Method, system and equipment for calculating contribution of tire component to cornering rigidity and storage medium

Abstract

The invention relates to the technical field of tire simulation design, in particular to a method, a system and equipment for calculating contribution of a tire part to cornering rigidity and a storage medium. The method comprises the following steps: based on a tire finite element model, firstly carrying out inflation analysis on a two-dimensional axial symmetry model, generating a three-dimensional tire model, and completing steady-state rolling and lateral deviation working condition simulation under a rigid road surface and a rated load condition, so as to obtain the overall lateral deviation rigidity CF alpha1 of the tire; then target parts such as a tread, a belted layer and sidewall rubber are selected, the Young modulus of the target parts is reduced to 0.01%-5% of a design value, the target parts are approximately degraded into mechanical invalid components in the lateral deviation working condition, simulation is repeated on the premise that the boundary condition and the load are kept unchanged, and new lateral deviation rigidity CF alpha2 is obtained. By comparing the deviation rigidity difference values before and after degradation and normalizing according to the occurrence frequency of the components, the contribution value and contribution rate of the components to the deviation rigidity are calculated, and quantitative stripping and sorting of the rigidity contribution of the tire components are achieved. The method is simple, efficient and suitable for lateral deviation performance analysis and key component optimization design of tires of different structures.

Description

Technical Field

[0001] This invention relates to the field of tire simulation design technology, and in particular to a method, system, device and storage medium for calculating the contribution of tire components to lateral stiffness. Background Technology

[0002] Tire lateral stiffness is a crucial parameter reflecting a tire's ability to resist lateral deformation under lateral forces, directly impacting the vehicle's handling stability and safety. In traditional engineering, lateral stiffness is typically calibrated using bench tests or road tests combined with tire mechanics models. This method is not only costly and time-consuming but also subject to significant limitations in testing conditions, making it difficult to reflect stiffness changes under different operating conditions and tire states in a timely manner. With the development of vehicle dynamics and control technology, online identification and estimation methods based on inversely inferring tire lateral stiffness from vehicle response have gradually emerged.

[0003] For example, Chinese invention patent CN111891131A discloses an online tire lateral stiffness identification method and system. By establishing a vehicle dynamics model and simplifying it based on a linear lateral tire force model, it constructs a recursive model using the front and rear wheel lateral stiffness as parameters to be estimated. Then, it employs a finite memory recursive least squares method with a forgetting factor to achieve online identification of tire lateral stiffness, thereby improving the real-time performance and adaptability of the identification. Chinese invention patent CN112046491B proposes a method, device, vehicle, and readable storage medium for estimating wheel lateral stiffness. It utilizes yaw rate sensors and longitudinal speed sensors mounted on the vehicle to collect signals such as longitudinal acceleration, lateral acceleration, and yaw rate. Combined with the vehicle dynamics model, it estimates wheel lateral parameters, enabling online estimation of tire lateral stiffness in scenarios such as autonomous driving, thereby improving vehicle handling stability. While the aforementioned prior art can obtain the overall equivalent lateral stiffness of the tire at the vehicle level, it mainly relies on parameter inversion based on the overall vehicle response, making it difficult to distinguish the specific contributions of different tire structural components to lateral stiffness.

[0004] On the other hand, finite element analysis (FEM) technology has been widely used in tire structure design and performance prediction. By constructing a three-dimensional tire FEM model, performance characteristics such as ground contact shape, rolling resistance, and durability can be evaluated in a virtual environment. Chinese invention patent CN114297892A discloses a detailed analysis method, device, and computer program for the contribution of tire deformation modes to rolling resistance. This method establishes a tire FEM model, extracts the stress and strain of elements at different angles around the tire, performs series fitting, and calculates the energy loss density of each element under different deformation modes, thereby achieving a detailed analysis of the parts that contribute significantly to rolling resistance and the contribution of each part's deformation modes. However, this type of method mainly focuses on the contribution analysis of energy loss indicators such as rolling resistance, without addressing lateral stiffness, a directional stiffness indicator. Furthermore, it does not provide a technical solution for quantitatively separating the independent contribution value and contribution rate of each tire component to lateral stiffness under a unified finite element working condition by controlling the degradation of the material properties of specific components.

[0005] In summary, existing technologies can identify or estimate the overall tire lateral stiffness online at the vehicle level, and can also use finite element methods to visualize the contribution of various components to performance such as rolling resistance. However, there is still a lack of a simple, efficient, and universally applicable calculation method for lateral stiffness that can directly quantify the contribution of a single tire component to the overall lateral stiffness under uniform simulation conditions. This, to some extent, restricts the development of refined tire structure design and component-level stiffness optimization. Summary of the Invention

[0006] The technical objective of this invention is to provide a method and system for quantitatively calculating and comparing the contribution values ​​and contribution rates of different tire components to the overall lateral stiffness under a unified finite element simulation condition. This solves the technical problem in the prior art that can only obtain the overall lateral stiffness of the tire and cannot distinguish the individual contributions of each structural component, thereby providing a reliable analytical tool and quantitative basis for the refined design of tire structures and the targeted optimization of key components.

