JP2013226975A - Device, method and program for estimating dissipated energy of tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device, a method and a program for estimating dissipated energy of a tire, easily in a short time.SOLUTION: A tire dissipated energy estimation device includes: a vector computing means for computing a vector of a force generated in a slip region in a mechanical model, where a tire grounding surface is defined with an adhesive region and a slip region, and a vector of the slipping speed in the slip region, based on an input yaw angular velocity of a vehicle, a rotation angular velocity of a tire, lateral and longitudinal acceleration of a center of gravity point of a vehicle, and a steering angle of front wheels; and a dissipated energy time ratio computing means for computing the time ratio of the dissipated energy of the tire by computing an inner product of the vector of the force and the vector of the slipping speed.

Description

  The present invention relates to a tire dissipation energy estimation device, method, and program.

  Conventionally, in the development of tires such as pneumatic tires, when acquiring the wear state of a tire, it is obtained by actually designing and manufacturing the tire, running it on a car, running it, and then measuring the worn tire. It was. In recent years, with the development of numerical analysis methods such as the finite element method and the calculation environment, the computer has shifted to a method of simulating tire shape and wear with a computer. In addition, the demand for vehicles and tires with low energy consumption is increasing for many users, and so-called “eco” driving is also attracting attention because of its low energy consumption.

  Since energy dissipation due to slipping of tires associated with running is related to tire wear, technology development for predicting and estimating tire wear has been conventionally performed. The main of these are estimating tire wear by obtaining the slip amount based on a tire model that divides the tire into fine elements, but many are based on huge calculations and verification with experiments. However, it cannot be said that the estimation is so simple that online estimation is possible.

  For example, in Patent Document 1, tire dynamic element parameters are calculated using a tire slip angle, a friction coefficient between a road surface and a tire, a coefficient that defines a contact pressure partial pressure of a contact surface during a skid, and the like. There has been disclosed a technique for calculating tire wear characteristics from parameters and estimating tire wear by combining with physical property information of tread rubber.

  Patent Document 2 estimates and sets the usage status of tires that are actually worn, performs rolling analysis using the new tires under the estimated usage conditions, and calculates the unit per unit area of the tire tread rubber contact surface. A technique for estimating wear energy and estimating the wear amount from these parameters is disclosed. This technique aims to calculate how much wear occurs when the physical properties of the rubber are different from the estimation of the amount of wear, not from the viewpoint of online estimation.

  In Patent Document 3, a tire model / road surface model is created, a running condition is set, a rolling simulation is performed, rolling energy is calculated, wear energy is calculated / corrected, and a wear amount is estimated. Technology is disclosed. In setting the running mode, the mode is set from various factors (tire pressure, load load, tire rolling speed, slip angle, camber angle), a simulation is performed, and the wear amount is estimated and calculated. The wear energy received from the tire contact surface is acquired for each of a plurality of points on the predetermined tire contact surface, corrected by comparing the acquired plurality of wear energies, and tire wear is predicted.

  In Patent Document 4, when simulating tire wear, simulation conditions are set, rolling analysis is performed, wear energy is calculated, wear amount is calculated (amount of wear is calculated under a plurality of conditions), A technique for calculating an average value of the amount of wear and correcting a tire model is disclosed.

JP 2006-232011 A JP 2005-263070 A JP 2011-148465 A JP 2010-237023 A

"Movement and control of automobiles 2nd edition-Theoretical formation and application of vehicle kinematics", Masato Abe, Tokyo Denki University Press, January 2012

  However, the above prior art requires enormous calculation, and it is difficult to easily estimate the dissipation energy of the tire.

  An object of the present invention is to provide a tire dissipation energy estimation device, method, and program capable of estimating the dissipation energy of a tire simply and in a short time.

