JP2003072328A - Simulating method and device of tire performance - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simulate tire performance accurately. SOLUTION: A tire to be evaluated is approximated by a tire finite element model in which the tire is divided into finite many elements. The tire performance is approximately simulated based on the tire finite element model using a finite element method. The tire finite element model comprises a tire body element model and a tread pattern element part. In the tire body element model, a cord reinforcement including a carcass and a belt, a rubber part including side wall rubber and bead rubber, and a bead core are interconnected in the same cross sectional shape in the circumferential direction of the tire. In the tread pattern element part, the tread pattern of the tire is divided into many finite elements over entire circumference in the circumferential direction of the tire, and a plurality of models having different tread patterns are provided. In the tire finite element model, the tire is grounded to a virtual road surface, running simulation is performed under a prescribed running condition, and prescribed information is obtained from the tire finite element model.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tire performance simulation method and apparatus capable of accurately simulating tire performance.

[0002]

2. Description of the Related Art Conventionally, the problems to be solved by the invention
The development of tires has been a repetitive process of making prototypes, experimenting with them, and making prototypes of improved products based on the experimental results. This method requires a large amount of cost and time for manufacturing a prototype and an experiment, and thus there is a limit to improvement of development efficiency. In order to overcome such a problem, in recent years, a method of predicting / analyzing performance to some extent by computer simulation using an approximate analysis method or the like has been proposed without prototyping a tire.

Various analysis methods are used for computer simulation, and for example, the one using the finite element method is well known. Finite Element Metho
d) is a method of dividing the structure into a large number of finite elements called finite elements and giving each finite element relatively simple characteristics to analyze the entire system.

Conventional finite element analysis of tire performance is a load analysis in a non-rolling state of the tire,
Many tread patterns are so-called plain treads without grooves, and there is no known tread pattern in which all the tire tread patterns are modeled as finite elements. Also, inside the tire, a reinforcing layer, etc., in which cord materials such as carcass and belt are laminated at different angles, is provided.
In most of these cases, too, a simple model was analyzed using a single plane shell element.

Therefore, in the simulations up to now, the behavior of the tire can be roughly predicted and analyzed, but the influence of the tread pattern attached to the product cannot be analyzed.

In the present invention as set forth in claim 1 or 5, the finite element model of the tire to be evaluated is such that the tread pattern of the tire has a finite number of elements over the entire circumference in the tire circumferential direction. To provide a tire performance simulation method and device capable of simulating accurate tire performance that can be applied to actual development in consideration of the tread pattern, based on having the divided tread pattern element part. Has an aim.

According to the third aspect of the invention, regarding the internal structure of the tire, each structural material such as a carcass, a cord reinforcing material such as a belt layer, a rubber portion such as sidewall rubber, and a bead core is made into a finite number of plural elements. By setting a divided element model, the cord material of the cord reinforcing material is modeled as a quadrilateral membrane element that defines anisotropy, and the topping rubber is modeled as a hexahedral solid element. Aiming to provide a tire performance simulation method that can simulate accurate tire performance, and that allows detailed study of tire design such as tire pattern shape, carcass and belt placement, and topping rubber thickness. There is.

According to the fourth aspect of the invention, running conditions such as the internal pressure of the tire finite element model, the axial load, the slip angle, the camber angle, and the friction between the tire finite element model and the virtual road surface are set. From the tire finite element model,
Cornering force, which is especially important for tire development,
An object of the present invention is to provide a tire performance simulation method capable of acquiring information including the shape of the contact surface or the internal stress distribution.

