JP2005263222A - Tire performance simulation method, device and recording medium - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily prepare a model and to easily change a plurality of patterns when tire performance is simulated. <P>SOLUTION: A tire body model for analyzing performance, a tread pattern model relative to the tire body model, a wheel mode for installing the tire and a mounting object model for mounting the tire wheel installation body are selected (100-106). The selected tire body model and the tread pattern model are bonded to prepare the tire model and the wheel model is bonded to the prepared tire model to prepare the tire wheel installation model (108). The tire wheel installation mode and the mounting object model are bonded to prepare an analysis object model (110) and the analysis simulation of four wheel tire performance is performed according to an analysis program (112). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a tire performance simulation method, apparatus, and recording medium, and in particular, a tire performance simulation method and apparatus that can analyze the performance of a tire with a pattern in a use state, and the performance of a tire with a pattern in use. The present invention relates to a computer-readable recording medium on which a program to be analyzed in the computer is recorded.

  Conventionally, when trying to predict and improve tire noise and vibration ride performance, tests have been performed on tires alone.

  However, in general, a tire testing machine has a wheel mounting portion fixed to the testing machine, and is essentially different from a vehicle in which the tire mounting portion (ie, suspension) is movable when actually mounted. Is different. For this reason, it has been difficult to accurately measure small differences in tire performance when changing tire patterns. That is, in the tire unit test, it is difficult to accurately measure the effect when the pattern is changed in a pattern-equipped tire including a plurality of land portions, in particular, a lug groove, a sipe, a high angle groove, and the like. there were.

  In order to solve this problem, a suspension is attached to a tire unit testing machine, but it is difficult to precisely match the geometric position of the suspension with the vehicle, and it supports various types of suspensions. In order to do so, there is a problem that a variety of suspensions must be prepared.

  Moreover, when actually carrying out a test with tires mounted on a vehicle, it is necessary to prepare four tires and a vehicle, and the tire moves with the vehicle during the test (translational movement), so the measurement is very There is also the problem of being difficult and time consuming and expensive.

  Numerical analysis can be performed to solve these problems, but in order to analyze in-vehicle sound and vibration ride comfort performance in the seat, it is necessary to perform analysis that includes the tire pattern while mounted on the vehicle. Must not.

  Patent Document 1 describes a simulation method in which a tire with a pattern composed of a plurality of land portions is represented by a tire body part element model and a tread pattern part element model for simulation, but the tire is mounted on the vehicle. It is not possible to perform simulations with

Moreover, the following technologies of Non-Patent Document 1 to Non-Patent Document 3 are known as simulations combining a vehicle and a tire.
Japanese Patent Laid-Open No. 11-153520 Vehicle dynamics simulations with coupled multibody and fine elementmodels, C.I. W. Mousseau, T .; A. Laursen, M .; Lidberg and R.M. L. Taylor, Fine Elements in Analysis and Design, 31, [1999] 295-315). Car overstep simulation using FEM tire model (Hirohiro Hayashi, Japan LS-DYNA User Conference '99). Analysis of ADAMS tires from Mechanical Dynamics (URL: http://www.adams.co.jp).

However, in the techniques of Non-Patent Document 1 to Non-Patent Document 3 described above, the actual tire pattern is not considered although the vehicle mounting state is considered. In the technique of Non-Patent Document 3, simulation is possible by adding the equivalent rigidity of a pattern to a smooth tire, but it is not an actual tire pattern.

  Further, in the case of a tire with a pattern (particularly, lug groove, sipe, high angle groove, etc.), when performing numerical calculation combining the tire and the vehicle, the numerical calculation model becomes large and it becomes difficult to create the model. Moreover, in order to analyze the influence of the pattern on the tire performance, it is necessary to create an analysis model that can easily change a plurality of patterns.

  The present invention has been made to solve the above-described problem, and provides a tire performance simulation method and apparatus capable of easily creating a model and easily changing a plurality of patterns, and a recording medium on which a tire performance simulation program is recorded. The purpose is to do.

