JP4635668B2 - Tire performance prediction method, tire performance prediction computer program, and tire / wheel assembly model creation method - Google Patents

Description

  The present invention relates to simulation of tire performance.

  Conventional tires have been developed by repeatedly making prototypes with further improvements based on the results obtained by subjecting prototypes to running tests and durability tests. Such a development method has a problem that development efficiency is low because trial production and testing are repeated. In order to solve this problem, in recent years, a method has been proposed in which the physical properties of a tire can be predicted by computer simulation using numerical analysis without manufacturing a prototype.

  In recent years, in order to obtain a more accurate prediction result, a tire performance simulation method for predicting various performances of a tire with the tire mounted on a wheel is being used. As such a tire performance prediction method, for example, Patent Document 1 discloses a simulation method including a step of fitting a bead portion of a tire to a rim of a wheel after narrowing the tire bead width.

JP 2002-350294 A

  However, the simulation method disclosed in Patent Document 1 includes a step of narrowing the bead width of the tire smaller than the rim width and a step of fitting the bead to the rim in order to simulate a state that is closer to reality. . Due to this, the simulation method disclosed in Patent Document 1 has a problem that the calculation time becomes long. In addition, when a so-called hump for preventing the bead from falling off is provided on the rim, in the simulation method disclosed in Patent Document 1, the bead must overcome the hump. Due to this, the simulation method has a problem that the calculation itself is impossible, or even if the calculation is possible, a very long calculation time is required.

Therefore, the present invention has been made in view of the above, and it is possible to reduce the calculation time when predicting the performance of the tire and to predict the performance of the tire even when a hump is formed on the rim. Another object of the present invention is to provide a tire performance prediction method, a tire performance prediction computer program, and a tire / wheel assembly model creation method capable of achieving at least one of reducing the calculation time at that time. To do.

  In order to achieve the above-described object, the tire performance prediction method according to the present invention includes the tire and the wheel provided to predict the performance in a state in which the bead portion of the tire is fitted to the rim of the wheel. The rim is divided into a plurality of minute elements, and the tire model and at least a part of the rim are arranged so that the fitting surface on the rim side and the fitting surface on the bead portion side are opposed to each other with a predetermined interval. And a rim model fitting surface on the bead portion side of the tire model, and a rim side fitting surface of the rim model by changing the diameter of the rim model to a specified dimension. A step of aligning the position of the tire model in the radial direction, a step of resetting stress or strain generated in the rim model, and a step of fitting a bead portion of the tire model to the rim model. The features.

  In this tire performance prediction method, a predetermined distance is provided between a rim-side fitting surface of a rim model, at least a part of which is a deformed body, and a side fitting surface (bead-side fitting surface) of a bead portion of a tire model. The rim-side fitting surface and the bead portion-side fitting surface are made to coincide with each other in the radial direction of the rim model or the tire model. Then, after resetting the stress or strain generated in the rim model, the tire model and the rim model are fitted. As a result, the procedure for once narrowing the bead portion of the tire model is not necessary, and the movement of the bead portion when the rim and the bead portion are fitted can be reduced. As a result, since the tire vibration attenuation time when the rim and the bead portion are fitted is reduced, the calculation time for predicting the tire performance can be reduced. In addition, since the rim does not get over the hump, even when the hump is provided on the rim, the analysis of fitting the bead portion to the rim is possible, and the tire performance can be predicted even in such a case. . Furthermore, since the vibration accompanied by the large slip that the bead portion slips on the rim is reduced, the calculation time can be shortened.

  Further, since the rim of an actual wheel is deformed, an analysis result closer to an actual phenomenon can be obtained by modeling the rim model as a deformed body. However, when the rim model is modeled as a deformed body, if the rim-side mating surface and the bead part-side mating surface are matched in the radial direction of the rim model or tire model, large deformation that cannot occur in an actual rim Occurs in the rim model. In this tire performance prediction method, the rim deformation in the radial direction can be analyzed by resetting the stress or strain generated in the rim model after matching the rim-side mating surface with the bead part-side mating surface. The influence on it can be eliminated.

  The tire performance prediction method according to the present invention includes a procedure for changing the width of the bead portion of the tire model before fitting the bead portion of the tire model to the rim model in the tire performance prediction method. It is characterized by including.

  The tire performance prediction method according to the present invention is characterized in that, in the tire performance prediction method, when a bead portion of the tire model is fitted to the rim model, an internal pressure is applied to the tire model. .

  The tire performance prediction method according to the next aspect of the present invention is the tire performance prediction method, wherein the radial position between the bead portion side fitting surface of the tire model and the rim side fitting surface of the rim model is determined. In the matching procedure, forcible displacement is applied to each node of the microelements constituting the rim model or at least one reference node having a predetermined positional relationship with each node of the microelements constituting the rim model.

  In the tire performance prediction method according to the present invention, in the tire performance prediction method, a thermal expansion coefficient is defined in advance for the rim model, and the fitting surface on the bead portion side of the tire model; When aligning the position in the radial direction with the fitting surface on the rim side of the rim model, thermal strain is applied to the rim model.

  In the tire performance prediction method according to the present invention, in the tire performance prediction method, the thermal expansion coefficient has anisotropy, and when thermal strain is applied to the rim model, only the circumferential direction of the rim model is deformed. It is characterized by that.

  The tire performance prediction method according to the present invention is characterized in that, in the tire performance prediction method, the thermal expansion coefficient is defined so that thermal strain does not occur in a width direction and a radial direction of the rim model. To do.

  The tire performance prediction method according to the present invention is characterized in that in the tire performance prediction method, the rim model is provided with a hump.

  The tire performance prediction method according to the present invention is the tire performance prediction method, wherein the radial positions of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model are aligned. The first friction coefficient between the bead portion of the tire model and the rim of the rim model at the time, and the bead portion of the tire model and the rim model when the bead portion of the tire model is fitted to the rim model. It is characterized by being larger than the second coefficient of friction with the rim.

  The tire performance prediction method according to the present invention is the tire performance prediction method, wherein the first friction coefficient is 0.1 or more and 1.0 or less, and the second friction coefficient is 0.00. It is 01 or more and 0.4 or less.

  The tire performance prediction method according to the present invention includes the tire model bead portion and the rim model rim after the bead portion of the tire model is fitted to the rim model in the tire performance prediction method. The third friction coefficient between the tire model bead and the rim model rim is larger than the second friction coefficient between the tire model bead part and the rim model rim when the bead part of the tire model is fitted to the rim model. It is characterized by that.

  The tire performance prediction method according to the present invention is characterized in that, in the tire performance prediction method, the third friction coefficient is 0.5 or more and 2.0 or less.

  A tire performance prediction computer program according to the present invention is characterized by causing a computer to execute the tire performance prediction method. Thus, the tire performance prediction method can be realized using a computer.