[0007] To achieve the objectives of this invention, the following technical solution is adopted:

[0008] A method for calculating the contribution of a tire component to lateral stiffness includes the following steps:

[0009] S1. Establish a finite element model of the tire and perform a two-dimensional axisymmetric inflation analysis:

[0010] The material distribution map corresponding to the tire design drawings is meshed to obtain a two-dimensional axisymmetric finite element model of multiple components including tread, belt layer, sidewall rubber, carcass, and inner liner. The corresponding material properties are assigned according to the design values ​​of each component, including Young's modulus, Poisson's ratio, and hyperelastic constitutive parameters of rubber components. A rigid rim model is established to define the contact pair between the tire and the rim and its friction coefficient.

[0011] S2. Apply the rated inflation pressure to the inner boundary layer of the tire in the two-dimensional axisymmetric finite element model, perform inflation analysis, and obtain the deformation and stress field of the tire under the rated inflation pressure.

[0012] S3. Based on the inflation analysis results, the two-dimensional axisymmetric model is rotated around the tire rotation axis to generate a three-dimensional tire finite element model; a rigid road surface model is established, which is arranged at a preset gap from the undeformed lower surface of the tire, and the contact pairs between the tire and the road surface and their friction coefficients are defined; under the condition of maintaining the rim constraint, the rated load is applied to the rigid road surface, and the tire load analysis is performed to obtain the steady-state grounding state under the rated load.

[0013] S4. Based on the load analysis, perform steady-state rolling and lateral slippage condition analysis:

[0014] The tire is controlled to accelerate around its rotation axis to a preset stable rolling speed, and multiple different sideslip angles are applied to the tire within a preset sideslip angle range. Alternatively, the tire's degrees of freedom around its rotation axis are released, and the rigid road surface is driven to move in the lateral and forward directions to form different equivalent sideslip angles. The lateral force in the tire-road contact area at each sideslip angle is extracted to obtain scatter plot data of lateral force and sideslip angle. The linear interval of the scatter plot data is fitted to calculate the actual overall sideslip stiffness C of the tire, including the target component. Fα1 ;

[0015] S5. Perform material degradation calculations and repeat lateral stiffness calculations for the target tire components:

[0016] In the finite element model, at least one tire component is selected as the target component. The Young's modulus of the target component's material properties is replaced with the Young's modulus of an equivalent low-modulus material. The Young's modulus of the equivalent low-modulus material is 0.01% to 5% of the designed Young's modulus of the target component, while keeping the Poisson's ratio and density of the target component consistent with the original material. Simultaneously, the material properties, contact relationships, loads, and boundary conditions of other components remain unchanged. Based on the degraded model, steps S2 to S4 are repeated sequentially to obtain the overall actual lateral stiffness C of the tire after changing the Young's modulus of the target component. Fα2 ;

[0017] S6. Calculate the contribution value and contribution rate of the target component to the lateral stiffness:

[0018] According to the formula: ΔC=|C Fα1 -C Fα2 | / n,η=ΔC / C Fα1 ;

[0019] The lateral stiffness contribution value ΔC and the lateral stiffness contribution rate η of the target component were calculated.

[0020] Preferably, in step S1, the coefficient of friction μ1 between the tire and the rim is set in the range of 0.01 to 1.0, preferably 0.02 to 0.1; in step S3, the coefficient of friction μ2 between the tire and the rigid road surface is set in the range of 0.1 to 1.0, preferably 0.3 to 0.8.

[0021] Preferably, in step S3, when generating the three-dimensional tire finite element model, the two-dimensional axisymmetric model is rotated 360° circumferentially, and the circumferential mesh can be:

[0022] A uniformly divided grid is used in the circumferential direction; or

[0023] A non-uniformly dense mesh is used in the tread pattern, grooves, and local reinforcement areas to improve the calculation accuracy of the side slip condition.

[0024] And / or, in step S4:

[0025] The preset sideslip angle range is −α max ~+α max , where αmax is 5° to 15°;

[0026] The linear range of the lateral force-slip angle relationship curve obtained through simulation is -1° to +1°. Within this linear range, C is obtained by least-squares linear fitting. Fα1 Or C Fα2 .

[0027] Preferably, in step S5, the Young's modulus of the target component is updated using a step-by-step degradation method, including: S51, according to the multi-level degradation coefficient sequence K i The Young's modulus of the target component is gradually reduced, and steps S2 to S4 are repeated after each degradation level to calculate the corresponding overall lateral stiffness C. Fα (K i );

[0028] S52, when the degradation results of two adjacent levels satisfy When the value is less than the preset convergence threshold ε, the Young's modulus corresponding to the current degradation level is used as the Young's modulus of the equivalent low-modulus material, and is used to calculate the final C. Fα2 .

[0029] Preferably, the target component includes at least one of the following: tread, belt layer or crown layer, sidewall rubber, carcass ply, bead reinforcement layer, cushioning rubber, inner liner or bead wrapping layer.

[0030] As a preferred option, it also includes:

[0031] S7. Repeat steps S5 to S6 for multiple different components in the tire as target components, sort the ΔC and η corresponding to each component, and generate a distribution map or list of tire component lateral stiffness contribution to identify the key components with the greatest impact on lateral stiffness.

[0032] And / or, S8, based on the contribution rate η of each component and material cost and quality constraints, prioritize the components with higher contribution rates and larger adjustable space as optimization targets, modify their structural parameters or material formulas, and evaluate the impact of the modified scheme on the lateral stiffness in combination with finite element simulation, thereby forming a tire structure optimization scheme for lateral performance.

