JP4715902B2 - Tire vibration characteristic evaluation method, tire vibration characteristic evaluation computer program, and tire manufacturing method - Google Patents

Description

  The present invention relates to tire vibration characteristic evaluation and manufacturing, and more particularly, a tire vibration characteristic evaluation method and a tire vibration characteristic evaluation computer program capable of accurately evaluating pattern noise caused by a tire tread pattern, Further, the present invention relates to a tire manufacturing method.

  Conventional tires have been developed by repeatedly making prototypes with further improvements based on results obtained by subjecting prototypes to running tests and conveyance 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 creating a prototype.

  Usually, a groove for improving drainage is formed on the tread surface of the tire, and this groove forms a so-called tread pattern. When the tire rolls, the tread pattern affects the tire vibration characteristics. Patent Document 1 discloses a tire performance simulation method for acquiring the vibration characteristics of a tire when the tire passes through a non-flat portion in consideration of the influence of the tread pattern.

Japanese Patent No. 3341817

  By the way, in a tire having a tread pattern, pattern noise due to the tread pattern is generated when the tire rolls. This pattern noise is a complex vibration phenomenon in which solid propagation and air propagation are combined. In the tire performance simulation method disclosed in Patent Document 1, the pattern noise evaluation is not mentioned directly.

  In the tire performance simulation method disclosed in Patent Document 1, the vibration characteristics of the tire when the tire passes through the non-flat portion are acquired. For this reason, when trying to evaluate pattern noise by the simulation method disclosed in Patent Document 1, in addition to the effects of solid propagation and air propagation, the evaluation includes the effects when the tire goes over the non-flat portion. End up. Further, in the tire performance simulation method disclosed in Patent Document 1, tire vibration characteristics are acquired based on information including a vertical load, a front-rear load, and the like acting on the rotation axis of the tire. Since such information includes information on the effects of the tire and the wheel and the hub, it is insufficient to accurately evaluate the effects of the tread pattern, and there is room for improvement in order to efficiently develop the tire.

  Therefore, the present invention has been made in view of the above, and it is possible to accurately evaluate pattern noise caused by a tread pattern of a tire and efficiently develop a tire. An object is to provide a vibration characteristic evaluation program and a tire manufacturing method.

  In order to solve the above-described problems and achieve the object, the tire vibration characteristic evaluation method according to the present invention is based on the finite element method, and the tread pattern of the tire is limited to a finite number of microelements in the circumferential direction of the tire. A tire model by dividing the tire model, a procedure for attaching the tire model to a wheel rim model prepared in advance, and a tire model attached to the rim model in contact with a road surface model prepared in advance. A procedure for rolling a model under a predetermined load, a procedure for obtaining a contact reaction force generated between the tire and the road surface, and a vibration characteristic of the tire based on fluctuations in the contact reaction force. And an evaluation procedure.

  As a result of intensive studies, the present inventors have found that the contact reaction force generated between the tire and the road surface has a very strong correlation with the pattern noise. In this tire vibration characteristic evaluation method, the tire vibration characteristic is evaluated based on the contact reaction force generated between the tire and the road surface. Therefore, the tire can be efficiently developed by accurately evaluating the pattern noise of the tire. Further, since the contact reaction force is acquired by rolling simulation using the finite element method, a procedure for actually making and evaluating a tire becomes unnecessary, and development efficiency is further improved. Here, the contact reaction force refers to the force applied to the tire from the road surface that is generated between the ground contact surface of the tire and the road surface when the tire is rolled by applying a predetermined load to the tire. The contact reaction force can be expressed by the product of the contact pressure and the contact area.

  The tire vibration characteristic evaluation method according to the present invention is the tire vibration characteristic evaluation method described above, wherein when the tire rolls on the road surface, the distance between the rotation axis of the tire and the road surface is approximately equal. It is characterized by being constrained to be constant.

  Since the tire vibration characteristic evaluation method has the same configuration as the tire vibration characteristic evaluation method, the tire has the same functions and effects as the tire vibration characteristic evaluation method. Further, the tire vibration characteristic evaluation method restrains the distance between the tire rotation axis and the road surface to be substantially constant. Thereby, the average load at the time of tire rolling can be made substantially constant. In this tire vibration characteristic evaluation method, the tire vibration characteristic is evaluated by the variation of the contact reaction force. Therefore, by extracting the influence of the contact reaction force by making the average load almost constant during tire rolling, the accuracy It is possible to evaluate good vibration characteristics.

  The tire vibration characteristic evaluation method according to the present invention is characterized in that, in the tire vibration characteristic evaluation method, the road surface is flat.

  Since the tire vibration characteristic evaluation method has the same configuration as the tire vibration characteristic evaluation method, the tire has the same functions and effects as the tire vibration characteristic evaluation method. Further, in this tire vibration characteristic evaluation method, the road surface in contact with the tire is a flat road surface. In this tire vibration characteristic evaluation method, the tire vibration characteristic is evaluated based on the variation of the contact reaction force, so that the factor that affects the contact reaction force can be reduced by making the road surface in contact with the tire a flat road surface. Thereby, it is possible to extract the influence of the contact reaction force and evaluate the vibration characteristics with high accuracy.

  In the tire vibration characteristic evaluation method according to the present invention, in the tire vibration characteristic evaluation method, in the procedure for evaluating the vibration characteristic of the tire, a time analysis history of the contact reaction force is subjected to frequency analysis, and the contact reaction characteristic is evaluated. The vibration characteristics of the tire are evaluated based on the relationship between force gain and frequency.