The following method for creating a tire / wheel assembly model according to the present invention is divided into minute elements, and the fitting surface on the rim side and the fitting surface on the bead portion side are opposed to each other and arranged at a predetermined interval. A tire model that is set to be configured, and a rim model that is at least partially deformed, and by changing the diameter of the rim model to a specified dimension, the fitting surface on the bead portion side of the tire model and the rim model After aligning the position in the radial direction with the fitting surface on the rim side of the rim model, after resetting the stress or strain generated in the rim model, it is created by fitting the bead portion of the tire model to the rim model It is characterized by that.

In this tire / wheel assembly model creation method , a rim-side fitting surface of a rim model at least a part of which is a deformable body and a bead portion-side fitting surface of a tire model are arranged to face each other with a predetermined interval. The rim side fitting surface and the bead portion side fitting surface are made to coincide in the radial direction of the rim model or the tire model. Then, reset the and are stress or strain occur in Rimumoderu, to create a tire / wheel assembly model by fitting the tire model and Rimumoderu. In this tire / wheel assembly model, the procedure of once narrowing the bead portion of the tire model is not necessary, and the movement of the bead when the rim and the bead portion are fitted can be reduced. As a result, the damping time of the vibration of the tire when the rim and the bead portion are fitted is shortened. Therefore, if this tire / wheel assembly model is used, the tire / wheel assembly model for predicting the performance of the tire is used. The calculation time including the creation of can be shortened.

  Further, since the rim does not get over the hump, even when the hump is provided on the rim, an analysis for fitting the bead portion to the rim becomes possible. As described above, by using the tire / wheel assembly model, the performance of the tire can be predicted even when the hump is provided on the rim. Furthermore, this tire / wheel assembly model can reduce the calculation time when creating the tire / wheel assembly model because the calculation with a large slip of the bead portion sliding on the rim is reduced.

  Further, since the rim of an actual wheel is deformed, an analysis result closer to the actual phenomenon can be obtained by modeling the rim model as a deformed body as in the tire / wheel assembly model. However, when the rim model is modeled as a deformed body, if the rim-side mating surface and the bead part-side mating surface are matched in the radial direction of the rim model or tire model, large deformation that cannot occur in an actual rim Occurs in the rim model. In this tire / wheel assembly model, the stress or strain generated in the rim model is reset after matching the rim-side mating surface with the bead part-side mating surface. The influence on it can be eliminated.

The tire / wheel assembly model creation method according to the present invention is characterized in that the rim model is provided with a hump in the tire / wheel assembly model.

  According to the present invention, it is possible to reduce calculation time when predicting tire performance, to predict tire performance even when a hump is formed on a rim, and to reduce calculation time at that time. At least one of them.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or that are substantially the same. The present invention can be applied to any type of tire, but is particularly suitable for predicting the performance of a pneumatic tire.

(Embodiment)
The tire performance prediction method according to this embodiment is characterized by the following points. That is, at least a part of the rim model and the tire model that are set so that the fitting surface on the rim side and the fitting surface on the bead portion side face each other and are arranged at a predetermined interval are created. Then, after aligning the radial positions of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model and resetting the stress or strain generated in the rim model, the bead portion of the tire model is reset. Is fitted to the rim model. After that, various performances of the tire mounted on the wheel and the tire / wheel assembly are predicted. Note that the tire performance prediction method according to this embodiment can be realized by simulation using a computer.

  If the process itself of attaching a tire to a wheel is predicted, a simulation method having two steps of narrowing the tire bead width and fitting step as disclosed in Patent Document 1 is required. . Here, when fitting the bead portion of the tire to the rim of the wheel, vibration is generated in each portion of the tire. Therefore, it is necessary to wait until this vibration is attenuated when shifting to a tire rolling or other simulation after mounting the tire on the wheel.

  As described above, in the simulation method disclosed in Patent Document 1, two steps are required to obtain the tire / wheel assembly, and it is necessary to wait for the vibration of each part of the tire generated during fitting to be attenuated. For this reason, it takes a long calculation time to complete rolling and other simulations of tires and the like mounted on the wheels. Further, when a hump is provided on the rim, the bead portion must get over the hump, so that calculation is impossible or even if calculation is possible, a very long calculation time is required. In particular, when using the implicit method, calculation is almost impossible. Further, since the bead portion and the rim are accompanied by a large slip, calculation takes time.

  When simulating the behavior when fitting the bead portion and the rim and the behavior of the bead portion getting over the hump, a method as disclosed in Patent Document 1 is required. However, in the case of predicting various performances of the tire or the like in a state where it is actually used after the tire is mounted on the wheel, the behavior when the bead portion and the rim are fitted is not necessary. The present inventor paid attention to this point, and decided to predict various performances of the tire mounted on the wheel and the tire / wheel assembly by the procedure described below.

  FIG. 1 is a partial cross-sectional view showing a cross section of a tire and a wheel rim taken along a meridian plane including the central axis thereof. First, tires and wheel rims will be briefly described. The cap tread 2 is a rubber layer that is disposed on the road surface ground portion of the tire 1 and covers the outside of the carcass 6, the belt 5, or the breaker. The cap tread 2 serves to protect the carcass 6 and the belt 5 from impacts and trauma from the road surface and to extend the wear life.

  The undertread 3 is a rubber layer disposed between the cap tread 2 and the belt 5 and is used for the purpose of improving heat generation, adhesion, and the like. The side tread 4 is arranged on the outermost side of the sidewall portion to prevent external scratches from reaching the carcass 6 and, in the case of a radial tire, also has an auxiliary role of transmitting driving force from the axle to the road surface. I'm in charge.

  The belt 5 is a rubberized cord layer disposed between the cap tread 2 and the carcass 6. In the case of a bias tire, it is called a breaker. In the radial tire, the belt 5 plays an important role as a shape maintaining and strength member. The carcass 6 is a rubberized cord layer that forms the skeleton of the tire 1. The carcass 6 is a strength member that serves as a pressure vessel when the tire 1 is filled with air. The carcass 6 has a structure that supports a load by its internal pressure and withstands a dynamic load during traveling.

  The bead portion 9 is a ring in which a bundle of steel wires (that is, the bead wire 7) supporting the cord tension of the carcass 6 generated by internal pressure is hardened with hard rubber. Besides the role of fixing the tire 1 to the rim of the wheel, it becomes a strength member of the tire 1 together with the carcass 6, the belt 5 and the tread. The bead filler 8 is a rubber that fills a space generated when the carcass 6 is wound around the bead wire 7. While fixing the carcass 6 to the bead wire 7, the shape of the part is adjusted and the rigidity of the whole bead part 9 is improved.