[0009]

According to the first aspect of the present invention, the tire to be evaluated is approximated by a tire finite element model obtained by dividing the tire into a finite number of elements, and the finite element method is used. A tire performance simulation method for simulating tire performance from the tire finite element model, wherein a carcass, a cord reinforcing member including a belt, a sidewall rubber, and a rubber portion including a bead rubber,
The process of setting the tire body element model by dividing the tire body part where the bead core is continuous in the tire circumferential direction with the same cross-sectional shape into a finite number of elements, and the vertical groove extending in the tire circumferential direction and the direction in which this vertical groove intersects. A process of setting a tread pattern part element model in which a tread pattern of the tire having a lateral groove extending into the tire circumferential direction is divided into a large number of finite number of elements, and the tread pattern part element model is set in the tire body. Including a process for setting a tire finite element model by connecting to the partial element model, and an internal pressure, an axial load, a slip angle, a camber angle of the tire finite element model, and a friction coefficient between the tire finite element model and the virtual road surface While setting the running conditions, this tire finite element model is attached to the virtual rim and contacted or relative to the virtual road surface. The tread pattern part element model includes a plurality of models in which the tread pattern is different from each other, while including a traveling simulation process for moving the vehicle and an information acquisition process for obtaining predetermined information from the tire finite element model during the traveling simulation. Is characterized by.

According to a second aspect of the present invention, the tire performance simulation method according to the first aspect is characterized in that the rubber portion of the tire body portion includes a tread portion base rubber.

According to the invention of claim 3, the tire body portion element model has a cord reinforcing material in which a cord material forming the cord reinforcing material and a topping rubber covering the cord material are divided into a finite number of elements. A material element model, a rubber part element model in which the rubber part is divided into a finite number of elements, and a bead core element model in which the bead core is divided into a finite number of elements, and the cord reinforcement element The tire performance according to claim 1 or 2, wherein a model is obtained by modeling the cord material into a quadrilateral membrane element in which anisotropy is defined, and the topping rubber is modeled into a hexahedral solid element. Is a simulation method.

Further, in the invention according to claim 4, the information acquisition processing acquires information including a cornering force, a contact surface shape, a pressure distribution or an internal stress distribution from a tire finite element model. The tire performance simulation method according to any one of 1 to 3.

According to the fifth aspect of the invention, the tire to be evaluated is approximated by a tire finite element model obtained by dividing the tire into a finite number of elements, and the tire performance is calculated from the tire finite element model using the finite element method. A tire performance simulation device for simulating a carcass, a cord reinforcing material including a belt, a sidewall rubber, a rubber portion including a bead rubber, and a bead core, a tire body portion having a continuous cross-sectional shape in the tire circumferential direction. A process of arranging the tire body part element model by dividing it into a finite number of elements, and a tread pattern of the tire having a longitudinal groove extending in the tire circumferential direction and a lateral groove extending in a direction intersecting with the longitudinal groove, in the tire circumferential direction. The process of setting the tread pattern part element model divided into a finite number of elements all over the circumference, and this tread Process for setting a tire finite element model by arranging a turn element model in the tire body element model, and internal pressure, axial load, slip angle, camber angle, tire finite element model and virtual road surface of the tire finite element model A traveling simulation process of setting a traveling condition including a friction coefficient between the tire finite element model and a tire finite element model mounted on a virtual rim and contacting or moving relative to a virtual road surface, and a tire finite element model during the traveling simulation. The tread pattern part element model includes a plurality of models having different tread patterns.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. In the present embodiment, an example of simulating the performance of a passenger car radial tire (hereinafter, simply referred to as a tire) T as shown in FIG. 13 is illustrated. The tire T includes a carcass 16 including a ply 16a that is folded back from the tread portion 12 through the sidewall portion 13 around the bead core 15 of the bead portion 14 and the cord is inclined at about 90 degrees with respect to the tire circumferential direction, and this carcass. A belt reinforcing material F including a belt layer 17 disposed on the outer side in the tire radial direction of 16 and on the inner side of the tread portion 12.

In this embodiment, the belt layer 17 is formed by arranging two outer belt plies 17A and 17B arranged in parallel at an angle of 20 degrees with respect to the tire circumferential direction so that the cords cross each other. It In this example, the belt layer 1
7, a band layer 19 in which nylon cords are arranged substantially parallel to the tire circumferential direction is provided on the outer side in the tire radial direction to prevent lifting of the belt layer 17 during high speed running. The band layer 19 includes, for example, an edge band that covers both ends of the belt layer 17 and a full band that covers substantially the entire width of the belt layer 17.