  In order to achieve the above object, the invention of claim 1 divides a patterned tire having a pattern composed of a plurality of land portions into a plurality of parts, and a plurality of parts formed by dividing each part into multiple elements. By creating a tire model combining a part model and a wheel model formed by dividing a wheel into multiple elements, creating a suspension model dividing the suspension into multiple elements, and combining the tire model and the wheel model The performance of the tire with a pattern is analyzed in the state of use by using the first numerical calculation model composed of the tire wheel assembly model and the second numerical calculation model including the suspension model as one numerical calculation model. It is.

  The invention of claim 2 is a tire produced by combining a plurality of component models formed by dividing a patterned tire having a pattern composed of a plurality of land parts into a plurality of parts and dividing each part into a plurality of elements. A first storage unit storing a first numerical calculation model including a model and a second numerical calculation model including a suspension model obtained by dividing the suspension into a plurality of elements; The second storage means storing the program, and the first numerical calculation model and the second numerical model stored in the first storage means as one numerical calculation model, and according to the program, And analyzing means for analyzing the performance in a use state.

  The invention of claim 3 is formed by dividing a tire with a pattern having a pattern composed of a plurality of land portions into a plurality of parts on a computer-readable recording medium, and dividing each part into a plurality of elements. A first numerical calculation model including a tire model created by combining a plurality of component models, a second numerical calculation model including a suspension model in which a suspension is divided into multiple elements, and a first storage means stored in a first storage means A numerical analysis model 1 and a second numerical model are recorded as a single numerical calculation model, and a program for analyzing the performance of a patterned tire in use is recorded.

  The present invention creates a tire with a pattern having a pattern composed of a plurality of land portions (particularly, lug grooves, sipes, and high angle grooves), for example, using a numerical calculation model such as a finite element model (FEM), and a suspension. Is also created by a numerical calculation model (for example, FEM), these numerical models are combined and analyzed as a single numerical calculation model, and the performance of the tire with a pattern is simulated in use.

  In the present invention, when a large-scale numerical calculation model is created, a model is efficiently created by combining individual parts such as patterns and cases, tires and wheels, suspension arms and bushes, and the like, and It is possible to change the pattern easily.

  In the case of patterns with multiple land parts, especially lug grooves, sipes, high angle grooves, etc., if a numerical analysis combining the tire and the vehicle is performed, the tire attachment part becomes a suspension and it can be moved and mounted on the vehicle The state can be easily reproduced, and small differences in tire performance when changing patterns can be analyzed accurately. It is also possible to precisely match the geometric position of the suspension with that of the vehicle, so that various types of suspension can be easily handled.

  The tire model of the present invention is created by combining a plurality of part models formed by dividing a patterned tire into a plurality of parts and dividing each part into a plurality of elements. For this reason, when creating a numerical calculation model that is an analysis model, it can be created by creating and combining models for each individual part, so even a large-scale model can be created easily in a short time.

  The first numerical calculation model can further include a wheel model formed by dividing the wheel into a number of elements. A tire / wheel assembly model can be created by combining the wheel model and the tire model. In addition to the suspension model, the second numerical calculation model can include a vehicle body model formed by dividing the vehicle body into multiple elements.

  In addition, the tire is divided into two parts, the tire body excluding the pattern and the pattern, and a part model formed by dividing the tire body into multiple elements and a part model formed by dividing the pattern into multiple elements are created. By preparing multiple tire models for each part model and creating a tire model by combining one selected tire model part model and one selected part model model, different tire models and different patterns Can be used for model analysis. Also, the pattern can be easily changed. When analyzing tires of the same size, one standard model may be prepared for the component model of the tire body.

  Also, a tire wheel assembly model is created by combining a single wheel model created by selecting a plurality of wheel models created separately from the tire model and a single selected tire model, and efficiently different from different tires. The performance of the combination with the wheel can be analyzed.

  Furthermore, by combining a suspension model created separately from the tire-wheel assembly model, or by further combining a vehicle body model, performance prediction can be performed efficiently.

  When creating a large-scale numerical calculation model, it is possible to create a model efficiently and easily by combining individual parts (parts) after modeling them into patterns and cases, tires and wheels, suspension arms and bushes, etc. It is possible to change the pattern.