  The wheel 10 includes a rim 11 that fits with the bead portion 9 of the tire 1. The rim 11 is provided with a hump 12 so that the bead portion 9 of the fitted tire 1 is not detached from the rim 11. The hump 12 is a protrusion that protrudes radially outward of the wheel 10 from the rim 11, and suppresses the movement of the bead portion 9 of the tire 1 moving inward. When the bead portion 9 is fitted to the rim 11, the bead portion 9 gets over the hump 12. Next, the tire, wheel, and axis of the tire / wheel assembly will be described.

  FIGS. 2-1 and 2-2 are explanatory views showing respective axes of a tire, a wheel, and a tire / wheel assembly. The Y axis shown in FIGS. 2-1 and 2-2 is an axis corresponding to the central axis of the tire 1, the wheel 10, and the tire / wheel assembly 18. The X axis and the Z axis are each orthogonal to the Y axis, and the X axis and the Z axis are orthogonal to each other. Here, the Z-axis is a central axis in the width direction of the tire 1 and the wheel 10 (hereinafter referred to as the width-direction central axis) in the direction parallel to the Y-axis of the tire 1 and the wheel 10. Next, a tire performance prediction apparatus that realizes the tire performance prediction method according to this embodiment will be described.

  3 and 4 are device configuration diagrams showing a tire performance prediction device according to this embodiment. The tire performance prediction method according to this embodiment can be realized by the tire performance prediction device 50 shown in FIG. As shown in FIG. 3, the tire performance prediction device 50 includes a processing unit 52 and a storage unit 54. In addition, an input / output device 51 is connected to the tire performance prediction device 50, and the physical property value of rubber or the physical property value of the wheel constituting the tire model or the prediction calculation in the input means 53 provided here. Boundary conditions, travel conditions, and the like are input to the processing unit 52 and the storage unit 54.

  Here, an input device such as a keyboard and a mouse can be used for the input means 53. As shown in FIG. 4, the processing unit 52 includes a model creating unit 52m that creates a tire model and a rim model, a fitting unit 52s that fits the rim model to a bead part of the tire model, and the obtained tire / wheel. And an analysis unit 52p that predicts the performance of the tire or the like using the assembly model.

  The storage unit 54 stores a computer program including the tire performance prediction method according to this embodiment. Here, the storage unit 54 is a hard disk device, a magneto-optical disk device, a non-volatile memory such as a flash memory (a storage medium that can be read only such as a CD-ROM), or a RAM (Random Access Memory). Such a volatile memory or a combination thereof can be used.

  Moreover, the said computer program may be what can implement | achieve the tire performance prediction method which concerns on this invention by the combination with the computer program already recorded on the computer system. Further, a computer program for realizing the functions of the model creation unit 52m, the fitting unit 52s, and the analysis unit 52p constituting the processing unit 52 is recorded on a computer-readable recording medium, and the program recorded on the recording medium The tire performance prediction method according to the present invention may be executed by causing the computer system to read and execute the above. The “computer system” here includes an OS and hardware such as peripheral devices.

  The processing unit 52 includes a memory and a CPU. At the time of prediction of tire performance, based on the set tire model and input data, the processing unit 52 reads the program into a memory incorporated in the processing unit 52 and performs calculation. At that time, the processing unit 52 appropriately stores the numerical value in the middle of the calculation in the storage unit 54, and advances the calculation by taking out the stored numerical value. The processing unit 52 may realize the functions of the model creation unit 52m, the fitting unit 52s, and the analysis unit 52p with dedicated hardware instead of the computer program. The prediction result is displayed on the display means 55 of the input / output device.

  Here, a CRT (Cathode Ray Tube), a liquid crystal display device or the like can be used for the display means 55. The prediction result can also be output to a printer provided as necessary. The storage unit 54 may be built in the processing unit 52 or may be in another device (for example, a database server). As described above, the tire performance prediction device 50 may access the processing unit 52 and the storage unit 54 by communication from the terminal device including the input / output device 51. Next, a tire performance prediction method according to this embodiment will be described. In the following description, please refer to FIGS.

  FIG. 5 is a flowchart showing the procedure of the tire performance prediction method according to this embodiment. Here, an example will be described in which the tire performance prediction method according to this embodiment is realized using the tire performance prediction device 50 described above. In the tire performance prediction method according to this embodiment, a finite element method (FEM) is used as an analysis method for predicting characteristics of a tire or a tire / wheel assembly.

  An analysis method applicable to the tire simulation method according to the present invention is not limited to the finite element method, and a boundary element method (BEM), a finite difference method (FDM), or the like can also be used. The most appropriate analysis method can be selected depending on the tire, tire / wheel assembly, boundary condition, or the like that is the performance prediction target, or a plurality of analysis methods can be used in combination. When the finite element method is used as an analysis method, the present invention can be applied regardless of an explicit method or an implicit method, but is particularly suitable for predicting various performances of a tire by an implicit method that repeatedly executes a convergence calculation.

  FIG. 6 is a cross-sectional view showing an example of a rim model created by dividing a wheel rim into minute elements (solid elements). FIG. 7 is a cross-sectional view showing an example of a tire model created by dividing a tire into minute elements. In executing the tire simulation method according to this embodiment, first, the model creation unit 52m included in the tire performance prediction device 50 is suitable for the analysis method so that the tire performance prediction device 50 can analyze the simulation method using a finite element method or the like. A rim model and a tire model are created (step S101).

For example, when the finite element method is used, as shown in FIG. 6, the rim is divided into a finite number of minute elements, that is, minute elements 20 _n−1 , 20 _n , 20 _{n + 1,} etc. based on the finite element method. To do. As shown in FIG. 6, the rim model 20 created in this way is modeled by dividing the first rim 21, the second rim 22, the hump 23 and the well 24 into a finite number of minute elements. Thereby, the rim finite element model, that is, the rim model 20 can be created. Here, the first rim 21 and the second rim 22 are names for convenience in order to distinguish two rims provided in the wheel. In the following description, the first rim 21 and the second rim 22 are collectively referred to as rims 21 and 22 as necessary.

  The rim model 20 is modeled as a deformed body. Since the rim of an actual wheel is deformed, the analysis accuracy is further improved if the analysis is performed in consideration of this. For example, when a large lateral force acts when the tire / wheel assembly rolls, in eigenvalue analysis and the like, it is preferable to model the rim as a deformed body because the analysis accuracy is improved.

  In this embodiment, when the rim of the wheel is modeled as a deformed body, for example, a portion where the deformation of the rim needs to be considered may be modeled as a deformed body, and the other portion may be modeled as a rigid body. In this way, it is possible to suppress an increase in the calculation speed while improving the analysis accuracy of the place where deformation needs to be considered. In this way, in this embodiment, at least a part of the rim may be modeled as a deformed body.