[0033] Preferably, the tire finite element model uses a Neo-Hookean or Mooney-Rivlin hyperelastic constitutive model to describe the nonlinear mechanical behavior of the rubber component, and calibrates the constitutive parameters based on actual material test data to improve the reliability of the calculation results of the lateral stiffness contribution.

[0034] Furthermore, the present invention also provides a calculation system for calculating the contribution of a tire component to lateral stiffness, the system being used to implement the method, comprising:

[0035] The modeling unit is used to establish a two-dimensional axisymmetric finite element model of the tire and a rigid rim model based on the tire material distribution map, assign material properties including Young's modulus and Poisson's ratio to each tire component, and define the contact pair between the tire and the rim and its coefficient of friction.

[0036] The inflation analysis unit is used to apply a rated inflation pressure to the internal boundary layer of the two-dimensional axisymmetric finite element model of the tire, perform inflation analysis, and obtain the inflation deformation state.

[0037] The 3D generation and load analysis unit is used to rotate the 2D axisymmetric finite element model around the rotation axis to generate a 3D tire finite element model, establish a rigid road surface model and define the tire-road surface contact relationship, apply a rated load to the rigid road surface under rim constraint conditions, and perform load analysis.

[0038] The lateral stiffness calculation unit is used to control the tire model to perform steady-state rolling based on the load analysis results, and to apply multiple different lateral angles within a preset lateral angle range or to form an equivalent lateral working condition by driving rigid road surface motion. It extracts the lateral force of the tire at each lateral angle, generates lateral force-lateral angle data, and fits the linear interval to calculate the overall lateral stiffness C, including the target component. Fα1 ;

[0039] The modulus degradation unit is used to select a target component in the finite element model, replace the Young's modulus of the target component with an equivalent low modulus of 0.01% to 5% of the designed Young's modulus of the target component while keeping the Poisson's ratio unchanged. Simultaneously, it maintains the material properties of other components, as well as contact, load, and boundary conditions. The unit controls the inflation analysis unit, 3D generation and load analysis unit, and lateral stiffness calculation unit to repeatedly perform inflation, load, and lateral working condition simulation analyses on the degraded model to obtain the overall lateral stiffness C of the tire after changing the target component. Fα2 ;

[0040] Contribution calculation unit, used to calculate based on ΔC=|C Fα1 -C Fα2 | / n and η=ΔC / C Fα1 Calculate the contribution value ΔC and contribution rate η of the target component to the lateral stiffness, and output or store the contribution results.

[0041] Furthermore, the present invention also provides an electronic device for calculating the contribution of a tire component to torsional stiffness, including a processor and a memory, wherein the memory stores a computer program that can run on the processor, and the processor executes the steps of the method when executing the computer program.

[0042] Furthermore, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, performs the steps of the method described thereon.

[0043] This invention reduces the Young's modulus of the target tire component to 0.01%–5% of the design value under uniform finite element conditions, making it approximately a "mechanically ineffective component" under lateral deviation conditions, and compares the overall lateral stiffness C before and after degradation. Fα1 C Fα2This allows for the calculation of the lateral stiffness contribution value ΔC and contribution rate η of the component, achieving precise separation and quantification of the lateral stiffness contribution of each tire component. This avoids the cumbersome process of traditional "separate modeling and individual testing," completing component-level sensitivity analysis without changing boundary conditions and load conditions, significantly improving analysis efficiency. Furthermore, this invention, through multi-level low-modulus degradation and convergence criterion control, stably controls numerical errors within a preset threshold, improving the reliability and repeatability of the calculation results. It can generate a "ranking map of lateral stiffness contributions of different components," providing quantitative basis for targeted optimization of key structures such as the tread, sidewall rubber, and belt layer, thereby significantly improving the precision of tire lateral handling performance and structural design. Attached Figure Description

[0044] Figure 1 This is a material distribution diagram for a 215 / 50R15 tire.

[0045] Figure 2 For 215 / 50R15 tire cross-section grid and material components;

[0046] Figure 3 The deformation results of a 215 / 50R15 tire after inflation;

[0047] Figure 4 The result of three-dimensional circumferential mesh generation for a 215 / 50R15 tire;

[0048] Figure 5 The lateral force-slip angle curve for a 215 / 50R15 tire;

[0049] Figure 6 This defines the tire coordinate system and boundary conditions. Detailed Implementation

[0050] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. A method for calculating the contribution of a tire component to envelope stiffness is described. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0051] I. General Description

[0052] like Figures 1-6As shown, the present invention provides a method and system for calculating the contribution of tire components to lateral stiffness. By performing inflation, loading and lateral simulation of the tire under uniform finite element conditions, and keeping the boundary conditions and load consistent, the Young's modulus of the target component is degraded to a low-modulus material, making it mechanically approximately an "ineffective component". By comparing the overall lateral stiffness difference before and after degradation, the lateral stiffness contribution value and contribution rate of the component can be quantitatively obtained.

[0053] Taking 215 / 50R15 tires as an example, Figure 1 The material distribution diagram of the tire is shown. Figure 2 The cross-sectional grid and material component division of the tire are shown. Figure 3 The inflation deformation of the tire at its rated inflation pressure is shown. Figure 4 The results of the three-dimensional circumferential mesh generation by rotating a two-dimensional axisymmetric model are shown. Figure 5 The lateral force-slip angle curves are shown for different slip angles. Figure 6 The tire coordinate system and boundary condition arrangement used in the simulation analysis are shown.