The carcass 16 is made of organic fiber cord such as polyester, and the belt ply 17
Each of A and 17B is formed by covering a steel cord with a sheet-shaped topping rubber. The cord reinforcing material F includes the carcass 16 and the belt layer 1.
7. In addition to the band layer 19 and the band layer 19, a bead reinforcing filler that reinforces the rigidity of the bead portion 14 may be included as necessary.

The tire T has a tread rubber 20, a sidewall rubber 21, and a tread rubber 21 on the outside of each cord reinforcing material F.
A bead rubber 22 and the like are provided. The tread rubber 20
In the present example, the tread portion base rubber 20a, which is arranged on the outer side in the radial direction of the belt layer 17 and extends substantially along the surface of the tread portion 12 through the groove bottom line of the longitudinal groove G1 in the tire meridional section, and on the outer side thereof. A two-layer structure composed of a tread portion cap rubber 20b that is arranged and that transmits various forces by contacting with a road surface is illustrated.

The sidewall rubber 21 is a portion which is largely bent when the tire rolls, and protects the side portion of the tire T even when it comes into contact with a curb on the road surface. For example, the tread rubber 20 has a complex elasticity. It is preferable to use a flexible rubber having a low rate. Also, the bead rubber 22
Is disposed near the fitting portion that contacts the rim flange, and can be made of, for example, rubber having a relatively large elastic modulus and excellent wear resistance.

A predetermined tread pattern is formed on the outer surface of the tread portion 12 by, for example, a vertical groove G1 extending in the tire circumferential direction and a horizontal groove G2 extending in a direction intersecting with the vertical groove G1. This tread pattern has a great influence on tire performance, and the simulation method of the present invention makes it possible to analyze the influence of this tread pattern on tire performance, as will be described later.

In the simulation method and apparatus of the present invention, such a tire T to be evaluated is divided into a finite number of a large number of elements 2a, 2b, 2c ... As shown in FIG. The tire performance is simulated from the tire finite element model 2 by approximation and using the finite element method.

As shown in FIG. 6, for example, the simulation apparatus includes a CPU which is an arithmetic processing unit and a CPU.
And a RAM that is a working memory that can temporarily store images or numerical values.
And an input / output port and a data bus connecting them.

In the present example, the input / output port is input means I such as a keyboard and a mouse for inputting numerical values for setting a tire finite element model, and a display capable of displaying an input result and a simulation result. An output means O such as a printer and an external storage device D such as a hard disk or a magneto-optical disk are connected.

In the ROM, the processing procedure of the simulation as shown in FIG. 7 is stored in advance, which will be described below. The tire finite element model 2 to be simulated is composed of a tire body part element model 3 and a tread pattern part element model 4.

As shown in FIGS. 1 and 2, the tire body part element model 3 is obtained by dividing the tire body part 1B into a finite number of elements. The tire body portion 1B is a portion of the tire to be evaluated that is made of substantially the same material in the circumferential direction and has the same cross-sectional shape, and in the present example, the tire t to the tread rubber cap 20b of the tread rubber 20. Is excluded.

Specifically, the tire body portion 1B includes a carcass 16, a belt layer 17, and a band layer 19 of the tire.
The cord reinforcing material F including the above, a tread portion base rubber 20a of the tread rubber 20, a sidewall rubber 21, a rubber portion including the bead rubber 22, and a bead core 15.

In the simulation method of this example, the tire body portion 1B is divided into a finite number of elements based on the finite element method. An element based on the finite element method is, for example, 2
In a dimensional plane, it is desirable to use a quadrilateral element, a three-dimensional element, a tetrahedral solid element, a five-sided solid element, a six-sided solid element, etc. that can be used in a computer, and these elements are three-dimensional coordinates XY-. It can be identified point by point using Z.