Similarly, the tire is divided into small elements 30 _n−1 , 30 _n , 30 _{n + 1} ... Based on the finite element method. In the tire model 30, the first bead portion 31 is fitted to the first rim 21 of the rim model 20, and the second bead portion 32 is fitted to the second rim 22 of the rim model 20. Thereby, a finite element model of the tire, that is, a tire model 30 can be created (see FIG. 7). In addition, the 1st bead part 31 and the 2nd bead part 32 are names for convenience for distinguishing two bead parts with which a tire is provided. In the following description, the first bead portion 31 and the second bead portion 32 are collectively referred to as bead portions 31 and 32 as necessary.

  Microelements based on the finite element method are, for example, two-node shells and films, rigid elements, triangular and quadrilateral continuum elements in two-dimensional planes, and tetrahedral elements, pentahedral elements, and hexahedrons in three dimensions. It is possible to use a continuum element including elements and the like, and shells and membrane elements such as triangles and quadrilateral elements. These elements are not particularly limited, and elements used in a general finite element method can be used. The microelements divided in this way are identified one by one using the three-dimensional coordinates in the process of analysis. Although the rim model 20 according to this embodiment models the entire wheel 10 (FIG. 1), a rim model in which only the rims 21 and 22 are modeled may be used.

  In the rim model 20 according to this embodiment, the two rims 21 and 22 are integrated, but both rims may be divided. In this case, both the rims may be integrated in the step of fitting the bead portion to the rim or the step of applying the internal pressure to the tire model, or both rims may be replaced with an integrated rim model. Further, the rim model 20 may be replaced with a rim modeled with a rigid body after fitting.

  The created rim model 20 and tire model 30 are attached to the rim model 20 by the tire performance prediction method according to this embodiment, and a tire / wheel assembly model is obtained. Then, by performing static or dynamic simulation on the obtained tire / wheel assembly model, the performance of the tire with the tire mounted on the wheel and the performance as a tire / wheel assembly Predict. Here, the tire performance includes various performances that can be handled by dynamic simulation of the tire, such as braking performance and cornering performance. Also included are various performances that can be handled by static simulation of the tire. Next, the positional relationship in the radial direction between the rim model 20 and the tire model 30 will be described.

  FIG. 8 is an explanatory diagram showing the position in the radial direction of the rim model according to this embodiment. FIG. 9 is an explanatory diagram showing positions in the radial direction between the rim model and the tire model according to this embodiment. FIG. 10 is an explanatory diagram showing a state in which the positions in the radial direction of the rim model and the tire model according to this embodiment are matched. The rim model 20 according to this embodiment is a model of the actual rim 11. As shown in FIG. 8, the rim radius Rrv of the rim model 20 according to this embodiment is set smaller than the rim radius Rr of the actual rim 11. Here, the “rim radius” refers to the distance from the wheel center axis Yr to the rim-side fitting surface (hereinafter referred to as rim-side fitting surface) Sr. The wheel center axis Yr is the same as the tire center axis Yt.

  The tire model 30 according to this embodiment is a model of the actual tire 1. As shown in FIG. 9, the bead radius Rt of the tire model 30 according to this embodiment is set to the same size as the bead radius of the actual tire 1. Here, the “bead radius” refers to a distance from the center axis Yt of the tire to the fitting surface on the bead portion side (hereinafter, bead portion side fitting surface) Sb.

  By setting the rim radius Rrv of the rim model 20 and the bead radius Rt of the tire model 30 as described above, the rim radius Rrv of the rim model 20 is smaller than the bead radius Rt of the tire model 30 as shown in FIG. Become. Thereby, in the radial direction of the rim model 20 (or the tire model 30), the rim side fitting surface Sr and the bead portion side fitting surface Sb are different, and the rim side fitting surface Sr and the bead portion side fitting surface Sb are different from each other. Are arranged opposite to each other. In other words, the rim-side fitting surface Sr and the bead portion-side fitting surface Sb are arranged to face each other with a predetermined distance (here, Rt−Rrv). The width direction central axis of the rim model 20 (see FIG. 2-2) and the width direction central axis of the tire model 30 coincide with each other.

Next, the fitting portion 52s aligns the radial positions of the rim-side fitting surface Sr of the rim model 20 and the bead-side fitting surface Sb of the tire model 30 (step S102). In this embodiment, since the rim radius Rrv is set to be smaller than the bead radius Rt, the rim radius Rrv of the rim model 20 is changed to be increased. This can be realized, for example, by giving a forced displacement of (Rt−Rrv) to all the nodes N _n−1 , N _n , N _{n + 1} ... Of the minute elements constituting the rim model 20. As a result, the rim model 20 moves in the direction of arrow A shown in FIG. As a result, as shown in FIG. 10, the radial positions of the rim-side fitting surface Sr and the bead portion-side fitting surface Sb coincide. The radial direction refers to the radial direction of the rim model 20 or the tire model 30. Note that when changing the rim radius Rrv of the rim model 20 in the direction of increasing, forcible displacement may be applied to the reference nodes of the nodes of the minute elements constituting the rim model 20 as described later.

  Next, the fitting portion 52s resets the stress or strain generated in the rim model (step S103). In this embodiment, in step S102, the rim radius Rrv of the rim model 20 is changed in the increasing direction. That is, the rim model 20 is greatly deformed. In this embodiment, since the rim model 20 is modeled as a deformed body, when the rim model 20 is largely deformed, stress and strain are generated in a portion where the rim model 20 is deformed.

  In an actual tire / wheel assembly, the rim of the wheel does not undergo such a large deformation, and a large stress or strain is not usually generated in each part of the rim. That is, in this embodiment, when the positions in the radial direction of the rim side fitting surface Sr of the rim model 20 and the bead portion side fitting surface Sb of the tire model 30 are matched, the rim model 20 includes the rim of the actual wheel. Then, a large deformation that cannot occur will occur. Due to this deformation, large stresses and strains are generated in the rim model 20 that cannot be generated in an actual wheel rim.

  Therefore, when the rim model 20 is modeled as a deformed body, the bead of the tire model 30 is maintained while the radial positions of the rim-side fitting surface Sr of the rim model 20 and the bead portion-side fitting surface Sb of the tire model 30 are matched. If the parts 31 and 32 are fitted to the rim model 20, problems occur in the subsequent analysis. Therefore, in this embodiment, as in step S103, the stress or strain generated in the rim model is reset. As a result, the rim model 20 is modeled as a deformed body, and the large deformation that occurs in the rim model 20 when the rim-side fitting surface Sr and the bead portion-side fitting surface Sb are aligned in the radial direction, The influence on the analysis can be eliminated.