  As described above, according to the present invention, since a numerical calculation model is created by creating and combining models for each individual part, even a large model can be easily created in a short time and easily The effect is obtained that the pattern can be changed and the performance of the tire can be simulated in the state of use.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, the tire performance simulation apparatus of the present embodiment is a recording medium on which a tire performance simulation program composed of a personal computer, a numerical calculation model of tires and suspensions, and a tire performance analysis program is recorded. And a floppy (registered trademark) disk FD.

  The personal computer includes a keyboard 10 for inputting data and the like, a computer main body 12 for simulating tire performance according to a processing program stored in advance in a recording medium provided therein, a simulation result of the computer main body 12 and the like. It comprises a display device 14 such as a CRT for displaying.

  The computer main body 12 includes a floppy (registered trademark) disk drive unit (FDU) in which a floppy (registered trademark) disk FD as a recording medium can be inserted and removed. A processing routine, which will be described later, can be read from a floppy (registered trademark) disk FD using the FDU. Therefore, a processing routine to be described later may be recorded in the FD in advance and the processing program recorded in the FD may be executed via the FDU. Further, a mass storage device (not shown) such as a hard disk device is connected to the computer main body 12, and the processing program recorded on the FD is stored (installed) in the mass storage device (not shown) and executed. Also good. As recording media, there are large-capacity magnetic disks such as Zip (trade name) and Jazz (trade name), optical disks such as CD-ROM, and magneto-optical disks such as MD and MO. The large-capacity magnetic disk device, CD-ROM device, MD device, MO device, or the like may be used instead of or in addition to the FDU.

  Next, a tire model represented by the finite element method of the present embodiment will be described with reference to FIG. As shown in FIG. 2, the tire model 20 is created by combining a tire body model 22 and a tread pattern model 24. In the tire body model 22 and the tread pattern model 24, a tire with a pattern having a pattern composed of a plurality of land portions is divided into a tire body and a tread pattern portion, and each of the tire body and the tread pattern portion is divided into multiple elements. It is created by representing with finite elements.

  A plurality of tire main body models 22 and tread pattern models 24 are created for each type of tire and recorded on a recording medium inside the computer.

  This recording medium includes a plurality of wheel models created by dividing each of a plurality of types of tire wheels into a number of elements, a plurality of suspension models created by dividing each of a plurality of types of suspensions into a number of elements, a plurality of types of A plurality of vehicle body models created by dividing each vehicle body into a number of elements, a plurality of vehicle mechanism analysis models, and a plurality of suspension mechanism analysis models are also recorded.

  Next, the processing routine of the tire performance simulation program will be described with reference to FIG. In step 100, one tire body model whose performance is to be analyzed is selected from a plurality of models recorded on the recording medium based on the data input from the operator. In step 102, a tread pattern model for this tire body model is selected. Select the same.

  In step 104, one wheel model for assembling the tire is similarly selected based on the data input from the operator, and in step 106, one attachment target model for attaching the tire / wheel assembly is similarly selected. . The attachment target model may be any one of a suspension model, two models of a suspension model and a vehicle body model, a vehicle mechanism analysis model, and a suspension mechanism analysis model.

  When analyzing tire performance in a normal use state, a suspension model and a vehicle body model are selected. In the case of tire performance analysis, the spring constant of the tire itself and the suspension is lower than the elasticity of the vehicle body (body), so the body can be approximated as a rigid body. By ignoring the elastic deformation of the vehicle body and handling it as a rigid body, it becomes possible to predict performance more efficiently (faster). In this case, the suspension model is selected as a target model to which the tire / wheel assembly model is attached.

  Further, the spring constants of the tire itself and the suspension spring are lower than the spring constants of the vehicle body and the suspension component parts themselves. Therefore, by ignoring the elastic deformation of the component itself and approximating it as a rigid body and considering only this geometrical motion, it is possible to predict the performance more efficiently. In this case, it is desirable to include components that contribute to damping, such as dampers and bushes, in the analysis model. The reason for this is that the magnitude of damping is not only due to the tire itself but also due to the contribution of dampers, bushes, and the like. In this case, a vehicle mechanism analysis model or a suspension mechanism analysis model is selected.