As the cord reinforcing material F, for example, an arbitrary minute area of the belt layer 17 is set in the cord reinforcing material element model 5 as shown in FIG. In this example, the cord material c of the cord reinforcing material F is modeled by the quadrilateral membrane elements 5a, 5b, and the topping rubber t is modeled by the hexahedral solid elements 5c, 5d, 5e. ing.

The material definition of the quadrilateral membrane element 5a, which is a model of the code material c, is defined by the thickness of the code material c, for example.
Is used as an orthotropic material having different rigidity in the arrangement direction of the cord material c and the direction orthogonal to this, and the rigidity in each direction is treated as homogenized. Further, the hexahedral solid elements 5c to 5e representing the topping rubber t of the cord reinforcing material F can be defined and handled as a super-viscoelastic material like other rubber members.

The tread base rubber portion 10a, the sidewall rubber 21, the bead rubber 22, and the bead core 14 of the tire body portion 1B are modeled by, for example, a hexahedral solid element or a pentahedral solid element. Such modeling can be performed using the input means I. Also, tire body element model 3
Can specify the two-dimensional shape of the meridional section including the rotation axis of the tire and divide it into elements in the circumferential direction to perform modeling relatively easily.

As described above, in this example, the cord reinforcing material F is not modeled by a single plane shoulder element as in the conventional case, but the cord material c, the topping rubber t, etc. By modeling
It is possible to simulate tire performance closer to that of an actual product. Further, when modeling each rubber part 20 to 22, the cord reinforcing material F, and the bead core 14 as a finite element, the material and the rigidity can be defined based on the complex elastic modulus of each rubber, the cord, the elastic modulus of the bead core, and the like. .

Next, the tread pattern element model 4 is obtained by a process of setting a tread pattern element section in which the tread pattern of the tire is divided into a finite number of elements over the entire circumference in the tire circumferential direction. This pattern element model 4 is a model of the tread cap rubber 20b of the tread rubber in this example, and is set separately from the tire body element model 3 and then set in the tire body element model 3. The thing which is combined is illustrated.

In this embodiment, the pattern element model 4
Is a tread cap rubber 2 arranged in the tire circumferential direction.
0b is divided by a finite number of tetrahedral elements 4a, 4b ...
In this way, by patterning the pattern element model 4 separately from the tire body part element model 3, the pattern element model 4 can be made into a more detailed element (meshing) than the tire body part element model 3 as in this example. It is preferable in that the influence of the tread pattern can be analyzed in more detail. For various tires having the same tire internal structure but different tread patterns, only the tread pattern element model 4 can be set, and the tire body element element model 3 can be shared, which further improves development efficiency. There are advantages that can be improved.

Then, in the present embodiment, the tire finite element model 2 is completed by performing a process of connecting the tread pattern portion element model 4 to the tire body portion element model 3. As shown in FIG. 5, the inner surface or node of the tread pattern element model 4 is defined to be forcedly displaced so that its relative position does not change with respect to the surface or node of the tire body element model 3. To be joined.

Next, a running simulation process is carried out in which the tire finite element model 2 is mounted on a virtual rim, grounded on a virtual road surface 7 and contacted or moved relative to the virtual road surface under predetermined running conditions.

The "mounting the tire finite element model 2 on the virtual rim" means that the rim contact area of the tire finite element model 2 is restricted and the tire axial direction of the bead portion of the model 2 is restricted as shown in FIG. It means forced displacement of the distance W to the rim width. The rotation axis CL of the tire finite element model 2 is connected and fixed so that the relative distance r to the rim constraint area of the tire finite element model 2 is always constant as shown in FIG. The virtual road surface 7 is modeled as a flat quadrilateral rigid surface.

The predetermined traveling conditions in the traveling simulation process include, for example, the internal pressure of the tire finite element model 2, axial load, slip angle α, camber angle, friction information between the tire finite element model 2 and the virtual road surface 7. Including etc. The internal pressure can be set by applying a uniformly distributed load corresponding to the tire internal pressure on the inner surface of the tire finite element model 2.