  Next, the fitting part 52s fits the bead parts 31 and 32 of the tire model 30 to the rim of the rim model 20 (step S104). For example, by defining the contact between the rim side fitting surface Sr of the rim model 20 and the bead portion side fitting surface Sb of the tire model 30, the fitting of the bead portions 31 and 32 and the rims 21 and 22 is reproduced. be able to. As a result, the bead portions 31 and 32 of the tire model 30 are fitted to the rims 21 and 22 of the rim model 20, respectively. As a result, a two-dimensional tire / wheel assembly model 40 is created. In addition, after fitting the bead portions 31 and 32 of the tire model 30 to the rim of the rim model 20 (step S104), the stress or strain generated in the rim model 20 may be reset again. Thereby, the influence which the big deformation | transformation which generate | occur | produces in the rim model 20 has on subsequent analysis can be excluded more reliably.

  Here, when the bead width Wb is larger than the rim width Wr, a procedure for changing the bead width Wb may be added before fitting the bead portion of the tire model 30 to the rim of the rim model 20 (step S104). As a result, when the radial positions of the rim-side fitting surface Sr and the bead portion-side fitting surface Sb are aligned, the interference between the bead portion and the rim can be ignored. Calculation time can be shortened. When changing the bead width Wb, the bead width Wb may be slightly smaller than the rim width Wr. In this way, since the contact area with the bead portion trim when changing the rim diameter is small, the calculation time can be further shortened. Here, the bead width Wb refers to the distance between the outside of the first bead portion 31 and the outside of the second bead portion 32 of the tire model 30, and the rim width Wr is the inside of the first rim 21 of the rim model 20. This is the distance from the inside of the second rim 22 (see FIG. 9).

  The bead width Wb may be changed (for example, narrowed in this embodiment) by applying a forced displacement to the first bead portion 31 and the second bead portion 32, or may be prepared separately from the rim model 20. The bead width Wb may be changed in contact with the rim model. The bead width Wb may be changed before or after matching the radial positions of the rim-side fitting surface Sr and the bead portion-side fitting surface Sb, that is, before or after step S102. For example, the bead portion and the rim can be fitted by defining a contact between the rim side fitting surface Sr and the bead portion side fitting surface Sb. This is because the interference between the rim and the bead portion need not be considered.

Here, the first friction between the bead portions 31 and 32 and the rims 21 and 22 when the positions of the rim side fitting surface Sr and the bead portion side fitting surface Sb are aligned in the radial direction (step S102). The coefficient μ ₁ is the second friction between the bead portions 31 and 32 and the rims 21 and 22 when the bead portions 31 and 32 of the tire model 30 are fitted to the rims 21 and 22 of the rim model 20 (step S104). The coefficient is larger than μ ₂ . As a result, when the positions of the rim-side fitting surface Sr and the bead portion-side fitting surface Sb are aligned in the radial direction, the slip of the bead portions 31 and 32 can be reduced, so that the calculation time can be further shortened. . Further, when the bead portions 31 and 32 are fitted to the rims 21 and 22, the second friction coefficient μ ₂ is smaller than the first friction coefficient μ ₁ , so that the bead portions 31 and 32 are 21 and 22 are easy to move. As a result, the bead portions 31 and 32 can be more reliably fitted to the rims 21 and 22.

The first friction coefficient μ ₁ when the positions in the radial direction of the rim side fitting surface Sr and the bead portion side fitting surface Sb are aligned is preferably 0.1 or more and 1.0 or less, and a more preferable range is 0. 3 or more and 0.7 or less. The second friction coefficient μ ₂ when the bead portions 31 and 32 of the tire model 30 are fitted to the rims 21 and 22 of the rim model 20 is preferably 0.01 or more and 0.4 or less, and more preferably 0. .01 or more and 0.1 or less. Both the static friction coefficient and the dynamic friction coefficient are preferably in the range of the first and second friction coefficients μ ₁ and μ ₂ .

The third friction coefficient μ ₃ after fitting the bead portions 31 and 32 of the tire model 30 to the rims 21 and 22 of the rim model 20 indicates that the bead portions 31 and 32 of the tire model 30 are the rim 21 of the rim model 20. , 22 is set to be larger than the second friction coefficient μ ₂ . The third friction coefficient μ ₃ is a friction coefficient between the bead portion 9 of the actual tire 1 and the rim 11 of the actual wheel 10 after fitting. By doing in this way, the state of a bead part and a rim after fitting can be reproduced more accurately.

As a result, the deformation state of the bead portion can be more accurately reproduced, and the prediction accuracy of the performance of the tire or the tire / wheel assembly can be improved. Further, when the bead portions 31 and 32 of the tire model 30 are fitted to the rims 21 and 22 of the rim model 20, the bead portions 31 and 32 can be more reliably fitted to the rims 21 and 22. The third friction coefficient μ ₃ after fitting the bead portions 31 and 32 of the tire model 30 to the rims 21 and 22 of the rim model 20 is preferably 0.5 or more and 2.0 or less. It is preferable that both the static friction coefficient and the dynamic friction coefficient are in the range of the _third friction coefficient μ ₃ .

  In this embodiment, the rim-side fitting surface Sr of the rim model 20 and the bead portion-side fitting surface Sb of the tire model 30 are arranged to face each other at a predetermined interval, and then the rim-side fitting surface Sr and the bead are arranged. The part-side fitting surface Sb is matched and then fitted. For this reason, in this embodiment, unlike the simulation method disclosed in Patent Document 1 in which the bead portion is once narrowed and then fitted to the rim, a procedure for once narrowing the bead portion is not necessary. As a result, the movement of the bead portions 31 and 32 when the rims 21 and 22 and the bead portions 31 and 32 are fitted together can be reduced. Can be prevented from being fitted. As a result, since the vibration of the tire when the rims 21 and 22 and the bead portions 31 and 32 are fitted can be reduced, the vibration attenuation time can be shortened and the calculation time can be shortened.

  Further, in the simulation method disclosed in Patent Document 1, since the bead portion is once narrowed and then fitted to the rim, the analysis is accompanied by a large slip between the bead portion and the rim in addition to the compression deformation of the bead portion. In, the convergence is deteriorated and it takes a lot of time. However, in the tire performance prediction method according to this embodiment, the rim-side fitting surface Sr and the bead portion-side fitting surface Sb that are arranged to face each other with a predetermined interval are fitted in the radial direction before fitting. Let As a result, the large slip between the rims 21 and 22 and the bead portions 31 and 32 can be extremely reduced. Therefore, in this embodiment, the compression deformation of the bead portions 31 and 32 may be mainly handled. As a result, the convergence can be improved and the analysis time can be shortened. Thus, the tire performance prediction method according to this embodiment is particularly preferable for the implicit method of repeatedly executing the convergence calculation.

  Further, the simulation method disclosed in Patent Document 1 not only involves a large slip between the bead portion and the rim, but also requires a bead portion to overcome this when a hump is provided on the rim. is there. For this reason, analysis becomes difficult when a hump is provided on the rim, and analysis is almost impossible particularly when an implicit method is used. However, in the tire performance prediction method according to this embodiment, the rim-side fitting surface Sr and the bead portion-side fitting surface Sb that are arranged to face each other at a predetermined interval are matched in the radial direction and then fitted. . As a result, the bead portions 31 and 32 do not get over the hump 23, so that the analysis using the implicit method is possible when the hump 23 is provided on the rims 21 and 22.

