CN112414728A - Method for measuring lateral relaxation length of tire - Google Patents
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- CN112414728A CN112414728A CN202011035887.XA CN202011035887A CN112414728A CN 112414728 A CN112414728 A CN 112414728A CN 202011035887 A CN202011035887 A CN 202011035887A CN 112414728 A CN112414728 A CN 112414728A
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Abstract
The embodiment of the invention provides a method for measuring the lateral relaxation length of a tire, which comprises the following steps: pre-testing the tire to be measured to enable the tire to reach a preset working temperature and eliminate residual stress in the tire; setting parameters of a measurement test, setting a roll angle of the tire when the tire rolls to be zero, and setting tire air pressure, rolling speed and vertical load of the tire when the tire rolls to be corresponding test values; carrying out a measurement test, and applying a small-angle slip angle in the form of a sine wave to a normally rolling tire; collecting test data of a measurement test; changing the frequency of the sine wave signal of the side deflection angle to obtain a plurality of groups of test data under different frequencies; and substituting the test data into a calculation formula for calculation to obtain the lateral relaxation length value of the tire. The measuring method is simple, the lateral relaxation length of the tire under the influence of the tire deflection can be effectively calculated, and the measuring accuracy of the lateral relaxation length of the tire is improved.
Description
Technical Field
The embodiment of the invention relates to the technical field of tire dynamics, in particular to a method for measuring the lateral relaxation length of a tire.
Background
The lateral relaxation length of the tire is one of important indexes for evaluating the transient characteristics of the tire, and reflects the response capability of the lateral force when the tire is laterally deviated. When the tire is laterally deviated, the tire body of the tire is firstly twisted and laterally deformed, and after rolling for a certain distance, the tire tread is sheared and deformed to generate lateral force. This behavior of the tire lateral force lagging the slip angle is referred to as the lateral relaxation behavior, and the distance the tire rolls over is defined as the relaxation length.
At present, the measurement method of the lateral relaxation length of the tire mainly comprises a rigidity equivalent method, a lateral deviation step method and a sine frequency conversion frequency sweep method, and the three methods have certain defects. The stiffness equivalence method estimates the slack length by using the ratio of the lateral stiffness to the carcass lateral stiffness, and due to the lack of special equipment for measuring the carcass stiffness, the lateral stiffness of the whole tire is usually adopted to replace the lateral stiffness of the carcass part, so that the calculation result is not accurate enough. The side slip angle step method has two realization forms: one is to make the tire roll freely in a straight line at a fixed speed and then apply a step-type slip angle to the tire; the other method is to apply a fixed steering angle to the tire, drive the road surface, and roll and laterally deflect the tire. Both of these ways record the distance the tire rolls when the lateral force reaches 63.2% of its steady value as the slack length. The former method is limited by the test capability of the equipment, and the change rate of the slip angle is difficult to meet the requirement of a step signal, so that the measurement is not accurate enough; the latter method, because of the constant speed during the test, can have an effect on the cornering behaviour of the tyre and can also make the measurement of the slack length inaccurate. The sine frequency conversion frequency sweep method of the slip angle takes the product of the running speed of the tire and the lag time of the lateral force (relative to the slip angle) as the relaxation length, and the measurement accuracy is influenced because the tire can be deflected in the test process (particularly remarkable under the low-speed high-frequency working condition), and the data processing method does not consider the action of deflection.
Disclosure of Invention
The technical problem to be solved by the embodiments of the present invention is to provide a method for measuring a lateral slack length of a tire, which can simply measure the lateral slack length of the tire during a tire rotation deviation, and improve the accuracy of the result.
