational redundancy caused by excessive road surface modeling (such as considering road surface deformation). At the same time, it provides a stable and realistic force contact surface for tire / rim collision with the road surface, ensuring the accuracy of impact load transmission. Assigning realistic road surface material properties (such as hardness and coefficient of friction) can reproduce the friction and impact force when the rim collides with the road surface. Assigning accurate road surface shape (such as ditch depth and bump height) can reproduce the contact position and angle between the rim and the road surface. The combination of the two provides a road surface foundation that matches the actual working conditions for subsequent accurate simulation of large tire deformation and rim collision scenarios. The rigid body setting greatly reduces the amount of calculation of the road surface model, avoiding the slowdown of the overall simulation speed due to complex road surface modeling. At the same time, the accurate assignment of key properties (material and shape) does not lose the accuracy of road-tire contact simulation. It forms a precise, efficient, and simplified adaptation with the tire finite element model, which meets the practical needs of engineering simulation.

[0064] Specifically, the road surface model is considered as a rigid body, the material is set to MAT_RIGID(20), and the road surface shape is established according to the specific working conditions, such as... Figure 7As shown, the mesh must be refined at the transition points between the ditch and the ridge to avoid non-convergence of the solution.

[0065] In this embodiment of the application, establishing the contact relationship between the finite element model and the road surface model includes: obtaining the contact type between the tire and the road surface and the self-contact type of the tire; and determining the contact relationship between the finite element model and the road surface model based on the contact type between the tire and the road surface and the self-contact type of the tire.

[0066] It is understood that this application's embodiments clearly define two types of key contact scenarios: the contact type between the tire and the road surface, and the self-contact type of the tire itself. Based on these two contact types, the contact relationship between the tire finite element model and the road surface model is determined. The core is to fully cover key contact scenarios, providing accurate contact rules for the simulation of road-tire interaction. It considers both the external contact between the tire and the road surface (such as tire / rim collision with the road surface) and the tire's self-contact (such as tire body overlap and sidewall compression caused by large tire deformation under misuse conditions), avoiding simulation loopholes caused by only focusing on the external contact between the tire and the road surface and ignoring self-contact (such as deformation distortion caused by the failure to calculate self-contact force). The contact relationship is defined based on the actual contact type (such as frictional contact and rigid contact), which can accurately restore the contact mechanical behavior under misuse conditions (such as sliding friction between tires and tire self-contact compression stress), providing accurate calculation basis for impact force transmission and supporting the realism of subsequent whole vehicle misuse condition simulation. The inclusion of self-contact type for large tire deformation scenarios solves the problem of not considering self-contact and being unable to simulate tire body interaction when the tire is severely deformed, further ensuring the integrity of the rim-road collision scenario restoration.

[0067] Specifically, the contact relationship includes the contact between the tire and the road surface, and the tire's self-contact. The contact type between the tire and the road surface is ONE_WAY_SURFACE_TO_SURFACE; the tire's self-contact type is SINGLE_SURFACE.

[0068] In this embodiment of the application, the simulation of misuse conditions for the vehicle dynamics model includes: setting the initial state of the vehicle in the vehicle dynamics model to a horizontal state, maintaining a preset gap between the lowest point of the road surface model and the finite element model of the tire, releasing the longitudinal degree of freedom of the road surface model, and constraining the other directional degrees of freedom of the road surface model; applying a speed opposite to the vehicle's forward direction to the upper road surface of the road surface model, setting a target simulation time and a target simulation step size, and simulating the misuse conditions for the vehicle dynamics model according to the target simulation time and target simulation step size; and reading the simulation result file of the misuse conditions after the simulation of the misuse conditions is completed.