The "slip angle α" means the angle formed by the traveling direction of the road surface and the center line of the tire circumferential direction as shown in FIG. Generally, a tire in such a rolling state (during cornering) moves laterally while the contact surface of the tread portion keeps contact with the road surface over time as shown in FIG. As described above, the surface of the tread portion is laterally pushed by the road surface, and the tread portion undergoes shear deformation, thereby generating a cornering force which is a force in the direction perpendicular to the traveling direction. What is the camber angle?
The angle formed by the road surface and the center line in the tire circumferential direction when the tire is viewed from the front in the traveling direction.

When running simulation of the tire finite element model 2, for example, after the bead portion of the tire finite element model is restrained and the internal pressure is applied, the operation shown in FIG.
By pressing the virtual road surface 7 against the tire finite element model 2 as shown in FIG. 2, or by pressing the rotation axis CL of the tire finite element model 2 against the virtual road surface 7, the tire finite element model 2 is brought into contact with the virtual road surface 7. Set various conditions such as load load according to actual usage conditions.

For example, in the case of analyzing the cornering characteristics, the tire finite element model 2 is brought into contact with the virtual road surface 7 as described above, and the tire finite element model 2 is turned so as to have a slip angle α so that the two are relatively moved. To simulate. At this time, the tire finite element model 2 can be rolled by the frictional force due to the movement of the virtual road surface 7, for example, when the rotating shaft is freely supported.

When simulating a cornering force or the like, it is preferable to roll the tire finite element model on the virtual road surface 7 for half a rotation or more in order to analyze accurate information. This is because the cornering force of the tire changes with time and some rolling of the tire is required to reach a steady state.

Next, in the simulation of this example, information acquisition processing for acquiring predetermined information from the tire finite element model 2 during the running simulation is performed. In this process, for example, information including the cornering force, the shape of the contact surface, or the internal stress distribution can be acquired from the tire finite element model 2 as numerical information or image information such as animation.

This simulation is performed by the finite element method. Generally, a procedure for giving various boundary conditions to a finite element model and acquiring information such as force and displacement of the entire system can be performed according to well-known and well-known examples. The calculation algorithm of this example is an explicit method. For example, the mass matrix M, the stiffness matrix K, and the damping matrix C of the element based on the shape of the element, the material properties of the element, such as density, Young's modulus, and damping coefficient.
To create.

The above matrices are combined to form a matrix of the entire system to be simulated. In addition, the boundary condition is appropriately applied to create the equation of motion of the following mathematical expression 1.

[Equation 1]

A simulation can be carried out by successively calculating the equation 1 by the CPU at every minute time t.
It is preferable that the minute time t of the sequential calculation is set to 0.9 times or less of the minimum time of the stress wave propagation time calculated for all the elements.

Tires are required to have many performances such as cornering force, braking performance, noise performance, wear performance, and rolling resistance performance. In particular, in order to analyze these tire performances, a simulation of rolling the tires is required. Becomes In this simulation, since both the tire body part element model 2 and the tread pattern part element model 3 are continuous in the circumferential direction, rolling simulation is possible, and if the cornering performance, wear performance, and damping effect are taken into consideration, vibration will occur. It is possible to predict and analyze hydroplaning performance by coupling performance and fluid.

Although described in detail above, the present invention is not limited to the above-described embodiment, and is, for example, the tire body portion 1B.
Can be modified into various modes, such as including the belt layer and including the tread portion base rubber 20a in the tread pattern portion.

[0047]

[Example] Two tires were simulated this time.
35 / 45ZR17LMG02 (manufactured by Sumitomo Rubber Industries, Ltd.), cornering force, tread surface during cornering, and internal stress distribution. The finite element model of this tire is the same as that shown in Fig. 1, and the number of nodes is 4
3896, and the number of elements is 76359.

The virtual road surface was modeled as a flat hard surface. Then, after restraining the bead portion of the tire finite element model and applying the tire internal pressure load, the virtual road surface is pressed against the tire model to load the tire surface, and the road surface is moved so as to make a slip angle with respect to the tire to simulate. went. The tire finite element model has a free rotation axis and rolls due to the frictional force due to the movement of the road surface. The coefficient of friction between the tire and the road surface was set to 1.0 together with static friction.
The traveling speed of the road surface was set to 20 km / h.