  In order to solve the above-described problem, the tire dissipation energy estimation device according to the first aspect of the present invention is the input vehicle yaw angular velocity, tire rotational angular velocity, lateral and longitudinal acceleration of the vehicle center of gravity, and front wheel rudder. A vector calculating means for calculating a vector of a force generated in the slip region and a vector of a slip speed in the slip region in a dynamic model that defines a tire contact surface by an adhesion region and a slip region based on the angle; and the force And a dissipating energy time rate calculating means for calculating a time rate of the dissipating energy of the tire by calculating the inner product of the vector of the slip speed and the vector of the sliding speed.

  According to the present invention, based on the input vehicle yaw angular velocity, tire rotational angular velocity, vehicle center-of-gravity point lateral and longitudinal acceleration, and front wheel rudder angle, the tire ground contact surface is defined as a sticky region and a slip region. The time vector of the dissipation energy of the tire is calculated by calculating the vector of the force generated in the slip region and the vector of the slip velocity in the slip region in the dynamic model defined by and calculating the inner product of these vectors. For this reason, it is not necessary to perform enormous calculation as in the conventional simulation using the finite element method, and the dissipation energy of the tire can be calculated easily and in a short time.

  In addition, as described in claim 2, a tire dissipating energy calculating unit that calculates the dissipating energy of the tire by time-integrating the time rate of the dissipating energy of the tire may be provided. Thereby, the dissipating energy of the tire can be easily recognized.

  According to a third aspect of the present invention, the vector calculating means includes a vertical load calculating means for calculating a vertical load of the tire based on lateral and longitudinal accelerations of the center of gravity of the vehicle, Based on the yaw angular velocity, the traveling speed calculation means for calculating the traveling speed in the in-plane direction of the tire, the vertical load of the tire, the rotational angular speed of the tire, and the traveling speed in the in-plane direction of the tire A slip ratio calculating means for calculating a longitudinal slip ratio of the tire, a front slip direction of the front wheel, a front-rear and lateral speed of the vehicle center of gravity, and a yaw angular speed of the vehicle. Side slip angle calculating means for calculating an angle, and based on the vertical load, the traveling speed in the in-plane direction of the tire, the longitudinal slip ratio of the tire, and the side slip angle of the tire It may be calculated time rate of dissipation energy of the tire.

  In addition, as described in claim 4, it is generated over the entire contact surface based on the vertical load, the traveling speed in the in-plane direction of the tire, the longitudinal slip ratio of the tire, and the side slip angle of the tire. It is good also as a structure provided with the force calculation means which calculates a longitudinal force and a lateral force.

  According to a fifth aspect of the present invention, the traveling speed calculation means is based on the yaw angular speed of the vehicle and the longitudinal force and lateral force generated across the ground contact surface fed back from the force calculation means. The traveling speed in the in-plane direction of the tire may be calculated.

  According to a sixth aspect of the present invention, the side slip angle calculating means is based on a yaw angular velocity of the vehicle and a longitudinal force and a lateral force generated across the ground contact surface fed back from the force calculating means. The side slip angle of the tire may be calculated.

  Further, as described in claim 7, the tire may include a display unit that displays a time rate of the dissipation energy of the tire for each tire.

  Moreover, as described in claim 8, a configuration may be provided that includes display means for displaying the dissipated energy of the tire for each tire.

  According to a ninth aspect of the present invention, there is provided a tire dissipation energy estimation method based on an input vehicle yaw angular velocity, tire rotational angular velocity, lateral and longitudinal acceleration of a vehicle center of gravity, and front wheel steering angle. Calculate a force vector generated in the slip area and a slip speed vector in the slip area in a dynamic model that defines the contact surface as an adhesive area and a slip area,

  By calculating the inner product of the force vector and the sliding speed vector, the time rate of the dissipation energy of the tire is calculated.

  A tire dissipation energy estimation program according to a tenth aspect of the invention causes a computer to function as the tire dissipation energy estimation device according to any one of the first to eighth aspects.

  According to the present invention, there is an effect that the dissipation energy of a tire can be estimated easily and in a short time.