  Next, the fitting part 52s applies the internal pressure P to the tire model 30 (step S105). Due to the load of the internal pressure P, the bead portions 31 and 32 move in the direction of arrow B in FIG. 10 and are pressed against the rim 21 and 22 side of the rim model 20, respectively. This makes it possible to reproduce the actual tire usage. Further, since the internal pressure P is directly applied, the actual stress state and the like inside the tire can be accurately reproduced.

  The internal pressure P may be applied simultaneously when the bead portions 31 and 32 of the tire model 30 are fitted to the rims 21 and 22 of the rim model 20 (step S104). In an actual tire, the bead portion of the tire is pressed against the rim by the load of the internal pressure P, and the bead portion and the rim are sufficiently fitted. Thus, in this way, a state closer to the actual fitting is achieved. Can be reproduced. Further, if the internal pressure P is loaded simultaneously with the fitting, the calculation time can be shortened as compared with the case where the fitting and the loading of the internal pressure P are performed separately.

  The tire / wheel assembly model 40 obtained by fitting the tire model 30 to the rim model 20 by the above procedures is the center axis Y of the actual tire / wheel assembly 18 (FIGS. 2-1 and 2-2). It is a two-dimensional model in the meridian plane passing through. When the tire performance is predicted using the two-dimensional model (step S106; No), a predetermined load F, camber angle, lateral force, and other conditions are given, and the obtained tire / wheel assembly model 40 is obtained. Using, the analysis part 52p estimates the various performances of a tire (step S108).

  When the tire performance is predicted using the three-dimensional model (step S106; Yes), a three-dimensional tire / wheel assembly model is created from the two-dimensional tire / wheel assembly model 40 obtained by the above procedures. To do. FIG. 11 is an explanatory diagram showing a method of creating a three-dimensional tire / wheel assembly model from a two-dimensional tire / wheel assembly model. FIG. 12 is a perspective view showing an example of a three-dimensional tire / wheel assembly model.

  As shown in FIG. 11, the region of the central angle θ with respect to the central axis Ytr of the two-dimensional tire / wheel assembly 40 is regarded as the created two-dimensional tire / wheel assembly model 40. Then, the created two-dimensional tire / wheel assembly model 40 is developed in the circumferential direction of the three-dimensional tire / wheel assembly to be created. Thus, a three-dimensional tire / wheel assembly model 100 (see FIG. 12) can be created from the two-dimensional tire / wheel assembly model 40. The three-dimensional tire / wheel assembly model 100 may be created before applying the internal pressure P to the tire model 30 (before step S105).

  When the three-dimensional tire / wheel assembly model 100 was created (step S107), a predetermined load F, speed, slip angle, camber angle, slip ratio, lateral force, longitudinal force, and other conditions were given. Using the tire / wheel assembly model 100, the analysis unit 52p predicts various performances of the tire (step S108).

(Modification 1)
Next, a modified example of the procedure for fitting the bead portion of the tire model and the rim of the rim model will be described. FIG. 13 is an explanatory diagram illustrating a first modification of the procedure for fitting the bead portion and the rim. In the example shown in FIG. 13, the wheel center axis Yrv of the rim model 20 is arranged so as to be shifted from the tire center axis Yt by ΔRr in a direction away from the bead portions 31 and 32 of the tire model 30. The rim radius Rr of the rim model 20 and the bead radius Rt of the tire model 30 are set to the same size. Thereby, in the radial direction, the bead portion side fitting surface Sb and the rim side fitting surface Sr are arranged with a predetermined interval ΔRr, and the rim side fitting surface Sr and the bead portion side fitting surface Sb are arranged to face each other. Is done.

In the rim model 20, reference nodes Nr of all the nodes N _n−1 , N _n , N _{n + 1} ... Of the minute elements constituting the rim model 20 are provided, for example, on the central axis Yrv of the rim model 20. . Note that at least one reference node Nr may be provided. All the nodes N _n−1 , N _n , N _{n + 1} ... Of the rim model 20 are kept at a predetermined distance from the reference node Nr. When the reference node Nr moves, all the nodes N _n−1 , N _n , N _{n + 1} ... Of the rim model 20 also move together with the reference node Nr while maintaining the predetermined distance.

  When the positions of the bead portion side fitting surface Sb of the tire model 30 and the rim side fitting surface Sr of the rim model 20 are aligned in the radial direction (step S102), the wheel center axis Yrv is set to the arrow in FIG. Shift in the C direction by ΔRr or more. Then, by changing the diameter of the rim model 20 (in this example, the rim radius, but may be a diameter depending on the rim model) to a predetermined dimension, the wheel center axis Yrv and the tire center axis Yt are made to coincide, or The wheel center axis Yrv is set to exceed the tire center axis Yt (Rt> Rr). That is, the reference node is shifted by ΔRr in the direction of arrow C in FIG. 13 or more so that the position of the reference node coincides with the tire center axis Yt, or the wheel center axis Yrv is the center of the tire. The axis Yt is exceeded (Rt> Rr). Accordingly, all the nodes of the rim model 20 are moved by ΔRr or more in the direction of arrow C in FIG. 13, so that the rim side fitting surface Sr of the rim model 20 and the bead part side fitting of the tire model 30 are fitted. The position in the radial direction coincides with the surface Sb. As a result, the radial positions of the bead portion-side fitting surface Sb and the rim-side fitting surface Sr can be matched.

  As described above, by applying a forced displacement to all the nodes of the minute elements constituting the rim model 20, the rim model side fitting surface Sr and the bead portion side fitting surface Sb can be matched in the radial direction. it can. However, it is complicated in analysis to give a forced displacement to all the nodes. As in this modification, once the relationship between the nodes of the microelements constituting the rim model 20 and the reference nodes corresponding thereto is set once, all of the rim model 20 can be simply changed by changing the position of the reference node. This is preferable because the positions of the nodes can be uniformly changed.

(Modification 2)
FIGS. 14A and 14B are explanatory diagrams illustrating a second modification of the procedure for fitting the bead portion and the rim. FIGS. In this modification, by applying thermal strain to the rim model, the radial positions of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model are matched. In the following, the case where the rim model is three-dimensional will be described, but the concept is the same even when the rim model is two-dimensional.

  Both the rim model 20a and the tire model 30 are set as a three-dimensional model. As illustrated in FIG. 14A, the rim model 20a has a rim radius that is smaller than the bead radius of the tire model 30 (Rr <Rt). The rim-side fitting surface Sr of the rim model 20a and the bead portion-side fitting surface Sb of the tire model 30 are arranged to face each other with a predetermined interval (Rt−Rr). The wheel center axis Yr, that is, the center axis of the rim model 20a and the tire center axis Yt coincide with each other.