In order to solve the above technical problem, an alternative embodiment of the present invention employs a method of measuring a lateral slack length of a tire, comprising the steps of:
the method comprises the following steps of performing a pre-test on a tire to be measured, mounting the tire on a six-component force test bed, setting tire air pressure, rolling speed, vertical load, slip angle and slip angle of the tire when the tire rolls on a simulated road surface of the six-component force test bed as pre-test values, pressing the tire on the simulated road surface of the six-component force test bed, and starting the six-component force test bed to roll the tire to reach a preset working temperature and eliminate residual stress inside the tire;
setting measurement test parameters, setting the roll angle of the tire to be zero when the tire rolls, and setting the tire pressure, the rolling speed and the vertical load of the tire when the tire rolls to be corresponding test values;
carrying out a measurement test on the tire which is subjected to the preliminary test, pressing the tire on a simulated road surface of a six-component test stand, starting the six-component test stand to enable the tire to start rolling, and setting a small-angle sideslip angle of a sine wave signal on the six-component test stand to enable the rolling tire to generate sideslip within a preset angle range relative to an initial advancing direction;
collecting test data when the tire is subjected to lateral deviation in the test process, wherein the test data at least comprises time, tire pressure, rolling speed, vertical force, lateral deviation angle and lateral force;
changing the frequency of the sinusoidal signal of the slip angle, performing multiple measurement tests on the tire again, and acquiring test data to obtain multiple groups of test data under different sinusoidal signal frequencies; and
extracting the phase angles of the lateral force and the slip angle from the collected experimental data, and calculating the phase lag angle of the lateral force relative to the slip angle in each group of experimental data
Calculating a plurality of groups of test data by a parameter identification method to obtain a lateral relaxation length value sigma of the tireyAnd a ground contact half length a, the value of the lateral relaxation length of the tire σyAnd the calculation formula of the grounding half length a is as follows:
wherein f ispIs the path frequency, the path frequency fpAngular frequency omega and longitudinal movement speed V of tyre according to sine wave lateral deviationxThe ratio of (a) to (b).
Further, the value of the lateral relaxation length σ of the tire is such that the tire lateral relaxation length σ is not taken into account when the influence of the cornering of the tire is not taken into accountyThe calculation formula of (a) is as follows:
wherein f ispIs the path frequency, the path frequency fpAngular frequency omega and longitudinal movement speed V of tyre according to sine wave lateral deviationxThe ratio of (a) to (b).
Further, the sinusoidal signal amplitude of the slip angle is 1 °, and the predetermined angular range of the longitudinal centerline of the tire that is misaligned with respect to the initial advancing direction is-1 ° to 1 °.
Further, the complete cornering cycle includes at least a second pass of the longitudinal centerline of the tire in the initial advancing direction after cornering from the initial advancing direction.
Further, the test data is acquired for at least three complete laterals.
After the technical scheme is adopted, the embodiment of the invention at least has the following beneficial effects: the embodiment of the invention carries out the pre-test on the tire to be measured, so that the tire reaches an ideal test state, the influence of other factors on the measurement test is reduced, the tire after the pre-test is carried out, the tire rolling on a simulated road surface is subjected to the sine wave type sideslip angle, so that the tire is subjected to reciprocating sideslip within a preset angle range relative to the initial advancing direction, the data acquisition is carried out on the tire in the reciprocating sideslip process, the formula calculation is carried out on the lateral relaxation length of the tire by combining a plurality of groups of data and a parameter identification method in the measurement test, the measurement method is simple, the lateral relaxation length of the tire under the influence of the deflection can be effectively calculated, and the measurement accuracy of the lateral relaxation length of the tire is improved.
Drawings
FIG. 1 is a flow chart of the steps of an alternative embodiment of the present invention.
FIG. 2 is a schematic representation of carcass deformation in the presence of a lateral misalignment in an alternative embodiment of the present invention.
FIG. 3 is a schematic representation of the relative movement of a tire and a simulated road surface in the event of a lateral misalignment in accordance with an alternative embodiment of the present invention.
FIG. 4 is a graphical illustration of the lateral force versus lateral angle for an alternative embodiment of the present invention.
FIG. 5 is a graphical illustration of the calculated effect of speed on slack length without regard to yaw misalignment, in accordance with an alternative embodiment of the present invention.
Fig. 6 is a schematic diagram illustrating the effect of the presence or absence of turning deviation on the calculation of the lateral force retardation angle according to an alternative embodiment of the present invention.
FIG. 7 is a schematic view of a tire complete cornering cycle according to an alternative embodiment of the invention.
Detailed Description
The present application will now be described in further detail with reference to the accompanying drawings and specific examples. It should be understood that the following illustrative embodiments and description are only intended to explain the present invention, and are not intended to limit the present invention, and features of the embodiments and examples in the present application may be combined with each other without conflict.