It is a schematic block diagram of a tire dissipation energy estimation system. It is a figure showing the image of a process of a tire dissipation energy estimation apparatus. It is a flowchart of a tire dissipation energy estimation process. It is a figure for demonstrating a brush model. It is a figure which shows distribution of the largest frictional force generate | occur | produced in each part in a ground plane. It is a figure which shows the example of a display of the dissipation energy of a tire. It is a block diagram at the time of comprising a tire dissipation energy estimation apparatus with a computer. It is a diagram which shows an example of the time history of a steering angle. It is a diagram which shows an example of the time history of a horizontal angle. It is a diagram which shows an example of the time history of the time rate of the dissipation energy of each tire. It is a diagram which shows an example of the time history of the dissipation energy of each tire.

  FIG. 1 shows a schematic configuration of a tire dissipation energy estimation system 10 according to the present embodiment. As shown in the figure, a tire dissipation energy estimation system 10 includes a tire dissipation energy estimation device 12 that estimates tire dissipation energy, a yaw angular velocity sensor 14 that detects a yaw angular velocity of a vehicle, and a tire rotation that detects a rotation angular velocity of a tire. Angular velocity sensor 16, lateral acceleration sensor 18 that detects lateral acceleration of the vehicle center of gravity, longitudinal acceleration sensor 20 that detects longitudinal acceleration of the vehicle center of gravity, steering angle sensor 22 that detects the steering angle of the front wheels, and tires The display unit 24 is configured to display various types of information such as tire dissipation energy calculated by the dissipation energy estimation device 12.

  The tire rotation angular velocity sensor 16 is provided for each tire. Further, the yaw angular velocity sensor 14, the tire rotation angular velocity sensor 16, the lateral acceleration sensor 18, the longitudinal acceleration sensor 20, and the rudder angle sensor 22 are normally mounted on an automobile and can be used. For example, a display device provided in an instrument panel of a car, a display of a car navigation system, or the like can be used as the display unit 24.

  In the present embodiment, a case where the tire dissipation energy estimation system 10 is mounted on a four-wheeled vehicle will be described as an example, but the tire dissipation energy estimation system 10 is mounted on a vehicle other than four wheels (two wheels, six wheels, etc.). May be installed.

  FIG. 2 is a diagram conceptually illustrating the content of the tire dissipation energy estimation process performed by the tire dissipation energy estimation apparatus 12 according to the present embodiment.

As shown in FIG. 2, the tire dissipation energy estimation device 12 receives the vehicle yaw angular velocity r, the tire rotational angular velocity ω _i , the lateral acceleration a _{y of} the vehicle center of gravity, and the longitudinal direction of the vehicle center of gravity from each of the sensors described above. Acceleration a _x and the steering angle δ of the front wheels are input, and based on these parameters, the longitudinal force F _xi , the lateral force F _yi generated in each tire, and the time rate W _i of the dissipated energy are calculated (estimated). To do. Note that i is a subscript representing a tire, and is a value of 1 to 4 for a four-wheeled vehicle.

  Next, tire dissipation energy estimation processing executed by the tire dissipation energy estimation device 12 will be described with reference to the flowchart shown in FIG. Note that the dissipated energy estimation process of the tire shown in FIG. 3 is executed every predetermined time as an example in the present embodiment.

  In step S100, the yaw angular velocity r of the vehicle is input from the yaw angular velocity sensor 14, and the longitudinal velocity U of the vehicle center of gravity and the lateral velocity v of the vehicle center of gravity are calculated by the following equations.

Where m is the vehicle mass. F _xi is a longitudinal force generated over the entire contact surface, F _yi is a lateral force generated over the entire contact surface, and F _xi calculated in step S114, which will be described later, when the tire dissipation energy estimation process is executed last time, F _yi is fed back and input. Further, v and U in the integral calculation are fed back and input from v and U calculated in step S100 when the tire dissipation energy estimation process was executed last time.