  In the next step 108, a tire model is created by combining the selected tire body model and the dread pattern model, and a tire wheel assembly model is created by combining the wheel model with the created tire model. In the next step 110, the analysis target model is created by combining the tire wheel assembly model and the attachment target model. Examples of analysis target models are shown in FIGS. FIG. 4 shows an analysis target model obtained by combining three models of a vehicle body model, a suspension model, and a tire / wheel assembly model. FIG. 5 shows a suspension model and a tire without a vehicle body model (without a body). FIG. 6 shows an analysis target model obtained by combining a wheel assembly model and FIG. 6 shows an analysis target model obtained by combining a mechanism analysis model representing a vehicle and a tire wheel assembly model. Shows a model to be analyzed in which a mechanism analysis model representing a suspension and a tire / wheel assembly model are combined without a vehicle body model. In addition, a model that combines a tire wheel model with a rigid wheel model and a suspension model, a model that combines a mechanism analysis model that represents a vehicle and a tire wheel assembly model, a mechanism analysis model that represents a suspension, a vehicle body model, Also, a model obtained by combining the three models of the tire wheel assembly model and a model combining the mechanism analysis model representing the vehicle and the tire wheel assembly model can be used as the analysis target model.

  In step 112, an analysis simulation of the tire performance of the four wheels is performed in accordance with a predetermined analysis program, and necessary data is acquired.

  In the above embodiment, the vehicle running state is analyzed by mechanism analysis or the like in which a simple tire model is combined with the vehicle model, or by experiment, and the locus of the suspension attachment point is extracted from the result, and this locus is obtained. If a single wheel or single-shaft suspension and tire are taken out and analyzed in detail, the performance can be predicted efficiently and accurately. In this case, for example, as shown in FIG. 8, without using a vehicle body model, a model combined with a suspension model and a tire / wheel assembly model is used, and the locus data of the suspension attachment point is the vehicle model and the simple tire model. A mechanism analysis result, an analysis result of another vehicle, or an experiment result can be used. In FIG. 8, ◯ indicates a suspension attachment point, that is, a point giving trajectory data.

  Hereinafter, examples in which tire performance is simulated using the tire performance simulation device of the present embodiment described above will be described below.

  (1) PSR195 / 65R15 tires with only 4 main grooves, tires with caramel patterns in the 4 circumferential grooves, caramel pattern block centers in the 4 circumferential grooves with a width of 0.5 mm and a depth of 5 mm For three types of tires with a single sipe in the width direction of the tire, the vertical force when overcoming a cleat with a height of 5 mm and a width of 10 mm is tested in the laboratory, actual vehicle test, analysis method using a conventional finite element model, and this implementation Each of the examples using the tire performance simulation apparatus of the form was compared.

  In the indoor test, a cleat was attached to a drum having a diameter of 3 m at an internal pressure of 200 kPa and a load of 4.00 kN, the tire mounting shaft was fixed to the test machine, and the axial force fluctuation at the time of overcoming the cleat was measured at a speed of 40 km / h.

  In the actual vehicle test, a cleat was placed on a flat road surface, and the front wheel axial force fluctuation was measured when passing over it at a speed of 40 km / h.

  In the conventional analysis method, only the tire with a wheel in which the bead portion is fixed to the rigid wheel was analyzed, and the axial force fluctuation at the time of overriding the cleat placed on a flat road surface was obtained.

  In the example, the tire wheel model in which the rigid wheel model was assembled was combined with the same suspension analysis model (suspension model) as in the actual vehicle test, and the axial force fluctuation at the time of overriding the cleat placed on a flat road surface was obtained.

  As a result, the maximum and minimum difference in the vertical axial force variation was expressed as an index as shown in Table 1 with the tire axial force of only the four main grooves as 100.

  From Table 1, the results of the laboratory tests with the shaft fixed and no suspension and the conventional analysis method are the same as the actual vehicle but quantitatively different. On the other hand, in the embodiment in which the suspension model is combined, the influence of the pattern is correctly captured as in the actual vehicle.

  (2) PSR185 / 70R14 tires with caramel patterns in three circumferential grooves, and one tire widthwise sipe with a width of 0.5 mm and a depth of 5 mm at each block center of the caramel pattern in these three circumferential grooves. The conventional analysis method and this example were compared for the difference between the maximum and minimum fluctuations in the vertical force at the time of overcoming a cleat having a height of 10 mm and a width of 50 mm at two speeds of 60 km / h.