[0069] It is understood that the embodiments of this application complete the simulation of misuse conditions of the whole vehicle dynamics model by setting the initial horizontal state of the vehicle and the preset gap of the road tire, releasing the longitudinal degree of freedom of the road surface and constraining other directions, applying a speed opposite to the direction of vehicle movement to the upper road surface, executing the simulation according to the set simulation time and step size, and reading the result file. The core is to reproduce the dynamic process of the vehicle crossing ditches, bumps and other misuse conditions by setting the initial state and motion constraints accurately. The initial leveling state of the vehicle and the preset gap between the tires avoid initial contact interference. The release of the longitudinal degrees of freedom of the road surface and the application of reverse velocity accurately simulate the relative motion of the vehicle with ditches and bumps as it moves forward, solving the problem that it is difficult to reproduce the impact process during real driving in fixed road surface simulation. The setting of the target simulation time and step size balances the calculation accuracy (small step size to capture instantaneous impact) and efficiency (reasonable time to control the amount of iteration), ensuring that key data such as tire deformation, rim collision force, and component stress at the moment of impact can be accurately recorded, providing a reliable basis for subsequent analysis of the causes of damage to components such as shock absorbers and upper suspension. The standardized initial settings and simulation parameter configuration reduce the result deviation caused by human operation differences, making the simulation process reproducible and the results comparable, supporting the engineering application of misused working condition simulation.

[0070] It should be noted that the preset gap is the initial distance between the lowest point of the road surface model and the tire finite element model, used to simulate the initial suspended state of the vehicle; the target simulation time refers to the total time required to complete the simulation of the misuse condition; the target simulation step size refers to the time interval of the simulation calculation, which is usually set through simulation control parameters; the simulation result file may contain dynamic response data such as vehicle vibration, tire stress, and road contact force. This application does not limit the specific values ​​and implementation methods of the above-mentioned preset gap, target simulation time, target simulation step size, and result file, and can flexibly set them according to the actual simulation scenario and requirements.

[0071] Specifically, the simulation process is as follows: First, the vehicle's initial state is set to horizontal, with a 10mm gap between the road surface and the lowest point of the tires. Then, the longitudinal degree of freedom of the road surface is released, while the remaining five degrees of freedom are constrained, and the six degrees of freedom (fully constrained) of the lower road surface are constrained. Next, the BOUNDARY_PRESCRIBE_MOTION_RIGID function is used to apply a velocity opposite to the vehicle's forward direction to the upper road surface, with the velocity being 0 for the first 0.5 seconds. The vehicle falls freely and reaches equilibrium, and the velocity increases to the target speed from 0.5 to 1 second. The simulation time is set to 3.5 seconds using CONTROL_TERMINATION. The simulation step size is controlled using CONTROL_TIMESTEP, where TSSFAC=0.9 and DT2MS=-1e-007. Finally, the simulation calculation is executed, and the result file is read.

[0072] According to the vehicle misuse simulation method proposed in this application, a tire finite element model is first established based on the tire size (providing a structural basis for accurately simulating large tire deformation). Then, a tire parameter identification model is constructed based on this model, sequentially identifying the tire's radial stiffness and triaxial stiffness, and updating the tire sidewall material parameters (ensuring that the tire's mechanical properties are consistent with reality, providing accurate mechanical basis for collision scene reconstruction). Subsequently, a vehicle dynamics model is built by combining the vehicle's structural data, and a road surface model is built by combining road surface properties. After establishing the contact relationship between the two (for the simulation requirements of rim-road collision), the vehicle misuse simulation is completed. Through the technical logic of finely constructing the tire finite element model, optimizing tire mechanical parameters, and adapting the contact relationship between the road surface and the tire, the real scene of large tire deformation and rim-road collision under misuse conditions is accurately reproduced, solving the problem of tire simulation distortion in multibody dynamics models in related technologies. At the same time, it focuses on fine modeling of the core tire components, taking into account the adaptability of the vehicle and road surface models, ensuring simulation accuracy while avoiding efficiency losses caused by complex modeling of all components, and meeting the practical needs of engineering simulation.

[0073] The modeling process will now be illustrated with a specific example, such as... Figure 8 As shown, the specific steps are as follows: In step one, the tire finite element model is built: based on the tire's size, structure, and other design information, a numerical model of the tire is constructed using the finite element method. This includes defining the tire geometry, meshing the elements, and setting initial material properties, providing a basic model for subsequent tire mechanical property analysis and simulation.

[0074] In step two, tire sidewall material parameter identification is performed: based on the tire finite element model established in step one, key parameters of the tire sidewall material are determined through optimization algorithms (such as parameter identification procedures). This ensures that the mechanical response of the tire model (such as radial stiffness and deformation characteristics) matches design requirements or actual test results, thereby improving the accuracy of the tire model.