  Since the tire vibration characteristic evaluation method has the same configuration as the tire vibration characteristic evaluation method, the tire has the same functions and effects as the tire vibration characteristic evaluation method. Further, this tire vibration characteristic evaluation method evaluates the tire vibration characteristic using the relationship between the gain and frequency of the contact reaction force. In this way, the characteristics of the tire in actual vehicle measurement can be accurately reproduced.

  In the tire vibration characteristic evaluation method according to the present invention, in the tire vibration characteristic evaluation method, in the procedure for evaluating the vibration characteristic of the tire, a maximum of a predetermined time period of the contact reaction force time change history is obtained. The difference between the contact reaction force and the minimum contact reaction force is obtained, and the vibration characteristics of the tire are evaluated based on the difference.

  Since the tire vibration characteristic evaluation method has the same configuration as the tire vibration characteristic evaluation method, the tire has the same functions and effects as the tire vibration characteristic evaluation method. Further, in this tire vibration characteristic evaluation method, the difference between the maximum contact reaction force and the minimum contact reaction force is obtained, and the vibration characteristic of the tire is evaluated based on the difference. In this way, the frequency characteristics of the tire can be easily evaluated without requiring frequency analysis. In particular, when there is no change in the tire circumferential pitch of the tread pattern, it is preferable because the characteristics of the tire in actual vehicle measurement can be accurately reproduced.

  A tire tire vibration characteristic evaluation computer program according to the present invention is characterized in that the tire vibration characteristic evaluation method is realized on a computer. Thus, the tire vibration characteristic evaluation method described above can be realized using a computer.

  In the tire manufacturing method according to the present invention, the tire tread pattern is determined based on the procedure for evaluating the tire vibration characteristics by the tire vibration characteristic evaluation method and the evaluated tire vibration characteristics. And a procedure for vulcanizing the green tire with a vulcanization mold capable of transferring the determined tread pattern.

  In this tire manufacturing method, a tread pattern is designed based on the vibration characteristics of the tire evaluated based on the contact reaction force generated between the tire and the road surface. Then, the tire is manufactured by vulcanizing the green tire using a vulcanization mold capable of transferring the tread pattern. For this reason, the tire pattern can be efficiently developed by accurately evaluating the pattern noise of the tire and efficiently designing the tread pattern with reduced pattern noise.

  INDUSTRIAL APPLICABILITY The tire vibration characteristic evaluation method, the tire vibration characteristic evaluation computer program, and the tire manufacturing method according to the present invention have an effect that a tire can be efficiently developed by accurately evaluating pattern noise.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited by the best mode for carrying out the invention. 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 all tires and is not limited to pneumatic tires.

  The tire vibration characteristic evaluation method according to this embodiment is characterized in that vibration characteristics such as tire pattern noise are evaluated based on a contact reaction force generated between the tire and a road surface. Before explaining the contents of the tire vibration characteristic evaluation method according to this embodiment, the tire to be evaluated will be described. FIG. 1 is a partial cross-sectional view showing a cross section of a tire cut along a meridian plane including a rotation axis of the tire. The structure of the tire 10 that is the object of vibration characteristic evaluation will be briefly described with reference to FIG. The cap tread 11 is a rubber layer that is disposed on the road surface grounding portion of the tire 10 and covers the outside of the carcass 15, the belt 14, or the breaker.

The cap tread 11 serves to protect the carcass 15 and the belt 14 against cut impact. Here, the surface where the cap tread 11 is in contact with the road surface is referred to as a tread surface 11m. Tread surface 11m is delimited by a plurality of vertical grooves 11s ₁ and transverse grooves, a plurality of blocks 11b is formed. A pattern formed by the vertical groove 11s ₁ , the horizontal groove, or the block 11b formed on the tread surface 11m is referred to as a tread pattern or a block pattern.

  The undertread 12 is a rubber layer disposed between the cap tread 11 and the belt 14 and is used for the purpose of improving heat generation, adhesion, and the like. The side tread 13 is disposed on the outermost side of the sidewall portion to prevent external scratches from reaching the carcass 15 and, in the case of a radial tire, has an auxiliary role of transmitting driving force from the axle to the road surface. I'm in charge.

  The belt 14 is a rubberized cord layer disposed between the cap tread 11 and the carcass 15. In the case of a bias tire, it is called a breaker. In the radial tire, the belt 14 plays an important role as a shape maintaining and strength member. The carcass 15 is a rubberized cord layer that forms the skeleton of the tire 10. The carcass 15 is a strength member that serves as a pressure vessel when the tire 10 is filled with air, and is configured to support a load by the internal pressure of the air and withstand a dynamic load during traveling.

  The cord tension of the carcass 15 generated by the internal pressure of air is supported by a bundle of steel wires. A ring in which the bundle of steel wires is hardened with hard rubber is called a bead 16. The bead 16 serves as a strength member of the tire 10 together with the carcass 15, the belt 14, and the tread in addition to the role of fixing the tire 10 to the rim of the wheel. The bead filler 17 is a rubber that fills a space generated when the carcass 15 is wound around the bead wire. While fixing the carcass 15 to the bead 16, the shape of the part is adjusted and the rigidity of the whole bead part is improved.