  The conventional analysis method is an analysis of only a tire with a wheel in which a bead portion is fixed to a rigid wheel. In this embodiment, (a) a simulation using a FEM (finite element model) in which three models of a vehicle body model, a suspension model, and a tire wheel assembly model are combined, and (b) without a vehicle body model (without a body) , Simulation using FEM combining suspension model and tire wheel assembly model, (c) simulation using FEM combining mechanism analysis model representing vehicle and tire wheel assembly model, (d) vehicle body Without model, simulation using FEM combining mechanism analysis model representing tire and tire wheel assembly model, (e) Using FEM combined with suspension model and tire wheel assembly model without body model The track data of the suspension attachment point is the vehicle A simulation was performed using the mechanism analysis results of the Dell and simple tire model.

  Table 2 shows the result of comparison with actual vehicle test results. The value is expressed as an index of how much the vertical force of the sipe-patterned tire decreased with respect to the sipe-free caramel pattern.

Conventional analysis methods are qualitatively good but lack quantitativeness.
The analysis time of this embodiment is as shown in the following table, where new (a) is 100.

  (3) Tires with PSR205 / 50R16 with a 4-slot caramel pattern, with two tires with a circumferential pitch number of 40 and 60 tires, the speed gradually increased from 10 km / h A steady circle turning (50R) test was performed, and the vehicle roll angle at the time of 0.5G generation was compared between the actual vehicle test result and this example.

  In this embodiment, (a) an FEM that combines three models of a vehicle body model, a suspension model, and a tire wheel assembly model, and (b) an FEM that combines a mechanism analysis model representing a vehicle and a tire wheel assembly model. The two analysis models were simulated.

  Table 4 below shows the analysis result as an index with the result of caramel having a pitch number of 60 in the actual vehicle test as 100.

(4) Tires with PSR235 / 70R16 with a 4-slot caramel pattern and two tire widthwise sipes with a width of 0.5 m and a depth of 5 mm at each block center of the 4-slot caramel pattern. For two types of tires, one with a circumferential sipe, on a road surface in which a 3/4 part of a 10 mm diameter sphere is embedded at a density of 4 cm ² on a flat road surface such as a road noise road. That is, the vehicle interior sound at the position of the driver's head when driving straight on a road surface in which a quarter part of a sphere having a diameter of 10 mm at a density of 4 cm ² protrudes on the road surface is the actual vehicle test. Comparison was made with this example.

  This simulation cannot be executed by the conventional analysis method using only the tire model. In this embodiment, (a) FEM simulation combining three models: a vehicle body model, a suspension model, and a tire wheel assembly model; (b) suspension model and tire wheel without a vehicle body model (without body) A simulation using an FEM combined with an assembly model was performed, and (c) a FEM combined with a mechanism analysis model representing a vehicle and a tire wheel assembly model was simulated.

  Table 5 shows the result of comparison with actual vehicle results. The value was expressed as an index of how much the sound inside the sipe-patterned tire decreased with respect to the caramel-patterned tire.

  The analysis time of this example is as follows, assuming that the example (a) is 100.

    (5) A lane change test was performed on two types of tires with a PRS205 / 55R16 pitch length of 35 mm and 40 mm, and the time until the yaw rate fluctuation converged was compared between the actual vehicle test and this example. The tire tread pattern used is as shown in FIG. In the figure, the alternate long and short dash line CL is the center line of the tire. The two types of tires differed only in the pattern pitch length, and the same cross-sectional area, structure and rubber were used.

  In the actual vehicle test, the tire was mounted on a 6.5 × 16 rim and the tire pressure was 220 kPa. Further, a sine wave steering input was given to the lane change, and the steering angle of the sine wave was 50 degrees (amplitude), the cycle was 2 seconds, and the vehicle speed was 60 km / h.

  The actual steering angle of 2.5 degrees was input to the tire performance simulation device as the amplitude of the sine wave, and the other conditions (rim size, tire pressure, sine wave cycle, vehicle speed, etc.) were input under the same conditions as the actual vehicle test. . Note that it is impossible to input and analyze such complicated conditions with the conventional analysis method.

  In the embodiment (a), an FEM simulation in which three models of a vehicle body model, a suspension model, and a tire wheel assembly model are combined. In the embodiment (b), a mechanism analysis model and a tire wheel assembly model representing a vehicle are used. A FEM simulation was performed.