[0075] In step three, the vehicle model is modeled: using the vehicle's overall structural data (such as the geometric dimensions and mechanical parameters of the frame, suspension, powertrain, and body), a dynamic model of the entire vehicle (such as a multibody dynamics model or a finite element model) is established. The connection relationships, motion constraints (such as the hinges of the suspension and the assembly relationship between the tires and the wheels) and mechanical characteristics (such as spring stiffness and damping coefficients) of each component of the vehicle are clarified, thus constructing the simulation foundation for the vehicle system.

[0076] In step four, road surface modeling is performed: a numerical model of the road surface is constructed by combining its material properties and shape characteristics. This simulates the mechanical support characteristics and geometry of the actual road, providing a road surface model for vehicle-tire-road interaction.

[0077] In step five, contact relationships are established: the contact logic and mechanical constraints between the tire finite element model, the vehicle model, and the road surface model are defined; the contact between the tire and the road surface and the self-contact of the tire are defined to ensure that each model can realistically reflect the real scene during the simulation.

[0078] In step six, simulation calculations are performed: the tire, vehicle, and road surface models, along with the established contact relationships, are integrated into a complete system model. The target simulation condition is set, and a simulation solver (such as LS-DYNA or ADAMS) is run to calculate and output the vehicle's dynamic response under this condition (such as body vibration, tire stress, and road contact force), for performance analysis or verification. The modeling process then concludes.

[0079] Next, the vehicle misuse simulation device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0080] Figure 9 This is a block diagram of a vehicle misuse simulation device according to an embodiment of this application.

[0081] like Figure 9 As shown, the vehicle misuse simulation device 90 includes: an acquisition module 901, an identification module 902, and a simulation module 903.

[0082] The acquisition module 901 is used to acquire the tire's size information and establish a finite element model of the tire based on the size information; the identification module 902 is used to establish a tire parameter identification model based on the finite element model, set the identification parameters and optimization objectives of the tire parameter identification model, identify the tire's radial stiffness parameters using the tire parameter identification model, identify the tire's triaxial stiffness parameters based on the tire's radial stiffness parameters and the tire parameter identification model, and modify the tire sidewall material parameters of the finite element model to the tire's triaxial stiffness parameters; the simulation module 903 is used to acquire the vehicle's overall structural data, establish a vehicle dynamics model based on the overall structural data, establish a road surface model based on the road surface material properties and road surface shape, establish the contact relationship between the finite element model and the road surface model, and simulate the misuse conditions of the overall vehicle dynamics model.

[0083] In this embodiment of the application, the acquisition module 901 is further used to establish a finite element model of the tire based on the size information, including: establishing a tire cross-sectional model based on the tire size information; performing a rotation sweep on the tire cross-sectional model to establish a finite element model of the tire.

[0084] In this embodiment of the application, the finite element model includes multiple models such as rim model, rim flange model, bead wrapping model, sidewall model, inner tread model, upper tread model, and lower tread model.

[0085] In this embodiment of the application, the identification module 902 is further used to establish a tire parameter identification model based on the finite element model, including: defining keywords, names and initial values ​​of the identification parameters; setting the tire sidewall material and referencing the defined identification parameters; fixing the rim of the finite element model to the road surface model; establishing a flat plate under the wheel of the finite element model, establishing the contact relationship between the finite element model and the flat plate, releasing the vertical degree of freedom of the flat plate, and applying a displacement that changes linearly with time to the finite element model to establish the tire parameter identification model.

[0086] In this embodiment, the identification module 902 is further configured to identify the three-dimensional stiffness parameters of the tire based on the tire radial stiffness parameters and the tire parameter identification model, including: modifying the finite element model, releasing the vertical and longitudinal degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the longitudinal displacement linear loading of the finite element model, and saving the finite element model as a longitudinal stiffness identification model; modifying the finite element model, releasing the vertical and lateral degrees of freedom of the plate, and after the vertical displacement of the plate is linearly loaded, starting the lateral displacement linear loading of the finite element model, and saving the finite element model as a lateral stiffness identification model; and identifying the three-dimensional stiffness parameters of the tire based on the longitudinal stiffness identification model and the lateral stiffness identification model.