Next, in step S102, and inputs an acceleration a _x in the longitudinal direction of the vehicle center of gravity from the longitudinal acceleration sensor 20, enter the acceleration a _y in the transverse direction of the vehicle center of gravity from the lateral acceleration sensor 18, the front wheels and The rear wheel vertical load F _zi is calculated by the following equation.

However, F _Z0i the load of the tire at the time of stationary, h is height above ground of the vehicle center of gravity, l is a wheel base, the d _f between the front wheel tire distance, d _r is a tire distance between the rear wheels, K _.phi.f the front wheel The roll stiffness of the suspension, K _φr, is the roll stiffness of the rear wheel suspension.

In step S104, the rotational angular velocity ω _i of each tire is input from the rotational angular velocity sensor 16 provided in each tire, and the circumferential velocity u _ωi of the tire contact surface is calculated by the following equations.
u _ωi = R _i · ω _i (5)

However, _Ri is an effective radius of a tire, and is calculated by the following formula.

However, R ₀ is a tire radius at the time of no load, alpha adjustment coefficient is set in a range of 0 to 1.0, k _z is the vertical stiffness of the tire. Here, the adjustment coefficient is set in advance according to the type of tire. For example, the adjustment coefficient is set to 0 for a radial tire and to 1 for a bias tire.

In step S106, the yaw angular velocity r of the vehicle is input from the yaw angular velocity sensor 14, and the traveling speed V _i in the in-plane direction of the tire is calculated for each of the front wheels (V _f ) and the rear wheels (V _r ) by the following equation. .

  In step S108, the tire longitudinal slip ratio s is calculated by the following equation. Note that the calculation formula differs between braking and driving.

  In step S110, the side slip angle β of the vehicle center of gravity is calculated by the following equation.

In step S112, the steering angle δ of the front wheel is input from the steering angle sensor 22, and the side slip angle β _{i of the} tire is calculated for each of the front wheel (β _f ) and the rear wheel (β _r ) by the following equation.

Here, l _f is the distance from the vehicle center of gravity to the front wheels, and l _r is the distance from the vehicle center of gravity to the front wheels.

In step S114, the longitudinal slip ratio s _i calculated as described above, the tire side slip angle β _i , the traveling speed V _{i in the in-} plane direction of the tire, and the tire vertical load F _zi are input, and each of the models based on the brush model is input. The time rate W _i of the dissipation energy of the tire is calculated.

  The brush model is detailed in Non-Patent Document 1 and will not be described in detail. However, in the brush model, as shown in FIG. This is a dynamic model in which only the tread rubber attached to the ring corresponding to the rim and tread base is elastically deformed in the lateral direction and the front-rear direction. However, this tread rubber is not an annular continuous body, but is considered to be innumerable elasticity independent in the circumferential direction of the tire.

In Non-Patent Document 1, it is assumed that while the tire rotates at an angular velocity ω, the angle formed with respect to the rotation surface proceeds in a direction β, and the velocity component in the direction of the rotation surface is u. with respect to the tire such as the front and rear directions F _x, laterally F _y, and are working force F _z in the vertical direction.

  Moreover, in the said nonpatent literature 1, as shown in FIG. 4 (FIG. 2.34 of a nonpatent literature 1), the front end of the tire contact-plane centerline is made into the origin O, the front-back direction is x-axis, and a horizontal direction is y Take on the axis. Further, a tread base point just above the O point is defined as O '. Then, the contact point entered from the point O during the time Δt proceeds to the point P, the contact point entered from the point O ′ proceeds to the point P ′, and a point obtained by projecting the point P ′ on the x-axis is represented by P. Then, the forces in the x and y directions acting on the point P are calculated.