In this simulation, a cornering simulation was performed with slip angles α set to 0, 1, 2, and 4 deg. The result is shown in FIG.

As is apparent from FIG. 10, it is understood that the cornering force is obtained in a substantially stable state approximately 0.15 seconds after the road surface is moved with a slip angle. This is less than about a half rotation when converted into the number of rotations of the tire. Therefore, in order to simulate the cornering force, it is necessary to roll the tire at least to this extent, and it is preferable to provide the tread pattern on the entire circumference of the tire for that purpose.

Further, the cornering force of this simulation and the steady cornering force (Experiment) of the actual measurement using the drum tester are almost the same, and the high accuracy of this simulation was confirmed. In this simulation, some cornering force is generated at a slip angle of 0 deg. It is considered that the price tear phenomenon caused by the coupling effect appears mainly because the belt layers have a bias laminated structure. be able to. In this simulation, even the price tear phenomenon is faithfully expressed, and it can be seen that the accuracy is high.

Next, FIG. 12 shows the results of analysis of the stress distribution at the center of contact at the time of cornering at a slip angle of 4 deg.
Shown in. From this, it was found that a large tensile stress (dot portion) was generated on the tire side surface inside the cornering. Also, the contact pressure distribution of the tread portion at this time is shown in FIG.
Shown in. From this, it is understood that the block in the tire central portion behind the tread portion is largely deformed and the ground contact pressure is high (dot portion). Up to now, it is impossible to experimentally measure the contact pressure distribution during tire rolling using an actual vehicle, but this can be known in this simulation.
By collecting such data, it is possible to analyze in detail what kind of force acts on which part of the tread pattern of the tire, the tire pattern can be designed efficiently, and it is very useful. . This simulation is about 40 hours of CP using a super computer
U calculation time was required.

[0053]

As described above, in the inventions according to claims 1, 2 and 5, the tire finite element model is a tire body part element model in which the same cross section is continuous in the tire circumferential direction, and the tread pattern is provided over the entire circumference. Since it has a finite element tread pattern part element model, running simulation using this tire finite element model can simulate accurate tire performance including the influence of the tread pattern and improve development efficiency. To help. Further, since the tire body part element model can be shared for various tires having different tread patterns, the development efficiency can be further improved.

According to the third aspect of the present invention, regarding the internal structure of the tire, each structural material such as a carcass, a cord reinforcing material such as a belt layer, a rubber portion such as sidewall rubber, a bead core, etc. is made into a finite number of plural elements. By setting a divided element model, the cord material of the cord reinforcing material is modeled as a quadrilateral membrane element that defines anisotropy, and the topping rubber is modeled as a hexahedral solid element. Accurate tire performance can be simulated, and detailed tire design such as tire pattern shape, carcass and belt arrangement, and topping rubber thickness can be considered.

In the invention according to claim 4, running conditions such as the internal pressure of the tire finite element model, the axial load, the slip angle, the camber angle, and the friction between the tire finite element model and the virtual road surface are set. From the tire finite element model,
Cornering force, which is especially important for tire development,
Information including the shape of the ground contact surface or the internal stress distribution can be acquired, which can contribute to further improvement in development efficiency.

[Brief description of drawings]

FIG. 1 is a perspective view of a tire finite element model of the present invention.

FIG. 2 is a perspective view of a tire body part element model.

FIG. 3 is a conceptual diagram showing element modeling of a cord reinforcing material.

FIG. 4 is a perspective view of a tread pattern portion element model.

FIG. 5 is a diagram illustrating a modification of a tire finite element model.

FIG. 6 is a block diagram showing an embodiment of a simulation apparatus of the present invention.

FIG. 7 is a flowchart showing a processing procedure of this embodiment.

FIG. 8 is a conceptual diagram of a cross section in which a tire finite element model is grounded on a virtual road surface.