[0087] In this embodiment of the application, the simulation module 903 is further used to establish a road surface model based on the material properties and shape of the road surface, including: setting the road surface as a rigid body; assigning material properties and road surface shape to the rigid body road surface to obtain the road surface model.

[0088] In this embodiment of the application, the simulation module 903 is further used to establish the contact relationship between the finite element model and the road surface model, including: obtaining the contact type between the tire and the road surface and the self-contact type of the tire; and determining the contact relationship between the finite element model and the road surface model based on the contact type between the tire and the road surface and the self-contact type of the tire.

[0089] In this embodiment, the simulation module 903 is further used to simulate the misuse condition of the vehicle dynamics model, including: setting the initial state of the vehicle in the vehicle dynamics model to a horizontal state, maintaining a preset gap between the lowest point of the road surface model and the finite element model of the tire, releasing the longitudinal degree of freedom of the road surface model, and constraining the other degrees of freedom of the road surface model; applying a speed opposite to the vehicle's forward direction to the upper road surface of the road surface model, setting a target simulation time and a target simulation step size, and simulating the misuse condition of the vehicle dynamics model according to the target simulation time and target simulation step size; and reading the simulation result file of the misuse condition after the simulation of the misuse condition is completed.

[0090] It should be noted that the foregoing explanation of the vehicle misuse condition simulation method embodiment also applies to the vehicle misuse condition simulation device of this embodiment, and will not be repeated here.

[0091] According to the vehicle misuse simulation device proposed in this application, a tire finite element model is first established based on the tire size (providing a structural basis for accurately simulating large tire deformation). Then, a tire parameter identification model is constructed based on this model, sequentially identifying the tire's radial stiffness and triaxial stiffness, and updating the tire sidewall material parameters (ensuring that the tire's mechanical properties are consistent with reality, providing accurate mechanical basis for collision scene reconstruction). Subsequently, a vehicle dynamics model is built by combining the vehicle's structural data, and a road surface model is built by combining the road surface properties. After establishing the contact relationship between the two (for the simulation requirements of rim-road collision), the vehicle misuse simulation is completed. Through the technical logic of finely constructing the tire finite element model, optimizing tire mechanical parameters, and adapting the contact relationship between the road surface and the tire, the device accurately recreates the real scene of large tire deformation and rim-road collision under misuse conditions, solving the problem of tire simulation distortion in multibody dynamics models in related technologies. At the same time, it focuses on fine modeling of the core tire components, taking into account the adaptability of the vehicle and road surface models, ensuring simulation accuracy while avoiding efficiency losses caused by complex modeling of all components, thus meeting the practical needs of engineering simulation.

[0092] Figure 10 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 1001, the processor 1002, and the computer program stored on the memory 1001 and capable of running on the processor 1002.

[0093] When the processor 1002 executes the program, it implements the vehicle misuse simulation method provided in the above embodiments.

[0094] Furthermore, the vehicle also includes: Communication interface 1003 is used for communication between memory 1001 and processor 1002.

[0095] The memory 1001 is used to store computer programs that can run on the processor 1002.

[0096] The memory 1001 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0097] If the memory 1001, processor 1002, and communication interface 1003 are implemented independently, then the communication interface 1003, memory 1001, and processor 1002 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 10 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0098] Optionally, in a specific implementation, if the memory 1001, processor 1002, and communication interface 1003 are integrated on a single chip, then the memory 1001, processor 1002, and communication interface 1003 can communicate with each other through an internal interface.

[0099] The processor 1002 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0100] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0101] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0102] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0103] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0104] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0105] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method of simulating vehicle misuse operating conditions, characterized by, The method comprises the following steps: acquiring size information of the tire, and establishing a finite element model of the tire according to the size information; establishing a tire parameter identification model according to the finite element model, setting identification parameters and an optimization target of the tire parameter identification model, identifying tire radial stiffness parameters by using the tire parameter identification model, identifying tire three-way stiffness parameters according to the tire radial stiffness parameters and the tire parameter identification model, and modifying tire sidewall material parameters of the finite element model to the tire three-way stiffness parameters; acquiring whole vehicle structure data of the vehicle, establishing a whole vehicle dynamics model according to the whole vehicle structure data, establishing a road surface model according to material properties and a road surface shape of the road surface, and establishing a contact relationship between the finite element model and the road surface model, and simulating the whole vehicle dynamics model under misuse conditions.