Further, the distribution of the maximum frictional force acting on each part in the ground plane in FIG. 4 due to the ground pressure is a distribution A as shown in FIG. 5 (FIG. 2.35 of Non-Patent Document 1), and the x direction ( It becomes the maximum at the center part in the front-back direction. When slip occurs in the vertical direction (x direction) and the horizontal direction (y direction) at point P on the ground plane, the force acting in the vertical direction with respect to point P is B1, and the force acting in the horizontal direction is B2. These resultant forces are represented by B3. Then, the x-position of the intersection point C between distribution A resultant force B3 as x _s, in the range of positions x _a in the x direction 0 ≦ x _{a <x s,} than the resultant force of the slip towards the maximum friction force Therefore, it becomes an adhesive zone where no slip occurs. On the other hand, when the position x _a is in the range of x _s ≦ x _a , the resultant force of the slip is larger than the maximum frictional force, so that a slip region is generated.

  Since energy is dissipated by the tire slipping in this slip region, in the present embodiment, the force vector and slip velocity vector in the tire slip region are calculated using the method described in Non-Patent Document 1 above. calculate. And the dissipation energy of a tire is calculated by calculating | requiring these inner products.

Specifically, first, the longitudinal (x direction) force (front-rear force) F _sx , the lateral (y direction) force (lateral force) F _sy generated in the slip region of the brush tire model, The generated longitudinal force (front / rear force) F _x and lateral force (lateral force) F _y of the tire are calculated as follows.

First, tire slip ratios s, ξ _s , cos θ, and sin θ are calculated as follows. Since the calculation method is different between tire braking (s> 0) and driving (s ≦ 0), the case of tire braking will be described first.

At the time of braking the tire, the slip ratio s of the tire is expressed by the above equation (9). Then, λ, ξ _s , cos θ, and sin θ necessary for calculating the longitudinal force F _sx and lateral force F _sy in the slip region, and the tire longitudinal force F _x and lateral force F _y generated over the entire contact surface are as follows: calculate.

Here, K _s is the tire longitudinal force coefficient when both vertical and lateral slips are close to zero, K _β is the cornering power, μ is the friction coefficient between the tire road surfaces, and these parameters are experimental data considering the load dependence. Is given in advance.

When ξ _s > 0 (a part of the slip region), the longitudinal force F _sx and the lateral force F _{sy of} the tire generated in the slip region, the longitudinal force F _x and the lateral force F generated in the entire contact surface. _y is calculated as follows.

On the other hand, when ξ _s ≦ 0 (when all are in the slip region), the longitudinal force F _sx and the lateral force F _{sy of} the tire generated in the slip region, the longitudinal force F _x and the lateral force F _y generated in the entire contact surface. Is calculated as follows.
F _sx = F _x = −μF _z cos θ (22)
F _sy = F _y = −μF _z sin θ (23)

  Next, the case of driving the tire will be described.

When the tire is driven, the slip ratio s of the tire is expressed by the above equation (10). Then, λ, ξ _s , cos θ, and sin θ necessary for calculating the longitudinal force F _sx and lateral force F _sy in the slip region, and the tire longitudinal force F _x and lateral force F _y generated over the entire contact surface are as follows: calculate.

When ξ _s > 0, the tire longitudinal force F _sx and lateral force F _sy generated in the slip region and the longitudinal force F _x and lateral force F _y generated in the entire contact surface are calculated as follows. .

On the other hand, when ξ _s ≦ 0, the longitudinal force F _sx and lateral force F _{sy of} the tire generated in the slip region and the longitudinal force F _x and lateral force F _y generated in the entire contact surface are the same as in braking. The calculation is performed by the above equations (22) and (23).

Further, the vertical slip velocity V _sx and the lateral slip velocity V _sy during braking (s> 0) are calculated by the following equations, respectively.
V _sx = u _ω · s (32)
V _sy = u _ω · tan β (33)

Further, the vertical sliding velocity V _sx and the lateral sliding velocity V _sy during driving (s ≦ 0) are calculated by the following equations, respectively.

Therefore, the force vector F _s ^→ and the slip velocity vector V _s ^→ in the slip region can be calculated by the following equations.