[0054] II. Explanation of Nouns and Terms

[0055] To facilitate understanding of this invention, some terms will be explained first:

[0056] 1. Side slip angle: The angle between the tire's direction of travel and the normal to the tire's plane, usually expressed in degrees.

[0057] 2. Lateral force: The contact reaction force component generated by the tire contacting the road surface, which is perpendicular to the tire's direction of travel.

[0058] 3. Lateral stiffness: The slope of the linear relationship between lateral force and sideslip angle, often expressed as... express.

[0059] 4. Target components: Tire structural components whose contribution to lateral stiffness is to be analyzed, such as tread, belt layer, and sidewall rubber.

[0060] 5. Equivalent low modulus material: The material is characterized by reducing the Young's modulus of the target component to 0.01% to 5% of the design value, so that the component basically does not contribute to stiffness under lateral deviation conditions.

[0061] III. System Structure and Functional Modules

[0062] The computing system of this invention can be based on a general-purpose server or engineering workstation, and implemented using finite element solution software and self-developed pre- and post-processing programs. The system may include the following functional modules, which can be implemented on the same physical device or deployed in a distributed manner over a network:

[0063] 1. Geometric Modeling and Meshing Module

[0064] Used to read the material distribution map or two-dimensional structure diagram of a tire (such as...) Figure 1 The system automatically identifies the boundaries of components such as the tread, carcass ply, belt ply, sidewall rubber, inner liner, and bead reinforcement layer, generating a two-dimensional axisymmetric geometric model. The two-dimensional geometric model is then meshed, such as... Figure 2 As shown, by setting different grid sizes for different regions, the grid is appropriately densified in areas of stress concentration such as the ground surface and tire shoulder, in order to balance calculation accuracy and efficiency.

[0065] 2. Material Property Assignment Module

[0066] Based on design data and material test data, hyperelastic constitutive parameters (such as Neo-Hookean model parameters) are assigned to each rubber component, and linear elastic properties (Young's modulus, Poisson's ratio, etc.) are assigned to reinforcing components such as steel cord fabric and belt layer. Group management of material properties can be supported to facilitate unified modification of target components in the future.

[0067] 3. Contact and Boundary Condition Setting Module

[0068] Used to establish a contact pair between the tire and the rigid rim, set the tire-rim friction coefficient (e.g., 0.03), and apply appropriate constraints to the rim to achieve rim rigidity; used to establish a contact pair between the tire and the rigid road surface, set the tire-road friction coefficient (e.g., 0.5), and apply load, displacement, or velocity boundary conditions to the road surface.

[0069] 4. Inflation Analysis Module

[0070] A rated inflation pressure (e.g., 250 kPa) is applied to the inner wall of a two-dimensional axisymmetric model, and static or quasi-static inflation simulation is performed to obtain the tire's deformation and stress distribution after inflation. Figure 3 As shown; it stores the geometry and stress field after inflation, providing an initial state for subsequent 3D modeling and rolling analysis.

[0071] 5. 3D Generation and Load Analysis Module

[0072] The two-dimensional axisymmetric model that has completed inflation analysis is rotated 360° around the rotation axis to generate a three-dimensional tire model, which can be divided into several circumferential segments according to the tread pitch or structural period, such as... Figure 4 As shown, a rigid road surface plate is placed 1 mm away from the undeformed lower surface of the tire, the tire-road contact pair is defined, and a rated vertical load (e.g., 4802 N) is applied to the road surface to perform static or quasi-static load analysis.

[0073] 6. Lateral Deviation Simulation and Stiffness Determination Module

[0074] Used to control the tire to roll around the axis of rotation to a preset speed (e.g., 60 km / h) based on load analysis, and at -α max ~+α max Multiple sideslip angles are applied within the range, or equivalent sideslip is simulated by moving the road surface; the lateral forces under different sideslip angles are extracted to obtain lateral force-side slip angle data, such as... Figure 5 As shown; linear fitting is performed on the linear interval (e.g., -1° to +1°) to obtain the overall tire lateral stiffness. .

[0075] 7. Modulus Degradation and Repeatability Analysis Module

[0076] This method is used to select target components, reduce their Young's modulus to 0.01%–5% of the original design value, keep Poisson's ratio unchanged, and keep the materials and boundary conditions of other components unchanged; an automatic repeatable inflation, load, and lateral condition analysis process is used to obtain the overall lateral stiffness of the degraded tire. .

[0077] 8. Contribution Calculation and Result Visualization Module

[0078] According to the formula ;

[0079] Calculate the contribution value ΔC and contribution rate η of the target component to the lateral stiffness, where n is the number of times the target component appears in the tire structure; the contribution rates of multiple components can be sorted and output in the form of tables or bar charts to provide designers with optimization basis.

[0080] IV. Example 1: Calculation of Lateral Stiffness Contribution Based on 215 / 50R15 Tire

[0081] 1. Tire structure and grid division (corresponding) Figure 1 , Figure 2 )

[0082] In Example 1, a passenger car tire with a specification of 215 / 50R15 was selected as the research object.

[0083] like Figure 1 As shown in the diagram, the tire material distribution includes at least the following components: tread rubber (including the main tread area and shoulder area); upper and lower belt layers and necessary zero-degree crown belt layer; carcass ply; sidewall rubber; inner liner; bead triangle rubber and bead wrapping layer.