In the second modification, the rim model 20a defines a thermal expansion coefficient in advance, and changes the rim radius by applying thermal strain to the rim model 20a. Here, the thermal strain ε _th = α × (T−T ₀ ). Α is a thermal expansion coefficient (linear expansion coefficient), T is the current temperature of the rim model 20a, and T ₀ is a reference temperature when defining the thermal expansion coefficient. In order to apply thermal strain to the rim model 20a, the temperature T of the rim model 20a is changed until the rim model 20a has a specified rim diameter (in this example, a rim radius) from the above formula.

In this modification, an anisotropic thermal expansion coefficient is defined for the rim model 20a so that only the diameter of the rim model 20a is changed without changing the cross-sectional shape of the rim model 20a. In this modification, the thermal expansion coefficient in the width direction and the radial direction of the rim model 20a is set to 0, and the thermal expansion coefficient in the circumferential direction of the rim model 20a (the direction of arrow C in FIGS. 14-1 and 14-2) is defined ( Positive coefficient of thermal expansion). Thus, Rimumoderu 20a according to this modification, with respect to the width direction and the radial direction of the Rimumoderu 20a the thermal strain epsilon _th is not generated, the thermal strain epsilon _th occurs with respect to the circumferential direction of the Rimumoderu 20a.

  When the temperature of the rim model 20a in which the anisotropic thermal expansion coefficient is defined as described above is raised, the rim model 20a expands in the circumferential direction, but the size in the width direction and the radial direction, that is, the cross-sectional shape does not change. . When the rim radius of the rim model 20a is Rr, the circumferential length L of the rim model 20a is represented by 2 × π × Rr. Therefore, as shown in FIG. 14-2, by increasing the temperature of the rim model 20a, the circumference L thereof is increased, so that the rim radius Rr of the rim model 20a is increased. When the rim radius Rr becomes a prescribed dimension, the radial positions of the bead portion side fitting surface Sb of the tire model 30 and the rim side fitting surface Sr of the rim model 20a are matched.

  In this modification, by setting the rim radius of the rim model 20a to be smaller than the bead radius of the tire model 30 and increasing the temperature of the rim model 20a, the bead portion side fitting surface Sb and the rim side fitting surface Sr Adjust the position in the radial direction. In addition, the positions in the radial direction of the bead portion-side fitting surface Sb and the rim-side fitting surface Sr may be aligned by the following procedure. First, the rim radius of the rim model 20a is set to a regular rim radius. Next, the temperature of the rim model 20 a is lowered to make the rim radius of the rim model 20 a smaller than the bead radius of the tire model 30. In this state, the bead portion side fitting surface Sb of the tire model 30 is disposed to face the tire model 30. Then, by raising the temperature of the rim model 20a, the circumferential length of the rim model 20a is increased to increase the rim radius, and the bead portion side fitting surface Sb and the rim side fitting surface Sr are aligned in the radial direction.

  As described above, according to the tire performance prediction method according to this embodiment and the modification thereof, the rim-side fitting surface of the rim model that is at least partially deformed and the bead portion-side fitting surface of the tire model are predetermined. Are arranged opposite to each other. Then, after the rim side fitting surface and the bead portion side fitting surface are matched in the radial direction of the rim model or the tire model, the fitting is performed after resetting the stress or strain generated in the rim model. This eliminates the need to temporarily narrow the bead portion of the tire model and reduces the movement of the bead portion when the rim and the bead portion are fitted together. It is possible to prevent the portion from suddenly colliding with the rim. As a result, the calculation time can be shortened by shortening the damping time of the vibration of the tire when the rim and the bead portion are fitted. In addition, the tire performance can be predicted more efficiently while ensuring the calculation accuracy.

  Also, a rim model that is modeled with at least a part as a deformed body is used, and the rim model is generated in the rim model after matching the rim side fitting surface and the bead portion side fitting surface in the radial direction of the rim model or tire model. Reset stress or strain. As a result, it is possible to eliminate the influence of the large deformation in the rim radial direction, which occurs in the rim model when the rim-side fitting surface and the bead portion-side fitting surface are matched, on the analysis.

  Further, according to the tire performance prediction method according to this embodiment and the modification thereof, a large slip between the rim and the bead portion can be extremely reduced, and therefore, the compression deformation of the bead portion may be mainly handled. As a result, it is possible to improve the convergence of the calculation and to shorten the entire analysis time while ensuring the calculation accuracy. In particular, the implicit method in which the convergence calculation is repeatedly executed is effective in shortening the calculation time.

  Further, in the tire performance prediction method according to this embodiment and its modification, the rim-side fitting surface and the bead portion-side fitting surface that are arranged to face each other with a predetermined interval are arranged in the radial direction of the rim model or the tire model. After matching, the mating is performed. As a result, the rim does not get over the hump, so even when a hump is provided on the rim, it is possible to analyze the bead portion to be fitted to the rim, and a large slip that the bead portion slides on the rim. Since the accompanying calculation is reduced, the calculation time can be shortened while ensuring the calculation accuracy. In particular, even when an implicit method for repeatedly executing convergence calculation is used, an analysis can be performed when a hump is formed on the rim.

(Example)
In this example, using the tire performance prediction method according to the present invention and the simulation method disclosed in Patent Document 1, the time required from fitting to internal pressure load was determined. The procedure A is a simulation method disclosed in Patent Document 1, and uses a rim model having a specified rim diameter (in this example, a rim radius) in which all elements are modeled by deformable elements, and the bead width is larger than the rim width. After narrowing, the bead width is changed to the rim width. And an internal pressure is loaded simultaneously with a bead part and a rim being fitted. The friction coefficient between the bead portion and the rim when the bead width is changed to the rim width is 0.01, and the friction coefficient at the time of internal pressure load is also 0.01.

  Procedure B is a method for predicting tire performance according to the present invention, using a rim model in which all the elements are modeled by deformable elements and the rim radius is set smaller than the bead radius, and the bead width is adjusted to the rim width. Then, the rim radius is changed to a specified dimension. And an internal pressure is loaded simultaneously with a bead part and a rim being fitted. The friction coefficient between the bead portion and the rim when the rim radius is changed to a specified dimension is set to 0.01, and the friction coefficient at the time of internal pressure load is also set to 0.01.

  Procedure C is a method for predicting tire performance according to the present invention, using a rim model in which all elements are modeled by deformable elements and a rim radius is set smaller than the bead radius, and the bead width is adjusted to the rim width. Then, the rim radius is changed to a specified dimension. The bead portion and the rim are fitted together, and at the same time, an internal pressure is applied. The friction coefficient between the bead portion and the rim when the rim radius is changed to a specified dimension is 0.5, and the friction coefficient at the time of internal pressure load is 0.01.