  Here, i is a unit vector in the x direction, and j is a unit vector in the y direction.

In the present embodiment, the time rate W _i of the dissipated energy in the slip region of the tire contact surface at a certain time is calculated from the inner product of the force vector F _s ^→ and the slip velocity vector V _s ^→ as shown by the following equation. .

Specifically, the time rate W _i of the dissipation energy of the tire is calculated as follows. First, the braking time (s> 0) is calculated as follows.

  On the other hand, the driving time (s ≦ 0) is calculated as follows.

In step S116, as shown by the following equation, the time rate W _i of the dissipation energy of the tire is sequentially integrated over time to calculate the dissipation energy E _i of the tire in motion within the integration time.

In step S118, the dissipation energy E _i of each tire calculated in step S114 is displayed on the display unit 24. For example, as shown in FIG. 6A, the dissipating energy E _i of four tires from the left front wheel to the right rear wheel may be displayed as a bar graph. In addition, as shown in FIG. 5B, the dissipating energy of each tire is displayed by changing the size of the circle imaged of the tire in proportion to the dissipating energy E _i of each tire. Also good. Also, FIG. 6 time ratio W _i of dissipating energy of the tire (A), may be displayed as (B).

  As described above, in the present embodiment, the dissipated energy of the tire is calculated by algebraic calculation using the brush model based on various signals input from an acceleration sensor or the like normally provided in the automobile. For this reason, it is not necessary to perform enormous calculation as in the conventional simulation using the finite element method, and the dissipation energy of the tire can be calculated easily and in a short time.

  Further, by repeating the above processing every predetermined time, the dissipated energy of each tire is estimated online, and the user can recognize the dissipated energy of each tire in real time. As a result, it is possible to prompt the user to drive with less dissipated energy, and so-called “eco” driving can be realized.

  In the present embodiment, the case where the tire dissipated energy estimation system 10 is mounted on a passenger car and the tire dissipated energy is estimated online has been described. However, the present invention can also be applied to an offline estimate. In this case, the time histories of the signals from the sensors are acquired and input to the tire dissipation energy estimation device 12 so that the dissipation energy of each tire can be calculated.

  Further, in the present embodiment, the case where the dissipation energy of the tire is calculated using the brush model has been described. The present invention can be applied to any model that can calculate a force vector and a slip velocity vector in a slip region by algebraic calculation.

  The tire dissipation energy estimation device 12 is realized as a configuration including a computer 70 as shown in FIG. A computer 70 shown in FIG. 7 includes a CPU (Central Processing Unit) 70A, a ROM (Read Only Memory) 70B, a RAM (Random Access Memory) 70C, a non-volatile memory 70D, and an input / output interface (I / O) 70E. It is the structure connected through each. In this case, the computer 70 functions as the tire dissipation energy estimation device 12 by writing a program that causes the computer 70 to execute the tire dissipation energy estimation process shown in FIG. 3 in the nonvolatile memory 70D and causing the CPU 70A to execute the program. The program may be provided by a recording medium such as a CD-ROM or a DVD-ROM.

(Example)
Next, examples of the present invention will be described. The inventors calculated the dissipated energy of each tire when the dissipated energy estimation system 10 for tires described above was mounted on a passenger car and slalom running was performed. The results are shown in FIGS.

FIG. 8 shows the steering angle of the front wheels detected by the steering angle sensor 22. FIG. 9 shows the lateral acceleration detected by the lateral acceleration sensor 18. Figure 10 represents the time rate W _i dissipation energy of each tire. W1 and W2 represent the left and right front wheels, and W3 and W4 represent the time rates of dissipation energy of the left and right rear wheels. FIG. 11 shows the dissipated energy of each tire. That is, FIG. 11 represents the integral of the time rate W _i dissipation energy of each tire time. E1 and E2 represent the dissipating energy of the left and right front wheels, and E3 and E4 represent the dissipating energy of the left and right rear wheels.