  The results of this simulation are shown in Table 7 in comparison with the actual vehicle results. The value was expressed as an index of the time until the yaw rate variation of a tire with a pitch length of 40 mm converged, with the time until the yaw rate variation of a tire with a pitch length of 35 mm converged as 100.

  The analysis time of this example is as follows, assuming that the example (a) is 100.

  (6) Brake tests were conducted on two types of tires with PSR205 / 55R16, with the tread surface pattern as shown in FIG. 10A (CL in the figure is a tire centerline) and directivity. The distance was compared between the actual vehicle test and this example. As shown in FIG. 10B, one of the two types of tires has an angle between the wall surface of the block and the tread surface of 84 degrees on both the stepping side and the kicking side, and the other tires are shown in FIG. As shown in (C), the angle between the wall surface of the block and the tread surface was 81 degrees on the kicking side and 87 degrees on the stepping side.

  In the actual vehicle test, the tire was mounted on a 6.5 × 16 rim, the tire air pressure was set to 220 kPa, and the anti-lock brake system (ABS) mounted on the vehicle was operated for braking. In the simulation of this example, the slip ratio with respect to the road surface of the tire was set to 10%, and the other conditions (rim size, tire air pressure, etc.) were input under the same conditions as the actual vehicle test, and the braking simulation was performed. Note that it is impossible to input and analyze such complicated conditions with the conventional analysis method. That is, load fluctuations and braking force are generated by braking, but the conventional analysis method using a single tire cannot take into account these factors to analyze the vehicle's deceleration state, and also analyzes using the ADAMS analysis results. Since the coupling is insufficient, it is impossible to analyze the state where the vehicle decelerates while generating the braking force.

  Further, in the embodiment (a), FEM simulation in which three models of a vehicle body model, a suspension model, and a tire wheel assembly model are combined, and in the embodiment (b), a mechanism analysis model representing the vehicle and the tire wheel assembly are combined. FEM simulation combined with the model was performed.

  The simulation results are shown in Table 9 in comparison with the actual vehicle results. The value is that the angle between the block wall surface and the tread surface is 84 degrees, and the braking distance of the tire is 84 degrees on both the tread surface and the tread surface. The angle between the block wall surface and the tread surface is 81 degrees on the kick side. On the side, the braking distance of the tire of 87 degrees is displayed as an index.

  The analysis time of this example is as follows, assuming that the example (a) is 100.

  (7) The vehicle body at the time of steady circle turning for two types of tires with PSR205 / 55R16 and the tread surface pattern having a pattern as shown in FIG. 11A (CL in the figure is the center line of the tire) The roll angle of the vehicle body was compared between the actual vehicle test and this example. As shown in FIG. 11B, one of the two types of tires has an angle formed by the block wall surface with the tread surface of 84 degrees on both the inner and outer sides in the tire width direction, and the other tires are shown in FIG. 11C. As shown in FIG. 4, the angle formed by the wall surface of the block and the tread surface was set to 81 degrees inside the tire width direction and 87 degrees inside.

  In the actual vehicle test, when the tire is mounted on a 6.5 × 16 rim, the tire air pressure is 220 kPa, the speed is changed on a circle with a radius of 40 m, the vehicle is turned in a steady circle, and the lateral gravity acceleration is 0.2 G. The roll angle of the car body was calculated. The same conditions as the actual vehicle test (rim size, tire air pressure, circle radius, lateral gravity acceleration, etc.) were also input to the tire performance simulation device to determine the roll angle of the vehicle body. Note that it is impossible to input and analyze such complicated conditions with the conventional analysis method. That is, load fluctuations and cornering forces are generated by cornering, but the conventional method of analyzing tires alone cannot analyze the state in which the vehicle moves along with these. Moreover, since the coupling is insufficient only by analyzing using the ADAMS analysis result, it is not possible to analyze the change in the vehicle behavior due to the cornering force.

  In the embodiment (a), an FEM simulation in which three models of a vehicle body model, a suspension model, and a tire wheel assembly model are combined. In the embodiment (b), a mechanism analysis model and a tire wheel assembly model representing a vehicle are used. A FEM simulation was performed.