As shown in fig. 1, an embodiment of the present invention provides a method for measuring a lateral slack length of a tire, comprising the steps of:
s1: the method comprises the following steps of performing a pre-test on a tire to be measured, mounting the tire on a six-component force test bed, setting tire air pressure, rolling speed, vertical load, slip angle and slip angle of the tire when the tire rolls on a simulated road surface of the six-component force test bed as pre-test values, pressing the tire on the simulated road surface of the six-component force test bed, and starting the six-component force test bed to roll the tire to reach a preset working temperature and eliminate residual stress inside the tire;
s2: setting measurement test parameters, setting the roll angle of the tire to be zero when the tire rolls, and setting the tire pressure, the rolling speed and the vertical load of the tire when the tire rolls to be corresponding test values;
s3: carrying out a measurement test on the tire which is subjected to the preliminary test, pressing the tire on a simulated road surface of a six-component test stand, starting the six-component test stand to enable the tire to start rolling, and setting a small-angle sideslip angle of a sine wave signal on the six-component test stand to enable the rolling tire to generate sideslip within a preset angle range relative to an initial advancing direction;
s4: collecting test data when the tire is subjected to lateral deviation in the test process, wherein the test data at least comprises time, tire pressure, rolling speed, vertical force, lateral deviation angle and lateral force;
s5: changing the frequency of the sinusoidal signal of the slip angle, performing multiple measurement tests on the tire again, and acquiring test data to obtain multiple groups of test data under different sinusoidal signal frequencies; and
s6: extracting the phase angles of the lateral force and the slip angle from the collected experimental data, and calculating the phase lag angle of the lateral force relative to the slip angle in each group of experimental data
Calculating a plurality of groups of test data by a parameter identification method to obtain a lateral relaxation length value sigma of the tireyAnd a ground contact half length a, the value of the lateral relaxation length of the tire σyAnd the calculation formula of the grounding half length a is as follows:
wherein f ispIs the path frequency, the path frequency fpAngular frequency omega and longitudinal movement speed V of tyre according to sine wave lateral deviationxThe ratio of (a) to (b).
The lateral angle and the phase angle of the lateral force in the embodiment can be obtained directly or derived from test data, the phase lag angle of the lateral force relative to the slip angle under different sine wave frequencies is substituted into a calculation formula, and the lateral relaxation length value of the tire can be simply obtained by adopting a parameter identification method, wherein the derivation process of the calculation formula is as follows:
when the tire slip angle is small, the tire tread has no slippage with respect to the simulated road surface, and as shown in fig. 2, in the case of a small tire slip angle, the carcass deforms in the contact length direction, and when x is a, the following relationship exists between the lateral deformation of the carcass and the slip angle:
wherein
α: slip angle of test input
Psi: the yaw angle of the tires,
indicating the deflection rate of the tire
s: distance traveled, s ═ Vx|t
Vx: speed of longitudinal movement
a: half of the length of the ground
σy: lateral slack length
v: lateral deformation of the carcass
On a six-component test bed, when a freely rolling tire turns, if the tire is used as a reference object, the simulated road surface can be subjected to yaw, and the motion track of the center of the contact patch is a curve, as shown in fig. 3. Since the steering angle of the tire is the slip angle on the six-component test stand, the angular velocity of the tire with respect to the yaw of the road surface is the derivative of the slip angle, and the yaw rate of the tire can be further expressed as:
when the slip angle is small, the relationship between the lateral force and the slip angle is approximately linear, and can be expressed by the product of the slip stiffness and the slip angle:
Fy＝CFα·α′
wherein C isFαIs the cornering stiffness of the tyre and α' is the effective cornering angle of the tyre.
The lateral force to which the carcass is subjected may be defined by the carcass lateral stiffness KcyThe product with the lateral deformation v represents:
Fy＝Kcy·v
by definition of lateral relaxation length:
the effective slip angle can be obtained:
combining the above equations, we can obtain the following expression:
thus, the built-up instantaneous lateral force FyThe transfer function model with respect to the slip angle α is as follows:
the amplitude-frequency characteristics are as follows:
the phase frequency characteristics are as follows:
during the test, as shown in fig. 4, the slip angle and the lateral force both vary sinusoidally with time and can be expressed by the following equations:
α(t)＝Aα·sin(ω·t+φα)+α0
the lateral slack length of the tire can be calculated by:
usually we relate angular frequency ω to velocity VxIs called the path frequency fpI.e. by
Then, the formula can be expressed as:
the embodiment of the invention carries out the pre-test on the tire to be measured, so that the tire reaches an ideal test state, the influence of other factors on the measurement test is reduced, the tire after the pre-test is carried out, the tire rolling on a simulated road surface is subjected to the sine wave type sideslip angle, so that the tire is subjected to reciprocating sideslip within a preset angle range relative to the initial advancing direction, the data acquisition is carried out on the tire in the reciprocating sideslip process, the formula calculation is carried out on the lateral relaxation length of the tire by combining a plurality of groups of data and a parameter identification method in the measurement test, the measurement method is simple, the lateral relaxation length of the tire under the influence of the deflection can be effectively calculated, and the measurement accuracy of the lateral relaxation length of the tire is improved.