  Table 1 shows the results of obtaining the time required from the fitting to the internal pressure load using the procedures A, B, and C. The calculation time is indicated by an index value when Comparative Example 1 is set to 100. In all cases, the implicit method of the finite element method was used. The modeled tire was a 195 / 65R15 tire, and the rim model was a 15 × 6JJ wheel rim. Comparative Examples 1 and 3 are based on the simulation method disclosed in Patent Document 1, and Examples 1 to 3 are based on the tire performance prediction method according to the present invention.

  As can be seen from the results in Table 1, the calculation times of Examples 1 to 3 are shorter than those of Comparative Examples 1 and 2. Further, when there is a hump, calculation is impossible in Comparative Example 2, but calculation is possible according to Example 2, and the calculation time is improved as compared with Comparative Example 1. The reason why the calculation time of Example 2 is shorter than that of Example 1 is considered to be that the slip between the rim and the bead portion is reduced by the hump. Further, as shown in the third embodiment, the calculation time is shortened by reducing the friction coefficient between the bead portion and the rim during fitting.

As described above, the tire performance prediction method, the tire performance prediction computer program, and the tire / wheel assembly model creation method according to the present invention are useful for predicting various performances of a tire mounted on a wheel. In particular, it is suitable for shortening the calculation time when predicting the performance of the tire.

It is a partial cross section figure which shows the cross section which cut the rim | limb of the tire and the wheel with the meridian surface containing the central axis. It is explanatory drawing which shows each axis | shaft of a tire, a wheel, and a tire / wheel assembly. It is explanatory drawing which shows each axis | shaft of a tire, a wheel, and a tire / wheel assembly. It is an apparatus block diagram which shows the prediction apparatus of the tire performance which concerns on this embodiment. It is an apparatus block diagram which shows the prediction apparatus of the tire performance which concerns on this embodiment. It is a flowchart which shows the procedure of the prediction method of the tire performance which concerns on this embodiment. It is sectional drawing which shows an example of the rim | limb model produced by dividing | segmenting the rim | limb of a wheel into a microelement (solid element). It is sectional drawing which shows an example of the tire model created by dividing | segmenting a tire into a microelement. It is explanatory drawing which shows the position in the radial direction of the rim model which concerns on this embodiment. It is explanatory drawing which shows the position in the radial direction of the rim model and tire model which concern on this embodiment. It is explanatory drawing which shows the state which match | combined the position in the radial direction of the rim model and tire model which concern on this embodiment. It is explanatory drawing which shows the method of producing a three-dimensional tire / wheel assembly model from a two-dimensional tire / wheel assembly model. It is a perspective view which shows an example of a three-dimensional tire / wheel assembly model. It is explanatory drawing which shows the 1st modification of the procedure which fits a bead part and a rim | limb. It is explanatory drawing which shows the 2nd modification of the procedure which fits a bead part and a rim | limb. It is explanatory drawing which shows the 2nd modification of the procedure which fits a bead part and a rim | limb.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tire 7 Bead wire 8 Bead filler 9 Bead part 10 Wheel 11 Rim 12 Hump 18 Tire / wheel assembly 20 Rim model 21, 22 Rim 23 Hump 24 Well 30 Tire model 31, 32 Bead part 40, 100 Tire / wheel assembly model 50 Tire Performance prediction device

Claims (15)

In predicting the performance with the tire bead fitted to the wheel rim,
The tire and the rim included in the wheel are divided into a plurality of minute elements, and the fitting surface on the rim side and the fitting surface on the bead portion side are opposed to each other and arranged with a predetermined interval. As described above, a procedure for creating a tire model and a rim model having at least part of a deformed body,
By changing the diameter of the rim model to a specified dimension, the procedure of matching the radial position of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model;
Resetting the stress or strain occurring in the rim model;
A procedure for fitting the bead portion of the tire model to the rim model;
A method for predicting tire performance, comprising:   The tire performance prediction method according to claim 1, further comprising a step of changing a width of the bead portion of the tire model before fitting the bead portion of the tire model to the rim model.   The tire performance prediction method according to claim 1 or 2, wherein when the bead portion of the tire model is fitted to the rim model, an internal pressure is applied to the tire model. In the procedure for aligning the radial position of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model,
4. The forced displacement is applied to each node of the minute element constituting the rim model or at least one reference node having a predetermined positional relationship with each node of the minute element constituting the rim model. The tire performance prediction method according to any one of the above.   The thermal expansion coefficient is defined in advance for the rim model, and when the radial position of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model is matched, The tire performance prediction method according to claim 1, wherein thermal strain is applied to the rim model.   The tire performance prediction method according to claim 5, wherein the thermal expansion coefficient has anisotropy, and when a thermal strain is applied to the rim model, only a circumferential direction of the rim model is deformed.   The method for predicting tire performance according to claim 5 or 6, wherein the thermal expansion coefficient is defined such that thermal strain does not occur in a width direction and a radial direction of the rim model.   The tire method prediction method according to claim 1, wherein the rim model is provided with a hump. A first gap between the bead portion of the tire model and the rim of the rim model when the radial positions of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model are aligned. Friction coefficient
The first friction coefficient between the bead portion of the tire model and the rim of the rim model when the bead portion of the tire model is fitted to the rim model. The tire performance prediction method according to any one of the above.   The tire performance according to claim 9, wherein the first friction coefficient is 0.1 or more and 1.0 or less, and the second friction coefficient is 0.01 or more and 0.4 or less. Prediction method. A third coefficient of friction between the bead portion of the tire model and the rim of the rim model after the bead portion of the tire model is fitted to the rim model,
11. The first friction coefficient between the bead portion of the tire model and the rim of the rim model when the bead portion of the tire model is fitted to the rim model. The tire performance prediction method according to any one of the above.   The tire performance prediction method according to claim 11, wherein the third friction coefficient is not less than 0.5 and not more than 2.0.   A computer program for predicting tire performance, which causes a computer to execute the method for predicting tire performance according to any one of claims 1 to 12. A tire model that is divided into minute elements and that is set so that the fitting surface on the rim side and the fitting surface on the bead portion side are opposed to each other and arranged at a predetermined interval, and at least a part of the tire model is deformed To create a rim model of
By changing the diameter of the rim model to a specified dimension, the radial position of the fitting surface on the bead portion side of the tire model and the fitting surface on the rim side of the rim model is matched, and then the rim model is generated in the rim model. after resetting stress or strain in which, the procedure Ru bead portion of the tire model fitted to the Rimumoderu,
A method for creating a tire / wheel assembly model , comprising: Wherein the Rimumoderu, how to create a tire / wheel assembly model according to claim 14, wherein the kick set the hump.

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