2. The vehicle misuse operating condition simulation method according to claim 1, characterized by, The step of establishing the finite element model of the tire according to the size information comprises: establishing a tire cross-section model according to the size information of the tire; performing rotational scanning on the tire cross-section model to establish the finite element model of the tire.

3. The vehicle misuse operating condition simulation method according to claim 1 or 2, characterized by, The finite element model comprises a plurality of a rim model, a rim flange model, a bead cover model, a sidewall model, an inner tread model, an upper tread model, and a lower tread model.

4. The vehicle misuse operating condition simulation method of claim 1, wherein The step of establishing the tire parameter identification model according to the finite element model comprises: defining a key word, a name, and an initial value of the identification parameter; setting tire sidewall material and referencing the defined identification parameter; fixing and constraining the rim of the finite element model to the road surface model; establishing a flat plate under the wheel of the finite element model, establishing a contact relationship between the finite element model and the flat plate, releasing a vertical degree of freedom of the flat plate, and applying a displacement that linearly changes over time to the finite element model to establish the tire parameter identification model.

5. The vehicle misuse operating condition simulation method according to claim 4, characterized in that, The step of identifying tire three-way stiffness parameters according to the tire radial stiffness parameters and the tire parameter identification model comprises: correcting the finite element model, releasing a vertical degree of freedom and a longitudinal degree of freedom of the flat plate, starting longitudinal displacement linear loading on the finite element model after the vertical displacement linear loading of the flat plate is completed, and saving the finite element model as a longitudinal stiffness identification model; correcting the finite element model, releasing a vertical degree of freedom and a lateral degree of freedom of the flat plate, starting lateral displacement linear loading on the finite element model after the vertical displacement linear loading of the flat plate is completed, and saving the finite element model as a lateral stiffness identification model; identifying tire three-way stiffness parameters according to the longitudinal stiffness identification model and the lateral stiffness identification model.

6. The vehicle misuse operating condition simulation method of claim 1, wherein The step of establishing the road surface model according to material properties and a road surface shape of the road surface comprises: setting the road surface as a rigid body; assigning the material properties and the road surface shape of the road surface to the rigid body to obtain the road surface model.

7. The vehicle misuse operating condition simulation method of claim 1, wherein The step of establishing a contact relationship between the finite element model and the road surface model comprises: acquiring a contact type of the tire and the road surface and a self-contact type of the tire; determining the contact relationship between the finite element model and the road surface model according to the contact type of the tire and the road surface and the self-contact type of the tire.

8. The vehicle misuse operating condition simulation method of claim 1, wherein, The step of simulating the whole vehicle dynamics model under misuse conditions comprises: Setting the initial state of the vehicle of the whole vehicle dynamics model as a horizontal state, and keeping the lowest point of the finite element model of the tire and the road surface model at a preset gap, releasing the longitudinal degree of freedom of the road surface model, and restricting the degrees of freedom of other directions of the road surface model; Applying a speed opposite to the vehicle advancing direction to the upper layer of the road surface model, setting a target simulation time and a target simulation step, and simulating the misuse working condition of the whole vehicle dynamics model according to the target simulation time and the target simulation step; After the simulation of the misuse working condition ends, reading the simulation result file of the misuse working condition.

9. A vehicle misuse condition simulation device characterized by comprising: Comprise: The acquisition module is used for acquiring the size information of the tire, and establishing a finite element model of the tire according to the size information; The identification module is used for establishing a tire parameter identification model according to the finite element model, setting identification parameters and optimization targets of the tire parameter identification model, identifying tire radial stiffness parameters by using the tire parameter identification model, identifying tire three-way stiffness parameters according to the tire radial stiffness parameters and the tire parameter identification model, and modifying tire sidewall material parameters of the finite element model to tire three-way stiffness parameters; The simulation module is used for acquiring whole vehicle structure data of a vehicle, establishing a whole vehicle dynamics model according to the whole vehicle structure data, establishing a road surface model according to material properties and a shape of a road surface, and establishing a contact relationship between the finite element model and the road surface model, and simulating a misuse working condition of the whole vehicle dynamics model.

10. A vehicle characterized by comprising: Comprise: 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 vehicle misuse working condition simulation method of any one of claims 1-8.

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