FIG. 2 is a partial plan view showing an example of a tread pattern formed on the tread surface. The cap tread 11 of the tire 10 is divided by a lateral groove 11s _{2 with} respect to the circumferential direction of the tire 10 (arrow direction in FIG. 2), and is orthogonal to the circumferential direction of the tire by the longitudinal groove 11s ₁ . It is divided into Thereby, the cap tread 11 is divided into a plurality of blocks 11b _n , 11b _{n + 1 and the} like having a pitch with respect to the circumferential direction of the tire 10. Hereinafter, the vertical groove 11s ₁ and the horizontal groove 11s ₂ are collectively referred to as the groove 11. As in the tire 10 shown in FIG. 2, the lengths (circumferential pitches) P _n−1 , P _n , P _{n + 1} , etc. in the circumferential direction of the blocks 11b _n−1 , 11b _n , 11b _{n + 1,} etc. Each may be different. Thereby, it is suppressed that the pattern noise of a specific frequency is conspicuous. The circumferential pitches P _n−1 , P _n , P _{n + 1,} etc. may all be the same size.

When a tire having a groove 11s formed on the tread surface 11m rolls, the blocks 11b _n and 11b _{n + 1} etc. of the tread surface 11m formed by the groove 11s are grounded and generate noise when they leave. . This noise is called pattern noise, and changes depending on the shape of the tread pattern formed by the groove 11s. Since generation of pattern noise is inevitable in a tire having a tread pattern, the tire 10 is designed so as to reduce this pattern noise.

  The pattern noise is caused by the groove 11s, propagates from the tire 10 to the wheel, and then propagates in the order from the wheel to the axle, the suspension, and the vehicle body to vibrate the air. Reach the ear. In addition to the solid propagation, vibrations input from the ground contact surface of the tire 10 also reach the human ear by so-called air propagation that excites the air by exciting the vibration of the tire 10. Thus, since pattern noise is a complex vibration phenomenon, a running test is performed with tires mounted on an actual vehicle, and a skilled evaluator called a panelist performs sensory evaluation. And based on the evaluation result obtained by this paneler, the tire was designed by repeating manufacture and evaluation of a prototype. For this reason, a great deal of labor and time are required for making and evaluating tires. Furthermore, it has been virtually impossible to quantitatively evaluate the characteristics of a single tire that affects pattern noise.

  FIG. 3 is an explanatory diagram showing a relationship between a tire and a road surface. 4-1 is explanatory drawing which shows the time change log | history of the contact reaction force when a tire rolls on the road surface. 4-2 is explanatory drawing which shows the result of having analyzed the frequency change history of the contact reaction force. The results shown in FIG. 4 are obtained by computer simulation in which tires are mounted on wheels and rolled. Here, as shown in FIG. 3, the contact reaction force RF means that when a predetermined load F is applied to the tire 10 or the tire model 10 m and the tire 10 is rolled, the contact surface of the tire 10 and the road surface 40 The force applied to the tire 10 from the road surface 40 generated during the period.

  As shown in FIG. 4, the magnitude of the contact reaction force RF periodically changes, that is, vibrates with time. For example, in the example shown in FIG. 4, one cycle of the vibration of the contact reaction force RF corresponds to the circumferential pitch Pn of each block constituting the tread pattern. The pattern noise is a complex vibration phenomenon in which solid propagation and air propagation are combined, but the excitation source to the tire 10 is input from the ground plane. For this reason, the magnitude of the input from the ground plane directly affects the pattern noise. Since the input from the contact surface to the tire 10 can be expressed by the contact reaction force RF, the pattern noise can be accurately evaluated by using the vibration of the contact reaction force RF as a representative value representing the magnitude of the vibration input from the contact surface to the tire 10. be able to. Further, if frequency analysis is performed on the time change history of the contact reaction force RF (FIG. 4-2), the frequency distribution of the gain G of the contact reaction force can be known, so that the distribution of pattern noise can also be known. As a result of diligent research, the present inventors have devised a contact reaction force vibration generated between a tire contact surface and a road surface when the tire is mounted on a wheel and the tire is rolled under a predetermined internal pressure and load. However, the present inventors have found that it is extremely effective as a substitute characteristic of pattern noise, and completed the present invention.

  Next, the procedure of the tire vibration characteristic evaluation method according to the embodiment of the present invention will be described. In the following description, an example in which the tire vibration characteristic evaluation method according to the present embodiment is realized by computer simulation will be described, but the present invention can also be realized by a method other than computer simulation. For example, the tire vibration characteristic evaluation method according to this embodiment can also be realized by directly obtaining the contact reaction force RF using a load sensor, a strain sensor, or other sensor capable of measuring force. In addition, the vibration characteristics of the tire evaluated in this example is pattern noise caused by the tread pattern.In addition to this, vibrations other than pattern noise, such as low-frequency vibrations that affect riding comfort, It can be evaluated as a frequency characteristic of a tire.

  Before describing the procedure of a tire vibration characteristic evaluation method according to an embodiment of the present invention, a tire vibration characteristic evaluation apparatus that executes the tire vibration characteristic evaluation method will be described. FIG. 5 is an explanatory diagram showing the configuration of the tire vibration characteristic evaluation apparatus according to this embodiment. A tire vibration characteristic evaluation device (hereinafter referred to as an evaluation device) 50 includes a processing unit 50p and a storage unit 50m. The processing unit 50p and the storage unit 50m are connected via an input / output port (I / O) 59.