  The simulation results are shown in Table 11 in comparison with the actual vehicle results. The value is that the angle between the block wall surface and the tread surface is 84 degrees on both the inner and outer sides in the tire width direction, the tire roll angle of the tire is 100, and the angle between the block wall surface and the tread surface is 81 degrees on the outer side in the tire width direction. The vehicle body roll angle of the tire which is 87 degrees inside is indicated by an index.

  The analysis time of this example is as follows, assuming that the example (a) is 100.

It is a block diagram of an embodiment of the invention. It is the schematic which shows the tire model used for embodiment of this invention. It is a flowchart which shows the tire performance simulation process routine of embodiment of this invention. It is the schematic which shows the analysis object model which combined three models of the vehicle body of the embodiment of this invention, a suspension, and a tire-wheel assembly. It is the schematic which shows the analysis object model which combined the suspension model and the tire wheel assembly | attachment model without the vehicle body. It is the schematic which shows the analysis object model which combined the mechanism analysis model showing a vehicle, and the tire wheel assembly | attachment model. It is the schematic which shows the analysis object model which combined the mechanism analysis model showing a suspension without a vehicle body, and the tire-wheel assembly | attachment model. It is the schematic in the case of simulating the locus data of a suspension attachment point using another result, using a model combined with a suspension model and a tire wheel assembly model without a vehicle body. It is a top view of a part of tread of the tire used for this example (5). (A) is a top view of a part of the tread of the tire used for the present embodiment (6), and (B) and (C) are cross-sectional views taken along 1-1 of (A). (A) is a top view of a part of the tread of the tire used in this embodiment (7), and (B)-(i), (C)-(i) are along 2-2 in (A). It is sectional drawing, (B)-(ii) (C)-(ii) is sectional drawing along 3-3 of (A).

Explanation of symbols

10 Keyboard 20 Tire model 22 Tire body model 24 Tread pattern model

Claims (23)