[0084] Using self-developed preprocessing software, Figure 1 The outlines and boundaries in the modeling module are imported, and a two-dimensional axisymmetric geometric model is automatically constructed using a region filling and boundary recognition algorithm. Subsequently, the geometric model is meshed according to the following principles (e.g., ...). Figure 2 (as shown)

[0085] 1) Smaller unit sizes are used near the ground contact area and in the tire shoulder area to capture contact deformation and stress gradient;

[0086] 2) Larger areas such as tire carcass and belt layers can use slightly larger unit sizes to improve computational efficiency;

[0087] 3) The mesh type can be mainly quadrilateral or hexagonal, supplemented by a small number of triangular transition units to ensure mesh quality.

[0088] Through the above operations, we obtain the following: Figure 2 The tire cross-section mesh and material component partitions shown are all associated with specific component numbers, providing a basis for subsequent material assignment and target component selection.

[0089] 2. Assigning material properties

[0090] In this embodiment, the material properties of each component are processed as follows:

[0091] 1) Rubber components (tread, sidewall rubber, inner liner, triangular rubber, etc.) are calibrated using the Neo-Hookean hyperelastic model and parameters such as shear modulus and bulk modulus obtained from experiments;

[0092] 2) The cord layer and belt layer adopt an anisotropic linear elastic model, with a larger Young's modulus along the cord direction and a smaller modulus in the direction perpendicular to the cord, and a reasonable Poisson's ratio is selected.

[0093] 3) Rigid rims can be directly modeled as rigid bodies or their behavior can be approximated by using high-modulus linear elastic materials.

[0094] To facilitate unified modification of target components, units of the same component are grouped into a unified material group, such as "tread material group" and "sidewall material group", and batch updates are achieved through material grouping numbering.

[0095] 3. Two-dimensional inflation analysis (corresponding to) Figure 3 )

[0096] After completing the mesh and material assignment, an air-filling analysis was performed on the two-dimensional axisymmetric model. The process is as follows:

[0097] 1) Apply a uniform internal pressure load to the inner wall of the tire cavity, with the internal pressure being the rated inflation pressure of 250 kPa;

[0098] Axial and radial displacement constraints are applied to the outer contour nodes of the 20-wheel rim to simulate the rigid support of the rim;

[0099] 3) Enable the large deformation and geometric nonlinearity options in the solver settings to ensure that the large deformation behavior of the rubber can be accurately captured.

[0100] After iterative solution, as follows Figure 3 As shown, the deformation shape and internal stress distribution of the tire under rated inflation pressure are obtained. At this time, the tire cross-sectional profile is slightly "bulged" compared to the uninflated state, and the tire sidewall has a directional outward expansion, which is close to the cross-sectional shape of an actual inflated tire. This inflated state will be used as the initial geometry for subsequent 3D modeling.

[0101] 4. 3D model generation and load analysis (corresponding) Figure 4 )

[0102] 4.1 Generation of 3D Models

[0103] Based on the inflation analysis results, the two-dimensional axisymmetric model was rotated 360° circumferentially around the tire's central axis to generate a three-dimensional solid tire finite element model, such as... Figure 4 As shown.

[0104] Based on the analysis requirements, two circumferential partitioning methods can be adopted:

[0105] Uniform circumferential division: Divides the circumference into several equal units, suitable for scenarios where pattern details are not considered or only structural analysis is performed;

[0106] Circumferential non-uniform meshing: Local mesh refinement is performed in the tread pattern blocks and groove areas to incorporate the geometric and contact effects corresponding to the pattern structure when needed.

[0107] In this embodiment, to highlight the influence of structural stiffness on lateral stiffness, the three-dimensional model focuses on the structural layer and does not explicitly model the pattern details, using a circumferentially uniform mesh.

[0108] 4.2 Load Analysis

[0109] like Figure 6 As shown, a tire coordinate system is established, where:

[0110] Axial direction is axis;

[0111] radial direction is Axis (positive is upward or positive is outward normal to the tire, depending on the specific agreement);

[0112] The direction of travel is axis.

[0113] A rigid, straight road surface is placed 1 mm below the rated inflation surface of the tire, and tire-road contact pairs are defined. The contact algorithm can use the penalty function method or the Lagrange multiplier method; the friction model can use Coulomb friction, with a friction coefficient of 0.5.

[0114] The main steps of load analysis are as follows:

[0115] 1) Fix the degrees of freedom of the rigid rim, constraining at least three translational and one rotational degrees of freedom to ensure that the rim does not undergo overall rigid body displacement;

[0116] 2) Apply a vertical upward displacement or an equivalent load to the rigid road surface to make the tire contact the road surface, and finally reach the working condition of rated load 4802N.

[0117] 3) Solve the static or quasi-static analysis to obtain the tire contact shape, contact pressure distribution and internal stress state.

[0118] After the load analysis is completed, the system uses the nodal displacement, stress and contact state under this state as the initial conditions for subsequent lateral deflection conditions.

[0119] 5. Lateral slippage simulation and overall lateral slippage stiffness calculation (corresponding to) Figure 5 , Figure 6 )

[0120] 5.1 Steady-state rolling and sideslip angle settings

[0121] After completing the load analysis, start the steady-state rolling simulation:

[0122] 1) Keep the rim axle along The linear velocity in the direction and the angular velocity around the tire axle satisfy the no-slip rolling condition to achieve a nominal vehicle speed of 60 km / h;

[0123] 2) In the vehicle coordinate system, the slip angle Defined as the angle between the tire velocity direction and the tire's plane of symmetry.