  The processing unit 50p includes a model creation unit 51, a tire mounting unit 52, a rolling analysis unit 53, and a contact reaction force analysis unit 54. These execute the tire vibration characteristic evaluation method according to this embodiment. The model creation unit 51, tire mounting unit 52, rolling analysis unit 53, and contact reaction force analysis unit 54 are connected to an input / output port (I / O) 59 so that data can be exchanged between them. It is configured.

Further, a terminal device 60 is connected to the input / output port (I / O) 59, and data necessary for executing the tire vibration characteristic evaluation method according to this embodiment, for example, the tire 10 is configured. The physical property value of the rubber, the physical property value of the wheel, the boundary condition in the rolling analysis, the traveling condition, and the like are given to the evaluation device 50 by the input device 61 connected to the terminal device 60. Further, the tire vibration characteristic evaluation result is received from the evaluation device 50, and the result is displayed on the display device 62 connected to the terminal device 60. Further, various data servers 64 ₁ , 64 _{2 and the} like are connected to the input / output port (I / O) 59. In executing the tire vibration characteristic evaluation method according to this embodiment, the processing unit 50p is configured to be able to use various databases stored in the various data servers 64 ₁ , 64 ₂ and the like.

The storage unit 50m stores a computer program including a processing procedure of the tire vibration characteristic evaluation method according to this embodiment, and data such as material properties acquired from various data servers 64 ₁ , 64 _{2 and the} like. The data such as material properties are used when executing the tire vibration characteristic evaluation method according to this embodiment. Here, the storage unit 50m can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof. The processing unit 50p can be configured by a memory and a CPU. The storage unit 50m may be built in the processing unit 50p or may be in another device (for example, a database server). As described above, the evaluation device 50 may access the processing unit 50p and the storage unit 50m from the terminal device 60 through communication.

  The computer program is a combination of the computer program already recorded in the model creation unit 51, the contact reaction force analysis unit 54, and the like included in the processing unit 50p, and the processing procedure of the tire vibration characteristic evaluation method according to the present embodiment. It may be realized. The evaluation device 50 uses dedicated hardware instead of the computer program, and includes a model creation unit 51, a tire mounting unit 52, a rolling analysis unit 53, and a contact reaction force analysis unit 54 included in the processing unit 50p. A function may be realized. Next, a procedure for realizing the tire vibration characteristic evaluation method according to this embodiment using the evaluation apparatus 50 will be described.

  FIG. 6 is a flowchart showing a processing procedure of the tire vibration characteristic evaluation method according to this embodiment. In executing the tire vibration characteristic evaluation method according to this embodiment, the model creation unit 51 included in the processing unit 50p of the evaluation device 50 creates a tire model (step S101) and creates a road surface model (step S102). ). The order of creating the tire model and creating the road surface model does not matter.

  In the tire vibration characteristic evaluation method according to this embodiment, a finite element method (FEM) is used as an analysis method used for evaluating the tire vibration characteristics. The analysis method applicable to the tire vibration characteristic evaluation method according to this embodiment is not limited to the finite element method, and a boundary element method (BEM), a finite difference method (FDM), and the like are also used. it can. Further, the most appropriate analysis method can be selected according to the boundary condition or the like, or a plurality of analysis methods can be used in combination. Note that the finite element method is an analysis method suitable for structural analysis, and therefore can be suitably applied particularly to structures such as tires and wheels. The present invention is particularly suitable for predicting various performances of a tire by an explicit method using a finite element method.

  FIG. 7 is a perspective view showing an example of a tire model in which a tire is divided into minute elements. FIG. 8A is an explanatory diagram of an example of modeling a road surface. In creating the tire model 10m and the road surface model 40m, the tire model 10m or the road surface model 40m suitable for each analysis method is created so that it can be analyzed by an analysis method such as a finite element method.

For example, when using the finite element method, as shown in FIG. 7, to divide the tire 10 based on the finite element method in a finite number of small elements 10m _1, 10m _2, 10m _n the like. Thereby, the tire model 10m can be created. Similarly, as shown in Figure 8-1, to divide the road surface 40 on the basis of the finite element method in a finite number of small elements 40m _1, 40m _2, 40m _n the like. Thereby, the road surface model 40m can be created.

  The microelements based on the finite element method are, for example, a quadrilateral element in a two-dimensional plane, a solid element such as a tetrahedral solid element, a pentahedral solid element, a hexahedral solid element as a three-dimensional body, a triangular shell element, and a rectangular shell. It is desirable to use an element that can be used by a computer, such as a shell element. The microelements divided in this way are identified one by one using the three-dimensional coordinates in the process of analysis.

  For example, when creating the tire model 10m by the finite element method, the tire model 10m that reproduces the tire structure including the internal structure of the tire 10 and the tread pattern is created. When a variable pitch arrangement composed of a plurality of circumferential pitches is employed in the tread pattern, it is preferable to model this vibration characteristic for evaluation. Thereby, since the prediction accuracy of the contact reaction force can be improved, the pattern noise of the tire can be evaluated more appropriately.

  FIGS. 8-2 and 8-3 are conceptual diagrams for explaining the unevenness of the road surface. In creating the road surface model 40m, it is preferable to consider the unevenness of the road surface 40. That is, it is preferable to model the road surface 40 as a substantially flat road surface. In the tire vibration characteristic evaluation method according to this embodiment, the road surface 40 is subjected to contact reaction force such as curvature, protrusion, step, groove, etc. in order to evaluate variation with time of the contact reaction force generated by the tread pattern. It is preferable not to have an influencing factor. However, the actual asphalt road surface or the unevenness of the test road surface imitating the asphalt road surface may be provided. Further, in the case of a test road surface having a curvature like an indoor test drum, the ground contact length that affects the fluctuation of the contact reaction force is different from that in the case of a flat road surface.