In a further alternative embodiment of the invention, the value of the lateral relaxation length σ of the tire is such that the tire lateral relaxation length σ is not considered to be affected by the cornering of the tireyThe calculation formula of (a) is as follows:
wherein f ispIs the path frequency, the path frequency fpAngular frequency omega and longitudinal movement speed V of tyre according to sine wave lateral deviationxThe ratio of (a) to (b).
As shown in fig. 4-6, the calculation formula in this embodiment is derived as follows, in case that the calculation result of the lateral slack length is significantly affected by the turning deviation, especially when the path frequency is high:
when the angular velocity d ψ/dt of the tire yaw relative to the road surface is low, while the longitudinal movement velocity V is lowxAt higher, the deflection effect of the tire is negligible, i.e. the deflection rate is approximately equal to zero, and at this time, the following relationship exists between the lateral deformation of the carcass and the lateral deflection angle:
wherein
α: slip angle of test input
s: distance traveled, s ═ Vx|t
Vx: speed of longitudinal movement
σy: lateral slack length
v: lateral deformation of the carcass
When the slip angle is small, the relationship between the lateral force and the slip angle is approximately linear, and can be expressed by the product of the slip stiffness and the slip angle:
Fy＝CFα·α′
wherein C isFαIs the cornering stiffness of the tyre and α' is the effective cornering angle of the tyre.
The lateral force to which the carcass is subjected may be defined by the carcass lateral stiffness KcyThe product with the lateral deformation v represents:
Fy＝Kcy·v
by definition of lateral relaxation length:
the effective slip angle can be obtained:
combining the above equations, we can obtain the following expression:
thus, the built-up instantaneous lateral force FyThe transfer function model with respect to the slip angle α is as follows:
the amplitude-frequency characteristics are as follows:
the phase frequency characteristics are as follows:
during the test, as shown in fig. 4, the slip angle and the lateral force both vary sinusoidally with time and can be expressed by the following equations:
α(t)＝Aα·sin(ω·t+φα)+α0
the lateral slack length of the tire can be calculated by:
wherein f ispIs the path frequency, is the angular frequency omega and the velocity VxRatio of (i) to (ii)
In yet another alternative embodiment of the invention, the sinusoidal signal amplitude of the cornering angle is 1 °, and the predetermined angular range for cornering of the longitudinal centre line of the tyre with respect to the initial advancing direction is-1 ° to 1 °.
In the embodiment, the amplitude of a sinusoidal signal of the slip angle is set to be 1 degree, the slip angle of the tire on a simulated road surface relative to the initial advancing direction is within 1 degree, the self deformation degree of the tire is within a proper range, the influence of the tire deflection on a measurement result is reduced, meanwhile, an angle plane selected in the embodiment is a horizontal plane parallel to the simulated road surface, the initial advancing direction of the tire is taken as a 0-degree axis, reciprocating motion is carried out between-1 degree and 1 degree by setting the longitudinal center line of the tire, the acquired test data more accord with the actual tire slip value, and calculation is more accurate.
In yet another alternative embodiment of the present invention, as shown in fig. 7, the full cornering cycle comprises at least a second passage of the longitudinal centerline of the tyre through the initial advancing direction, starting from the initial advancing direction.
In the embodiment, the recording of the complete cornering period starts when the longitudinal center line of the tire coincides with the initial advancing direction, when the longitudinal center line of the tire rotates and deflects and then passes through the initial advancing direction for the first time, the sine wave signal waveform of the cornering angle also just passes through a peak or a trough, when the longitudinal center line of the tire rotates and then passes through the initial advancing direction for the second time, the sine wave signal waveform corresponding to the cornering angle just passes through a period, the process of the tire rotating and deflecting is a complete cornering period, and in the specific implementation, the range of the complete cornering period can be expanded according to different measurement requirements, so that the test data more accord with the actual situation of the tire cornering.