[0124] There are two equivalent ways to achieve the lateral deviation condition:

[0125] Method 1: Directly apply the sideslip angle

[0126] Apply a rotational constraint around a vertical axis to the rim so that the tire produces a preset slip angle relative to the vehicle's direction of travel, ranging from -10° to +10°, in increments of 1°.

[0127] Method 2: Utilizing the principle of relative motion

[0128] By releasing the rotational freedom of the tire around the vertical axis and keeping the tire's rolling direction velocity constant, an equivalent slip angle is formed by applying the composite velocity of the road surface (including forward and lateral components), which makes it easier to set in the simulation.

[0129] In this embodiment, the preferred method is the second one, which uses a moving road surface to simulate an equivalent sideslip angle, allowing for more flexible control of the relative velocity direction in the contact area.

[0130] 5.2 Lateral Force Extraction and Curve Fitting

[0131] For each slip angle condition, after simulation convergence, the reaction force in the tire-road contact area is recorded, and its lateral direction (e.g., ...) is calculated. shaft or The components on the axis are used to obtain the corresponding lateral force values. By traversing the sideslip angles from -10° to +10°, a set of discrete data points is obtained. ).

[0132] like Figure 5 As shown, the lateral force is plotted as a curve with respect to the sideslip angle, exhibiting an overall characteristic of approximately linearity in the low sideslip angle range and gradual saturation in the high sideslip angle range. To facilitate the definition of sideslip stiffness, this invention selects a linear interval of -1° to +1° for linear fitting; the slope of the fitted line represents the overall sideslip stiffness. .

[0133] In the examples provided in the implementation details, sample data is obtained:

[0134] When the sideslip angle is −1°, the lateral force is approximately −1392 N;

[0135] When the sideslip angle is +1°, the lateral force is approximately 1751 N.

[0136] The overall lateral stiffness can then be approximated as:

[0137] ;

[0138] The system can further employ the least squares fitting method to extend the calculation to more discrete points, thereby improving the accuracy of rigidity estimation.

[0139] 6. Degradation and Repeatability Analysis of Young's Modulus of Target Component

[0140] An example is given using the tread component as the target component.

[0141] 6.1 Target Component Selection

[0142] The preprocessing module identifies all elements contained in the tread material group and treats them as the "target component element set". The material properties of this set include the original Young's modulus. Poisson's ratio Parameters such as these.

[0143] In this embodiment, the tread appears only once in the tire structure, therefore .

[0144] 6.2 Young's modulus degradation

[0145] In the modulus degradation module, the Young's modulus of the tread material is reduced to 1% of the original design value, that is:

[0146] ;

[0147] Poisson's ratio remains constant:

[0148] ;

[0149] Except for the tread material properties, the material parameters of other components, the tire, the rim and tire-road contact settings, the inflation pressure, the rated load and the rolling speed remain unchanged.

[0150] 6.3 Repeated inflation, load and lateral deviation analysis

[0151] After updating the materials, the system will automatically repeat the following steps:

[0152] 1) Re-inflation analysis was performed on a two-dimensional axisymmetric model to obtain the updated inflation state;

[0153] 2) Generate the corresponding three-dimensional tire model and apply the rated load on a rigid road surface to complete the load analysis;

[0154] 3) Perform steady-state rolling and lateral slippage simulations under rated load to obtain new lateral force-lateral slippage angle curves.

[0155] In the example data, when the Young's modulus of the tread is reduced to 1% of its original value, the overall lateral stiffness after changing the target component is calculated as follows:

[0156] When the sideslip angle is −1°, the lateral force is approximately −1388N;

[0157] When the sideslip angle is +1°, the lateral force is approximately 1727.8 N.

[0158] but:

[0159] ;

[0160] 7. Calculation of the contribution value and contribution rate of the tire surface to lateral stiffness

[0161] According to the contribution calculation formula of the present invention:

[0162] 1) Contribution value ΔC

[0163] ;

[0164] 2) Contribution rate η

[0165] ;

[0166] The above results indicate that, with this tire specification and the selected material configuration, the tread structure contributes approximately 0.9% to the overall lateral stiffness.

[0167] By comparison Figure 5 The two lateral force-side slip angle curves before and after tread degradation show that the slope of the linear interval decreased slightly, which is consistent with the numerical calculation results, indicating that the method of the present invention can effectively isolate the independent contribution of the tread component to the lateral stiffness.

[0168] V. Multi-component expansion analysis and optimization application

[0169] In practical engineering, designers often need to simultaneously evaluate the impact of multiple components (such as sidewall rubber, belt layers, and carcass ply) on lateral stiffness. The method of this invention can repeatedly perform modulus degradation and contribution calculation steps for multiple target components. The specific process is as follows:

[0170] 1) Select the "sidewall rubber material group", "belt layer material group" and "carcass ply material group" as target components in sequence;

[0171] 2) Perform the same degradation, duplication analysis, and contribution calculation process as in Example 1 on each target component to obtain the contribution value ΔC for each component. i and contribution rate η i ;

[0172] 3) Sort the contribution rates of multiple components and output the "lateral stiffness contribution sorting list" to identify the key components that have the greatest impact on lateral stiffness.

[0173] For example, in a certain tire structure, the following sorting result may be obtained:

[0174] The belt layer contributes the most, approximately 40% to 50%;

[0175] The contribution rate of the carcass ply is the second highest, at approximately 20% to 30%.