Considering these, as shown in FIG. 8-2, the minimum curvature radius r _r of the concave or convex portion of the road surface 40 is preferably at least 10 times the radius r _t of the tire 10, and the accuracy of vibration characteristic evaluation is improved. In order to achieve this, it is preferably 15 times or more. Further, as shown in FIG. 8C, the roughness of the road surface 40 is determined by the maximum road surface height h _max and the minimum road surface height h _{min at} a length L = 10 cm when an arbitrary straight line on the road surface 40 is scanned. The difference Δhr (= h _max −h _min ) is preferably 2 mm or less. In the tire vibration characteristic evaluation method according to this embodiment, such a road surface 40 is modeled to create a road surface model 40m. In creating the road surface model 40m, a wet state or a snowy state may be taken into consideration.

  Next, the tire mounting unit 52 mounts the created tire model 10m on the wheel model created in advance by the model creating unit 51 (step S103), and applies an internal pressure to the tire model 10m (step S104). Next, an example of this procedure will be described. FIG. 9 is a perspective view showing an example of a wheel model. FIG. 10 is a perspective view showing an example of a tire / wheel assembly model. FIGS. 11A and 11B are explanatory diagrams illustrating an outline of an example of a method for attaching a tire model to a wheel model. 11-3 is explanatory drawing which shows each axis | shaft of a tire model and a wheel model. FIG. 12 is a flowchart showing a tire model mounting procedure according to this embodiment.

  The method of attaching the tire model described here to the wheel model and creating the tire / wheel assembly model is characterized by the following points. That is, the rim width of the wheel rim model modeled based on the finite element method or the like is made larger than the width of the bead portion of the tire model, and then the rim model is fitted to the bead portion of the tire model. Thereafter, a translational degree of freedom in the width direction of the tire model is matched between both rims of the rim model to create a tire / wheel assembly model.

First, a wheel model 30m as shown in FIG. The wheel model 30m, like the tire model 10m shown in FIG. 7, by dividing the wheel based on the finite element method in a finite number of small elements 30m _1, 30m _2, 30m _n the like, to create a wheel model 30m (Step S201). Next, as shown in FIG. 11A, a rim model 20 in which the rim width J2 of the two rims 21 and 22 is wider than the normal rim width J1 of the wheel is set (step S202).

  The method for creating the rim model 20 is the same as the method for creating the wheel model 30m described above. Note that when the wheel model 30m is created, the rim width J2 of the rim model 20 may be set in advance to be larger than the regular rim width J1. In FIG. 9, the entire wheel is modeled so that the rim model 20 is included. However, it is not always necessary to model the entire wheel, and a rim model in which only the rims 21 and 22 are modeled is used. Also good. Furthermore, the rim model 20 only needs to be modeled based on the finite element method or the like, for example, only in a range covering the bead portion 16m of the tire model 10m, and it is not necessary to model the rim model 20 as a whole.

  Here, the rim width means the maximum width between the rims 21 and 22 inside the rims 21 and 22 of the wheel. Further, the width of the bead portion means the maximum width at a portion where both bead portions of the tire are fitted to the rim. In the tire performance prediction method of the present invention, the rim width of the wheel is changed before and after the tire model 10m is mounted on the wheel model 30m, and therefore the rim width and bead width change during this time.

  Further, the rim model 20 applicable to the present invention can be configured as a deformed body as a whole. That is, the rim model 20 can be configured in consideration of the elastic modulus and deformation of the rims 21 and 22 throughout the rim model 20. Further, the rim model 20 may be modeled as a rigid body instead of a deformed body. This is advantageous in the following points.

  In the explicit method of the finite element method, it is necessary to satisfy the Courant condition. In general, a wheel is made of an aluminum alloy, iron, or the like, and its elastic modulus is high. In general, since the wheel has a complicated shape, it is necessary to reduce the size of each minute element in order to accurately analyze this by the finite element method. For this reason, if the wheel rims 21 and 22 are converted into rim models, the time increment value tends to be small in order to satisfy the Courant condition, and much time is required for calculation. Here, if the wheel rims 21 and 22 are modeled as rigid bodies rather than deformed bodies, it is not necessary to consider the elastic modulus and the size of the minute elements to be divided. As a result, since the time increment value does not decrease, an increase in calculation time can be suppressed.

  13A, 13B, and 13C are explanatory diagrams illustrating a rim model in which the left and right are separated. In the case of the rim model 20 in which both rims 21 and 22 are separated, both the rims 21 and 22 may be handled as rigid bodies or deformed bodies, but the present invention is not limited to this. For example, as shown in FIG. 13A, for example, one rim 21 may be handled as a rigid body and the other rim 22 may be handled as a deformed body. In this case, after narrowing the rim width J2 to the regular rim width J1 (see FIG. 13-3), it is preferable to integrate the rim 22 handled as a deformed body with the rim 21 handled as a rigid body. Thus, by treating one rim as a rigid body and the other rim as a deformed body, the calculation algorithm can be simplified as compared with the case where both rims are handled as a rigid body.