In yet another alternative embodiment of the present invention, the test data is acquired for at least three complete laterals.
According to the embodiment, at least three complete lateral deviation periods are collected, so that transverse comparison can be performed between data, test data which are more expected are screened, the accuracy of the test data is improved, and the calculation result is more accurate.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (5)
1. A method of measuring the lateral slack length of a tire, the method comprising the steps of:
the method comprises the following steps of performing a pre-test on a tire to be measured, mounting the tire on a six-component force test bed, setting tire air pressure, rolling speed, vertical load, slip angle and slip angle of the tire when the tire rolls on a simulated road surface of the six-component force test bed as pre-test values, pressing the tire on the simulated road surface of the six-component force test bed, and starting the six-component force test bed to roll the tire to reach a preset working temperature and eliminate residual stress inside the tire;
setting measurement test parameters, setting the roll angle of the tire to be zero when the tire rolls, and setting the tire pressure, the rolling speed and the vertical load of the tire when the tire rolls to be corresponding test values;
carrying out a measurement test on the tire which is subjected to the preliminary test, pressing the tire on a simulated road surface of a six-component test bed, starting the six-component test bed to enable the tire to start rolling, and setting a small-angle sideslip angle of a sine wave signal on the six-component test bed to enable the rolling tire to generate reciprocating sideslip in a preset angle range relative to an initial advancing direction;
collecting test data when the tire is subjected to lateral deviation in the test process, wherein the test data at least comprises time, tire pressure, rolling speed, vertical force, lateral deviation angle and lateral force;
changing the frequency of the sinusoidal signal of the slip angle, performing multiple measurement tests on the tire again, and acquiring test data to obtain multiple groups of test data under different sinusoidal signal frequencies; and
extracting the phase angles of the lateral force and the slip angle from the collected experimental data, and calculating the phase lag angle of the lateral force relative to the slip angle in each group of experimental data
Calculating a plurality of groups of test data by a parameter identification method to obtain a lateral relaxation length value sigma of the tireyAnd a ground contact half length a, the value of the lateral relaxation length of the tire σyAnd the calculation formula of the grounding half length a is as follows:
wherein f ispIs the path frequency, the path frequency fpAngular frequency omega and speed of tyre longitudinal movement V according to sine wave lateral deviationxThe ratio of (a) to (b).
2. A method of measuring the lateral slack length of a tire as in claim 1, wherein the value of the lateral slack length of the tire σ is determined without considering the cornering effect of the tireyThe calculation formula of (a) is as follows:
wherein f ispIs the path frequency, the path frequency fpAngular frequency omega and speed of tyre longitudinal movement V according to sine wave lateral deviationxThe ratio of (a) to (b).
3. A method of measuring the lateral slack length of a tire as in claim 1, wherein the sinusoidal signal amplitude of the slip angle is 1 ° and the predetermined angular range of the longitudinal centerline of the tire being skewed from the initial advancing direction is-1 ° to 1 °.
4. A method of measuring the lateral slack length of a tire as in claim 1, wherein the full cornering cycle includes at least a second cornering cycle of the longitudinal centerline of the tire from an initial advancing direction and then through the initial advancing direction.
5. A method of measuring the lateral slack length of a tire as in claim 1 or 4, wherein said test data is acquired for at least three of said complete cornering cycles.
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| CN115219246A (en) * | 2022-04-06 | 2022-10-21 | 广州汽车集团股份有限公司 | Method and device for measuring lateral relaxation length of tire |
| KR20230032323A (en) * | 2021-08-30 | 2023-03-07 | 넥센타이어 주식회사 | Tire lateral relaxaton length measurement data post process |
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Cited By (3)
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| KR20230032323A (en) * | 2021-08-30 | 2023-03-07 | 넥센타이어 주식회사 | Tire lateral relaxaton length measurement data post process |
| KR102631394B1 (en) | 2021-08-30 | 2024-01-31 | 넥센타이어 주식회사 | Tire lateral relaxaton length measurement data post process |
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