[0176] The contribution rate of sidewall rubber is 10% to 20%;

[0177] The contribution of the tread is relatively low, only about 1%.

[0178] Design engineers can then prioritize their limited development resources on optimizing the structure and materials of the belt layer and carcass ply, thereby improving the tire's lateral handling performance more efficiently.

[0179] VI. Optional Implementation Methods and Variations

[0180] 1. Multi-level degenerate convergence strategy

[0181] In some cases, to ensure that the target component truly degenerates into a "mechanically ineffective component," a multi-level degradation strategy can be adopted:

[0182] First, reduce Young's modulus to 5% of its original value, then calculate... ;

[0183] Further reduce the percentages to 1%, 0.5%, 0.1%, 0.05%, and 0.01%, and calculate the corresponding values. ;

[0184] When the difference between adjacent two levels of results satisfies

[0185] ,

[0186] When ε = 1% to 2%, the degradation can be considered sufficient, and the current level can be taken as the final degradation level.

[0187] 2. Compatibility with different tire types

[0188] This invention is not only applicable to radial tires for passenger cars, but can also be extended to truck and bus tires, construction machinery tires, motorcycle tires, and even aircraft tires, simply by replacing the corresponding structural dimensions and material parameters during the modeling stage.

[0189] 3. Joint calibration with experimental data

[0190] In practical applications, the contribution results of each component obtained by this invention can be compared and corrected with the lateral stiffness data of the whole tire test. The matching degree of the model can be improved by parameter calibration, thereby further improving the prediction accuracy of the method of this invention.

[0191] 4. Collaborative analysis with other performance indicators

[0192] The method of this invention can also be combined with the finite element analysis results of performance such as rolling resistance, vertical stiffness, and self-aligning torque to establish a multi-objective optimization framework. While ensuring lateral stiffness, it also takes into account comfort, fuel economy, and durability, thereby achieving a balanced optimization of the overall tire performance.

[0193] As can be seen from the above description of the embodiments, the technical solution of "removing the contribution of tire component lateral stiffness by Young's modulus degradation" provided by the present invention can obtain the quantitative contribution results of each structural component to lateral stiffness under a unified finite element working condition with a small computational cost. It avoids the cumbersome process of split modeling and repeated experiments in traditional methods, and provides an intuitive and quantifiable analysis tool for the refined design of tire structure and the optimization of key components.

[0194] The foregoing description of embodiments of the present invention, through which those skilled in the art are able to implement or use the present invention, will be readily apparent to those skilled in the art. Various modifications to these embodiments will be readily apparent to those skilled in the art. The general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novelty disclosed herein.

Claims

1. A method for calculating the contribution of tire components to lateral stiffness, characterized in that, Includes the following steps: S1. Establish a finite element model of the tire and perform a two-dimensional axisymmetric inflation analysis: The material distribution map corresponding to the tire design drawings is meshed to obtain a two-dimensional axisymmetric finite element model of multiple components including tread, belt layer, sidewall rubber, carcass, and inner liner. The corresponding material properties are assigned according to the design values ​​of each component, including Young's modulus, Poisson's ratio, and hyperelastic constitutive parameters of rubber components. A rigid rim model is established to define the contact pair between the tire and the rim and its friction coefficient. S2. Apply the rated inflation pressure to the inner boundary layer of the tire in the two-dimensional axisymmetric finite element model, perform inflation analysis, and obtain the deformation and stress field of the tire under the rated inflation pressure. S3. Based on the inflation analysis results, the two-dimensional axisymmetric model is rotated around the tire rotation axis to generate a three-dimensional tire finite element model; a rigid road surface model is established, which is arranged at a preset gap from the undeformed lower surface of the tire, and the contact pairs between the tire and the road surface and their friction coefficients are defined; under the condition of maintaining the rim constraint, the rated load is applied to the rigid road surface, and the tire load analysis is performed to obtain the steady-state grounding state under the rated load. S4. Based on the load analysis, perform steady-state rolling and lateral slippage condition analysis: The tire is controlled to accelerate around its rotation axis to a preset stable rolling speed, and multiple different sideslip angles are applied to the tire within a preset sideslip angle range. Alternatively, the tire's degrees of freedom around its rotation axis are released, and the rigid road surface is driven to move in the lateral and forward directions to form different equivalent sideslip angles. The lateral force in the tire-road contact area at each sideslip angle is extracted to obtain scatter plot data of lateral force and sideslip angle. The linear interval of the scatter plot data is fitted to calculate the actual overall sideslip stiffness C of the tire, including the target component. Fα1 ; S5. Perform material degradation calculations and repeat lateral stiffness calculations for the target tire components: In the finite element model, at least one tire component is selected as the target component. The Young's modulus in the material properties of the target component is replaced with the Young's modulus of an equivalent low-modulus material. The Young's modulus of the equivalent low-modulus material is 0.01% to 5% of the designed Young's modulus of the target component. The Poisson's ratio and density of the target component are kept consistent with the original material. At the same time, the material properties, contact relationships, loads and boundary conditions of other components are kept unchanged. Based on the degenerate model, steps S2 to S4 are repeated sequentially to obtain the overall actual lateral stiffness CFα2 of the tire after changing the Young's modulus of the target component. S6. Calculate the contribution value and contribution rate of the target component to the lateral stiffness: According to the formula ΔC=|C Fα1 -C Fα2 | / nη=ΔC / C Fα1 The lateral stiffness contribution value ΔC and the lateral stiffness contribution rate η of the target component were calculated.