  Both rims 21 and 22 of the rim model 20 created in step S202 are independent of only the degree of freedom of translation in the width direction (Z direction in FIGS. 11-1 to 11-3) of the tire model 10m, and the remaining freedoms. Keep the degrees consistent. That is, the rotational and translational degrees of freedom around the X axis of the tire model 10m, the rotational and translational degrees of freedom around the Y axis, and the rotational degrees of freedom around the Z axis are made to coincide. Here, the Z axis is the rotation axis of the tire model 10m and the wheel model 30m, and the X axis is the rolling direction of the tire model 10m and the wheel model 30m. The Y axis is an axis perpendicular to the Z axis and the X axis.

Next, as shown in FIG. 11-2, the rotation axis of the rim model 20 and the rotation axis of the tire model 10m are matched to narrow the rim width of the rim model 20 to the normal rim width J1, and the bead portion of the tire model 10m 16 m is fitted to the rims 21 and 22, and the tire model 10m is mounted on the wheel model 30m (step S203). In this case, W ₂ of the bead width of the tire model 10m narrows to W _1, the width of the bead portion with respect to the regular rim width J1.

  Thereafter, the translational freedom degree in the width direction of the tire model 10m is made to coincide between the rim 21 and the rim 22 (step S204). FIG. 14A and FIG. 14B are explanatory diagrams illustrating an example of a method for matching the translational degrees of freedom. In order to make the translational degrees of freedom coincide with each other, for example, there is a method of providing a constraint condition between the rims 21 and 22 and expressing the behavior of the integrated rim. Further, as shown in FIG. 14-2, after the rims 21 and 22 are narrowed to the regular rim width J1, the rims 21 and 22 and the bead portion 16m of the tire model 10m are fitted, 22 may be replaced with an integrated rim model 20a. Replacement to the integrated rim model 20a can be realized, for example, by changing to the integrated rim model 20a in synchronization with when the rim model 20 contacts the bead portion 16m of the tire model 10m. Thus, if the integrated rim model 20a is replaced, it is not necessary to provide the constraint conditions for both the rims 21 and 22, so that the calculation algorithm can be simplified.

  By such a method, in the performance evaluation in a state where the rim model 20 is assembled to the tire model 10m, both the rims 21 and 22 can be handled as a single rim. In addition, the procedure for matching the translational degrees of freedom ends instantaneously in the computer simulation, so that the calculation time hardly increases. As a result, the calculation time from the mounting of the tire model 10m on the wheel model 30m to the end of the tire vibration characteristic evaluation or the vibration characteristic evaluation of the tire / wheel assembly can be shortened.

  When evaluating various performances of the tire, it is necessary to apply an internal pressure P to the tire (step S104; FIG. 6). The internal pressure P can be applied in any step when the rim width of the rim model 20 is narrowed to the normal rim width J1 or when the translational degree of freedom is matched between the rim 21 and the rim 22. Alternatively, it is possible to apply a load while narrowing the rim width and matching the translational degrees of freedom. As a result, the step of the internal pressure load can be advanced simultaneously with the fitting of the rim, etc., so that the calculation time can be shortened accordingly. The internal pressure P may be applied after the rim width of the rim model 20 is reduced to the normal rim width J1 or after the degree of translational freedom is matched between the rim 21 and the rim 22.

  In this embodiment, the rim 21 and 22 and the bead portion 16m are fitted while the rim width of the rim model 20 is narrowed to the regular rim width J1, so that the procedure for temporarily narrowing the bead portion 16m of the tire model 10m is unnecessary. Become. Accordingly, the movement of the bead portion 16m when the rims 21 and 22 and the bead portion 16m are fitted can be reduced. Therefore, when the internal pressure P is applied after the fitting, the bead portion 16m abruptly falls. Can be prevented from being fitted. As a result, since the vibration of the tire when the rims 21 and 22 and the bead portion 16m are fitted can be reduced, the vibration decay time can be shortened and the calculation time can be shortened.

  Here, the tire model mounting procedure applicable to the tire vibration characteristic evaluation method according to this embodiment is not limited to the one described below. For example, a tire model may be attached to a wheel model created as a unit by simulating a procedure for actually attaching a tire to a wheel. Further, when the tire reaction characteristic evaluation method according to this embodiment is realized by actually measuring and obtaining the contact reaction force, the tire is attached to the wheel and then the internal pressure is applied. .

  After the tire model 10m is mounted on the wheel model 30m by the above mounting procedure and the tire / wheel assembly model 100m is obtained, a predetermined load F, speed, slip angle, camber angle, slip ratio, lateral force, longitudinal force, Give driving conditions. Then, the tire / wheel assembly model 100m is rolled to analyze the rolling of the tire model 10m (step S105). In the rolling analysis of the tire model 10m, it is preferable to rotate the tire model at least once after the tire model 10m starts rotating and at least one of the slip angle, the cornering force, and the front-rear force is almost in a steady state. In this way, variation in the contact reaction force to be acquired can be reduced, so that highly accurate vibration characteristic evaluation can be realized.