A tire with a pattern with a pattern consisting of multiple land parts is divided into multiple parts, and a tire model that combines multiple parts models formed by dividing each part into multiple elements, and the wheel is divided into multiple elements While creating the wheel model formed as
Create a suspension model that divides the suspension into many elements,
The first numerical calculation model composed of the tire wheel assembly model created by combining the tire model and the wheel model and the second numerical calculation model including the suspension model are used as one numerical calculation model for the tire with a pattern. Analyzing performance in use,
Tire performance simulation method.   The tire performance simulation according to claim 1, wherein a plurality of the tire models and the wheel models are created, and the tire-wheel assembly model is created by combining the selected one wheel model and the selected one tire model. Method. A tire with a pattern with a pattern consisting of multiple land parts is divided into multiple parts, and a tire model that combines multiple parts models formed by dividing each part into multiple elements, and the wheel is divided into multiple elements While creating the wheel model formed as
Create a suspension model that divides the suspension into multiple elements and a vehicle body model that is formed by dividing the vehicle body into multiple elements.
A first numerical calculation model composed of a tire wheel assembly model created by combining a tire model and a wheel model, and a second numerical calculation model composed of a combination of a suspension model and a vehicle body model are combined into one. Analyzing the performance of patterned tires in use as a numerical calculation model,
Tire performance simulation method.   The tire model includes a part model formed by dividing a tire into two parts, a tire body excluding a pattern, and a pattern, and dividing the tire body into multiple elements, and a part model formed by dividing the pattern into multiple elements; The tire performance simulation method according to claim 1, wherein the tire performance simulation method is created by combining the tire body part model and the pattern part model.   A plurality of part models for the tire body and a part model for the pattern are created, and the tire model is created by combining a selected part model for the tire body and a part model for the selected pattern. 5. The tire performance simulation method according to 4.   A standard model is created as a part model of the tire body, a plurality of part models of the pattern are created, and the tire body part model is combined with the selected part model of the pattern to form the tire. The tire performance simulation method according to claim 5, wherein a model is created.   The tire according to any one of claims 1 to 6, wherein a plurality of the suspension models are created, and the one numerical model is created by combining the selected one suspension model and the first numerical calculation model. Performance simulation method.   A plurality of the vehicle body models are created, and the one numerical model is created by combining the first numerical calculation model and a second numerical calculation model composed of a combination of the suspension model and one selected vehicle body model. The tire performance simulation method according to any one of claims 3 to 7.   The tire performance simulation method according to any one of claims 3 to 7, wherein the vehicle body model is a rigid body.   The tire performance simulation method according to claim 1, wherein the wheel model is a rigid body.   The second numerical model is any one of a suspension model, a suspension model and a vehicle body model, a vehicle mechanism analysis model, and a suspension mechanism analysis model. The tire performance simulation method according to Item.   The tire performance simulation method according to claim 11, wherein the vehicle mechanism analysis model or the suspension mechanism analysis model includes a component that contributes to damping.   Fluctuation in axial force when riding over cleats, fluctuations in vertical force when riding over cleats, steady circle turning test, in-car sound at the driver's head when driving straight on a road noise road, lane change test, tire braking test The tire performance simulation method according to any one of claims 1 to 12, wherein a simulation of a test for determining a roll angle of a vehicle body during steady circle turning is performed.   The tire performance simulation method according to claim 13, wherein, in the simulation of the steady circle turning test, the vehicle body roll angle is obtained by inputting a rim size, tire air pressure, a circle turning radius, and lateral gravity acceleration.   The tire performance simulation method according to claim 13, wherein in the simulation of the lane change test, a time until the yaw rate fluctuation converges is obtained.   The tire performance simulation method according to claim 15, wherein, in the simulation of the lane change test, a steering input of a sine wave is given to obtain a time until the yaw rate fluctuation converges.   The tire performance simulation method according to claim 13, wherein a braking distance is obtained in a simulation of the braking test of the tire.   The tire performance simulation method according to claim 1, wherein the tire with a pattern is a tire with a pattern including lug grooves, sipes, and high-angle grooves.   The tire performance simulation method according to any one of claims 1 to 18, wherein the suspension model is created by approximating the suspension component itself as a rigid body and including a component that contributes to damping. A first numerical value including a tire model created by combining a plurality of component models formed by dividing a patterned tire having a pattern of a plurality of land portions into a plurality of components and dividing each component into a plurality of elements. A first storage means storing a calculation model and a second numerical calculation model including a suspension model obtained by dividing the suspension into multiple elements;
Second storage means for storing a program for analyzing the performance of the tire with a pattern in a use state;
Analyzing means for analyzing the performance of the tire with a pattern in use according to the program, using the first numerical calculation model and the second numerical model stored in the first storage means as one numerical calculation model;
Tire performance simulation equipment including A first numerical value including a tire model created by combining a plurality of component models formed by dividing a patterned tire having a pattern of a plurality of land portions into a plurality of components and dividing each component into a plurality of elements. A calculation model;
A second numerical calculation model including a suspension model in which the suspension is divided into a number of elements;
A program for analyzing the performance of a tire with a pattern in a use state using the first numerical calculation model and the second numerical model stored in the first storage means as one numerical calculation model;
A computer-readable recording medium on which is recorded. A tire with a pattern with a pattern consisting of multiple land parts is divided into multiple parts, and a tire model that combines multiple parts models formed by dividing each part into multiple elements, and the wheel is divided into multiple elements While creating the wheel model formed as
Create a suspension model that divides the suspension into multiple elements, approximates the suspension component itself as a rigid body, and includes parts that contribute to damping.
The first numerical calculation model composed of the tire wheel assembly model created by combining the tire model and the wheel model and the second numerical calculation model including the suspension model are used as one numerical calculation model for the tire with a pattern. Analyzing performance in use,
Tire performance simulation method. A tire with a pattern with a pattern consisting of multiple land parts is divided into multiple parts, and a tire model that combines multiple parts models formed by dividing each part into multiple elements, and the wheel is divided into multiple elements While creating the wheel model formed as
The suspension is divided into multiple elements, the suspension component itself is approximated as a rigid body, and a suspension model including parts that contribute to damping, and a vehicle body model formed by dividing the vehicle body into multiple elements are created.
A first numerical calculation model composed of a tire wheel assembly model created by combining a tire model and a wheel model, and a second numerical calculation model composed of a combination of a suspension model and a vehicle body model are combined into one. Analyzing the performance of patterned tires in use as a numerical calculation model,
Tire performance simulation method.

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