2. The method as described in claim 1, characterized in that, In step S1, the coefficient of friction μ1 between the tire and the rim is set in the range of 0.01 to 1.0, preferably 0.02 to 0.1; in step S3, the coefficient of friction μ2 between the tire and the rigid road surface is set in the range of 0.1 to 1.0, preferably 0.3 to 0.

8.

3. The method as described in claim 1, characterized in that, In step S3, when generating the three-dimensional tire finite element model, the two-dimensional axisymmetric model is rotated 360° circumferentially, and the circumferential mesh can be: A uniformly divided grid is used in the circumferential direction; or A non-uniformly dense mesh is used in the tread pattern, grooves, and local reinforcement areas to improve the calculation accuracy of the side slip condition. And / or, in step S4: The preset sideslip angle range is -α max ~+α max , where αmax is 5° to 15°; The linear range of the lateral force-slip angle relationship curve obtained through simulation is -1° to +1°. Within this linear range, C is obtained by least-squares linear fitting. Fα1 Or C Fα2 .

4. The method as described in claim 1, characterized in that, In step S5, the Young's modulus of the target component is updated using a step-by-step degradation method, including: S51, according to the multi-level degradation coefficient sequence K i The Young's modulus of the target component is gradually reduced, and steps S2 to S4 are repeated after each degradation level to calculate the corresponding overall lateral stiffness C. Fα (K i ); S52, when the degradation results of two adjacent levels satisfy When the value is less than the preset convergence threshold ε, the Young's modulus corresponding to the current degradation level is used as the Young's modulus of the equivalent low-modulus material to calculate the final C. Fα2 .

5. The method as described in claim 1, characterized in that, The target component includes at least one of the following: tread, belt layer or crown layer, sidewall rubber, carcass ply, bead reinforcement layer, cushioning rubber, inner liner or bead wrapping layer.

6. The method as described in claim 1, characterized in that, Also includes: S7. Repeat steps S5 to S6 for multiple different components in the tire as target components, sort the ΔC and η corresponding to each component, and generate a distribution map or list of tire component lateral stiffness contribution to identify the key components with the greatest impact on lateral stiffness. And / or, S8, based on the contribution rate η of each component and material cost and quality constraints, prioritize the components with higher contribution rates and larger adjustable space as optimization targets, modify their structural parameters or material formulas, and evaluate the impact of the modified scheme on the lateral stiffness in combination with finite element simulation, thereby forming a tire structure optimization scheme for lateral performance.

7. The method according to any one of claims 1 to 6, characterized in that, The tire finite element model uses the Neo-Hookean or Mooney-Rivlin hyperelastic constitutive model to describe the nonlinear mechanical behavior of the rubber component, and calibrates the constitutive parameters based on actual material test data to improve the reliability of the calculation results of the lateral stiffness contribution.

8. A calculation system for calculating the contribution of tire components to lateral stiffness, characterized in that, The system is used to implement the method according to any one of claims 1-7, comprising: The modeling unit is used to establish a two-dimensional axisymmetric finite element model of the tire and a rigid rim model based on the tire material distribution map, assign material properties including Young's modulus and Poisson's ratio to each tire component, and define the contact pair between the tire and the rim and its coefficient of friction. The inflation analysis unit is used to apply a rated inflation pressure to the internal boundary layer of the two-dimensional axisymmetric finite element model of the tire, perform inflation analysis, and obtain the inflation deformation state. The 3D generation and load analysis unit is used to rotate the 2D axisymmetric finite element model around the rotation axis to generate a 3D tire finite element model, establish a rigid road surface model and define the tire-road surface contact relationship, apply a rated load to the rigid road surface under rim constraint conditions, and perform load analysis. The lateral stiffness calculation unit is used to control the tire model to perform steady-state rolling based on the load analysis results, and to apply multiple different lateral angles within a preset lateral angle range or to form an equivalent lateral working condition by driving rigid road surface motion. It extracts the lateral force of the tire at each lateral angle, generates lateral force-lateral angle data, and fits the linear interval to calculate the overall lateral stiffness C, including the target component. Fα1 ; The modulus degradation unit is used to select a target component in the finite element model, replace the Young's modulus of the target component with an equivalent low modulus of 0.01% to 5% of the designed Young's modulus of the target component while keeping the Poisson's ratio unchanged. Simultaneously, it maintains the material properties of other components, as well as contact, load, and boundary conditions. The unit controls the inflation analysis unit, 3D generation and load analysis unit, and lateral stiffness calculation unit to repeatedly perform inflation, load, and lateral working condition simulation analyses on the degraded model to obtain the overall lateral stiffness C of the tire after changing the target component. Fα2 ; Contribution calculation unit, used to calculate based on ΔC=|C Fα1 -C Fα2 | / n and η=ΔC / C Fα1 Calculate the contribution value ΔC and contribution rate η of the target component to the lateral stiffness, and output or store the contribution results.

9. An electronic device for calculating the contribution of a tire component to torsional stiffness, characterized in that, The method includes a processor and a memory, wherein the memory stores a computer program that can run on the processor, and the processor, when executing the computer program, performs the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, the computer program, when executed by a processor, performing the steps of the method as described in any one of claims 1 to 7.

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