In rolling analysis, it is preferable to constrain the distance h between the rotation axis Z of the tire model 10m and the road surface model 40m so that the average load Fm during rolling is substantially constant (see FIG. 3). ). In addition, when calculating | requiring the contact reaction force RF by experiment, it is preferable to restrain the distance h of the rotating shaft Z of the tire 10 and the road surface 40 substantially constant at the time of rolling of the tire 10 (refer FIG. 3). In this way, variation in the load F applied to the tire model 10m or the tire 10 can be reduced, so that the influence on the fluctuation of the contact reaction force can be reduced, and highly accurate vibration characteristic evaluation can be realized. In particular, when actually measuring the contact reaction force, the control mechanism becomes complicated if the load F is controlled to be constant. For this reason, it is preferable to control the load applied to the tire 10 to be substantially constant by constraining the distance h between the rotation axis Z of the tire 10 and the road surface 40 to be constant. The distance h between the tire rotation axis Z and the road surface 40 is ± 5% with respect to the reference distance h _b between the tire rotation axis Z and the road surface 40 from the viewpoint of reducing the influence on the fluctuation of the contact reaction force. Is preferably within ± 3%, and more preferably within ± 3%.

  After rolling analysis of the tire model 10m (step S105), a contact reaction force RF generated between the tire model 10m or the ground contact surface of the tire 10 and the road surface model 40m is acquired (step S106). Then, pattern noise and other vibrations of the tire model 10m are evaluated using the acquired contact reaction force RF. The contact reaction force RF acquired at this time is preferably handled as follows. The contact reaction force RF on the tire contact surface is preferably evaluated by a total value obtained by integrating the contact reaction forces RF of the respective portions on the tire contact surface over the entire contact surface. In this way, the contact reaction force RF can be evaluated with a single value, which makes evaluation easy and preferable. FIG. 15A is a plan view of the tire ground contact surface. 15-2 is explanatory drawing which shows the contact reaction force which acts on the tire ground contact surface of a tire model.

  As illustrated in FIGS. 15A and 15B, the tire contact surface 10mp of the tire model 10m is divided into a plurality of minute elements. And the contact reaction force RF of each microelement is calculated | required by the tire rolling analysis by a finite element method. Then, a total value [ΣRFi; {i = 1 to n}] integrated over the entire tire contact surface 10mp is obtained, and vibration and pattern noise of the tire model 10m are evaluated using the total contact reaction force RFs.

  FIG. 16A is an explanatory diagram illustrating a relationship between each axis of a tire and a contact reaction force. When evaluating the vibration or pattern noise of the tire model 10m or the tire 10, the contact reaction force RF is determined by the vertical direction (load acting direction, that is, the Y-axis direction), the front-rear direction (traveling direction, or the tire model 10m). That is, it is preferable to use at least one of the X-axis direction) or the lateral direction (the direction parallel to the tire rotation axis, that is, the Z-axis direction).

  FIGS. 16-2 and 16-3 are explanatory views showing the direction of the contact reaction force on the road surface. The contact reaction force RF has components in the vertical direction, the front-rear direction, and the horizontal direction of the tire 10 or the tire model 10m. Of these, the contact reaction force RF may be obtained by the resultant force of at least two components. FIG. 16-2 is an example in which the contact reaction force RF is obtained by using the resultant force in the vertical direction and the front-rear direction acting on the tire 10 or the tire model 10m. FIG. 16C is an example in which the contact reaction force RF is obtained by the resultant force in the vertical direction, the front-rear direction, and the horizontal direction acting on the tire 10 or the tire model 10 m. Further, the contact reaction force RF may be handled as a moment around an arbitrarily set axis.

When the contact reaction force RF generated between the tire model 10m or the ground contact surface of the tire 10 and the road surface model 40m or the road surface 40 is acquired (step S106), the input from the tire contact surface is evaluated using the contact reaction force RF. (Step S107). For example, the difference ΔRF _1r (FIG. 4-1) between the maximum contact reaction force RFmax and the minimum reaction force RFmin when the tire rotates once, and the maximum contact reaction force RFmax and the minimum reaction when the circumferential pitch length is 1 unit. The input from the tire contact surface can be evaluated by the difference ΔRF _1p (FIG. 4A) with the force RFmin. In addition, you may normalize the waveform of the contact reaction force RF shown to the said FIG. 4-1.

  Further, the obtained contact reaction force RF is converted into a gain G of the contact reaction force RF obtained by frequency analysis by FFT (Fast Fourier Transform) or the like, and the input from the tire contact surface is based on this. It can also be evaluated (Fig. 4-2). At this time, the frequency analysis results are evaluated by evaluating the input from the tire contact surface based on the peak value, area, band area, kurtosis (waveform spread) or skewness (waveform symmetry) of the gain G. You can also. Here, the gain G refers to the magnitude of the amplitude for each frequency. Here, when the waveform of the contact reaction force RF shown in FIG. 4A is normalized with one rotation of the tire as one unit, the frequency analysis result preferably represents one rotation of the tire as the primary.

  Further, a weighting gain Gc obtained by dividing a frequency band with respect to the gain G of the contact reaction force into at least two bands and multiplying the gain G in each frequency band by a weighting coefficient may be used. The number of frequency band divisions is changed as appropriate according to the number of frequency bands of interest. For example, in the case of vehicle noise, the vicinity of 1000 Hz is easily noticeable. For this reason, the frequency band is divided into two bands, the vicinity of 1000 Hz and the band below it, and the weighting coefficient is made larger for the gain G near 1000 Hz than the other frequency bands. Thereby, it can be considered that the contribution degree of the gain G in the frequency band near 1000 Hz is increased.