FIG. 9 is a conceptual view of a plane in which a tire finite element model is grounded on a virtual road surface.

FIG. 10 is a graph showing a simulation result of cornering force.

FIG. 11 is a diagram showing a tread surface of a tire finite element model during cornering.

FIG. 12 is a diagram showing a cross section of a tire finite element model during cornering.

FIG. 13 is a sectional view of a tire.

FIG. 14 is a diagram illustrating a cornering force.

[Explanation of symbols]

T tire 2 tire finite element model 3 Tire body part element model 4 Tread pattern element model 5 Cord reinforcement element model 7 virtual road surface

Claims (5)

[Claims] 1. A tire performance simulation method in which a tire to be evaluated is approximated by a tire finite element model divided into a finite number of elements and a tire performance is simulated from the tire finite element model using the finite element method. The tire body portion in which the cord reinforcing material including the carcass and the belt, the rubber portion including the sidewall rubber and the bead rubber, and the bead core are continuous in the tire circumferential direction in the same sectional shape is divided into a finite number of elements. A process of setting a tire body part element model, a tread pattern of the tire having a longitudinal groove extending in the tire circumferential direction and a lateral groove extending in a direction intersecting with the longitudinal groove, is provided in a finite number of large numbers over the entire circumference in the tire circumferential direction. The process of setting the tread pattern part element model divided into elements and the tread pattern part element model The process of setting the tire finite element model by connecting to the yabody part element model, the internal pressure of the tire finite element model, the axial load, the slip angle, the camber angle, the friction coefficient between the tire finite element model and the virtual road surface A traveling simulation process in which the running condition including is set, the tire finite element model is mounted on a virtual rim, and contacted or moved relative to the virtual road surface, and predetermined information is obtained from the tire finite element model during the running simulation. And a method for simulating tire performance, wherein the tread pattern part element model includes a plurality of models having different tread patterns. 2. The tire performance simulation method according to claim 1, wherein the rubber portion of the tire body portion includes a tread portion base rubber. 3. The tire body part element model, a cord reinforcing material element model in which a cord material constituting the cord reinforcing material and a topping rubber covering the cord material are each divided into a finite number of elements, and the rubber. A rubber part element model in which a part is divided into a finite number of plural elements, and a bead core element model in which the bead core is divided into a finite number of plural elements, and the cord reinforcing material element model includes the cord material. The tire performance simulation method according to claim 1 or 2, wherein the topping rubber is modeled as a quadrilateral membrane element in which anisotropy is defined, and the topping rubber is modeled as a hexahedral solid element. 4. The information acquisition process acquires information including cornering force, contact surface shape, pressure distribution or internal stress distribution from a tire finite element model. The tire performance simulation method described. 5. A tire performance simulation apparatus for approximating a tire to be evaluated by a tire finite element model in which a finite number of elements are divided, and simulating tire performance from the tire finite element model using a finite element method. The tire body portion in which the cord reinforcing material including the carcass and the belt, the rubber portion including the sidewall rubber and the bead rubber, and the bead core are continuous in the tire circumferential direction in the same sectional shape is divided into a finite number of elements. Disposing a tire body part element model, a tread pattern of the tire having a longitudinal groove extending in the tire circumferential direction and a lateral groove extending in a direction intersecting with the longitudinal groove,
A process of setting a tread pattern part element model divided into a finite number of elements over the entire circumference in the tire circumferential direction, and a tire finite element model by arranging the tread pattern part element model in the tire body part element model And the running conditions including the internal pressure of the tire finite element model, the axial load, the slip angle, the camber angle, the friction coefficient between the tire finite element model and the virtual road surface, and the tire finite element model. A traveling simulation process in which the vehicle is mounted on a virtual rim and moved in contact with or relative to a virtual road surface, and an arithmetic processing device that performs an information acquisition process for acquiring predetermined information from the tire finite element model during the traveling simulation, The tread pattern part element model includes a plurality of models having different tread patterns. A device for simulating tire performance, which includes