  As shown in FIGS. 8 to 11, it was found that the dissipating energy of the tires of the front wheels is particularly increased when the slalom running is performed in which the steering angle of the front wheels changes greatly.

DESCRIPTION OF SYMBOLS 10 Tire dissipation energy estimation system 12 Tire dissipation energy estimation apparatus 14 Yaw angular velocity sensor 16 Tire rotational angular velocity sensor 18 Lateral acceleration sensor 20 Longitudinal acceleration sensor 22 Rudder angle sensor 24 Display part 70 Computer

Claims (10)

A dynamic model that defines the tire contact surface as an adhesive area and a sliding area based on the input vehicle yaw angular velocity, tire rotational angular velocity, lateral and longitudinal acceleration of the vehicle center of gravity, and front wheel rudder angle A vector calculating means for calculating a vector of force generated in the slip area and a vector of slip speed in the slip area;
Dissipating energy time rate calculating means for calculating a time rate of dissipating energy of the tire by calculating an inner product of the force vector and the sliding speed vector;
A tire dissipating energy estimating device. The tire dissipated energy estimation device according to claim 1, further comprising tire dissipating energy calculating means for calculating the dissipating energy of the tire by time-integrating a time rate of the dissipating energy of the tire. The vector calculation means includes
Vertical load calculating means for calculating a vertical load of the tire based on lateral and longitudinal accelerations of the vehicle center of gravity;
Based on the yaw angular velocity of the vehicle, a traveling speed calculating means for calculating a traveling speed in the in-plane direction of the tire;
Based on the vertical load of the tire, the rotational angular speed of the tire, and the traveling speed in the in-plane direction of the tire, a longitudinal slip ratio calculating means for calculating the longitudinal slip ratio of the tire;
A side slip angle calculating means for calculating a side slip angle of the tire based on the rudder angle of the front wheel, the longitudinal and lateral speeds of the vehicle center of gravity, and the yaw angular speed of the vehicle;
Including
The time ratio of the dissipation energy of the tire is calculated based on the vertical load, the traveling speed in the in-plane direction of the tire, the longitudinal slip ratio of the tire, and the lateral slip angle of the tire. The tire dissipation energy estimation apparatus as described. Force calculating means for calculating a longitudinal force and a lateral force generated over the entire contact surface based on the vertical load, the traveling speed in the in-plane direction of the tire, the longitudinal slip ratio of the tire, and the side slip angle of the tire. The tire dissipation energy estimation apparatus according to claim 3, comprising: The traveling speed calculation means is based on the yaw angular speed of the vehicle and the longitudinal force and lateral force generated across the ground contact surface fed back from the force calculation means, and the traveling speed in the in-rotation plane direction of the tire. The tire dissipation energy estimation device according to claim 4. The side slip angle calculating means calculates a side slip angle of the tire based on a yaw angular velocity of the vehicle and a longitudinal force and a lateral force generated across the entire contact surface fed back from the force calculating means. The tire dissipation energy estimation apparatus according to claim 4 or 5. The tire dissipation energy estimation device according to any one of claims 1 to 6, further comprising display means for displaying a time rate of the dissipation energy of the tire for each tire. The tire dissipation energy estimation apparatus according to any one of claims 2 to 6, further comprising display means for displaying the dissipation energy of the tire for each tire. A dynamic model that defines the tire contact surface as an adhesive area and a sliding area based on the input vehicle yaw angular velocity, tire rotational angular velocity, lateral and longitudinal acceleration of the vehicle center of gravity, and front wheel rudder angle Calculating a vector of force generated in the slip region and a vector of slip velocity in the slip region,
A tire dissipation energy estimation method that calculates a time rate of dissipation energy of a tire by calculating an inner product of the force vector and the sliding velocity vector.   A tire dissipation energy estimation program for causing a computer to function as the tire dissipation energy estimation device according to any one of claims 1 to 8.

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