More specifically, the frequency band _{f 1 = 0~100Hz, f 2 =} 100Hz~500Hz, and f ₃ = 500Hz~2000Hz ··· f _m. In this case, the gain in each frequency band, and _{G 1, G 2, G 3} ··· G m. If the weighting coefficient is _{a 1, a 2, a 3} ··· a m, weighted gain in each frequency band, the _{Gc 1, Gc 2, Gc 3} ··· Gc m. Since the frequency band f ₃ (500 Hz to 2000 Hz) has the most influence on the vehicle noise, the value of the weighting coefficient a ₃ multiplied by the gain G ₃ in this frequency band is made larger than the other weighting coefficients. Here, each weighting coefficient is normalized so that, for example, Σa _i = 1: i = 1 to m}. By handling in this way, the vibration characteristics of the tire can be evaluated in consideration of the contribution of the frequency band of interest.

  When the input from the tire contact surface is evaluated using the contact reaction force RF (step S107), the tire vibration and pattern noise are evaluated based on the evaluation result (step S108). For example, it is possible to evaluate the size and quality of pattern noise from the evaluation results of a plurality of tire models whose tread patterns are changed, or to consider whether the influence of the vehicle or the tread pattern when the evaluation vehicle is different. .

  FIG. 17 is a flowchart showing a tire manufacturing method including a tire vibration characteristic evaluation method according to this embodiment. First, the contact reaction force of the tire to be evaluated is acquired (step S301), and the tire vibration and pattern noise are evaluated (step S302). This procedure is the same as the procedure described in the tire vibration characteristic evaluation method according to this embodiment. Next, it is determined whether or not the evaluation result has reached a predetermined target value or reference value (step S303). When the evaluation result does not reach the predetermined target value or reference value (step S303; No), the tread pattern, the rubber compound constituting the cap tread, and the like are changed (step S304). Then, an improved prototype tire or an improved prototype tire model is created, and the evaluations in steps S301 and S302 are repeated.

  When the evaluation result reaches a predetermined target value or reference value (step S303; Yes), a vulcanization mold capable of forming this tread pattern is designed and manufactured (step S305). Then, a green tire is manufactured (step S306), and the green tire is put into the vulcanizing mold and vulcanized (step S307), thereby completing a tire with reduced pattern noise (step S308).

  As described above, according to the tire evaluation method and the tire manufacturing method according to this embodiment, the contact reaction force generated between the tire and the road surface is acquired, and the vibration characteristics of the tire are evaluated based on this variation. Therefore, the tire can be efficiently developed by accurately evaluating the pattern noise of the tire. Further, if the contact reaction force is obtained by using a rolling simulation using an analysis method such as a finite element method, the procedure for actually making and evaluating a tire becomes unnecessary, so that development efficiency is further improved.

  By changing the contact reaction force, it is possible to obtain information on the pattern noise of the tire alone, so by comparing the fluctuation pattern of the contact reaction force obtained from the tire alone with the noise information when the vehicle is installed, the effect of the vehicle It is extremely useful as information to determine whether the effect of the tire. Further, there are cases where noise increases due to the transmission characteristics of a vibration transmission system including wheels, axles, suspensions, and other vibration transmission media that are vibration transmission media in solid propagation, and there are cases where the noise of the tread pattern itself is high. Even in such a case, since the pattern noise information of the tire alone can be obtained from the change in the contact reaction force, it is extremely easy to separate the influence of the vibration transmission system and the influence of the tread pattern. As a result, when the evaluation results of the noise inside and outside the vehicle are different when the vehicles are different, it is extremely effective in interpreting the difference.

  The tire vibration characteristic evaluation method according to this embodiment is realized by executing a program prepared in advance on a computer such as a personal computer or a workstation without using the tire vibration characteristic evaluation apparatus 50. can do. This program can be distributed via a network such as the Internet. The program can also be executed by being recorded on a computer-readable recording medium such as a hard disk, a flexible disk (FD), a CD-ROM, an MO, and a DVD and being read from the recording medium by the computer.

[Evaluation Example 1]
The pattern noise of the test tire having five different tread patterns TP1 to TP5 was evaluated by the method for evaluating the vibration characteristics of the tire according to this example and the sensory evaluation by a panel. The result will be described. 18-1 to 18-5 are plan views illustrating a tread pattern of a tire provided for Evaluation Example 1. FIG. An arrow RR direction in the figure is a rolling direction of the tire at the time of evaluation. Each tread pattern TP1 to TP5 is an equal circumferential direction pitch pattern in which the size of the block arrangement pitch in the circumferential direction does not change.

  The conditions of the actual vehicle running test by the panelists are as follows. Five types of test tires in which tread patterns TP1 to TP5 were hand-carved on 215 / 70R16 size grooveless tires were manufactured. Each tire was mounted on a rim of 16 × 6 JJ, and an actual vehicle running test was performed at an internal pressure of 200 kPa. In the actual vehicle running test, the test tire was mounted only on the right rear wheel of a 2-liter small four-wheel drive vehicle with a displacement of 2 liters, and the same size grooveless tire was mounted on the other three wheels. Then, three well-trained panelists run the test vehicle on the test course at a speed of 50 km / h, and evaluated the noise of each test tire during actual vehicle travel. The superiority or inferiority of the noise of each test tire was determined by scoring the noise feeling from 1 to 5 points and using a total score of 3 people.

  The contact reaction force was obtained by a numerical simulation by a computer, and pattern noise was evaluated by vibration of the obtained contact reaction force, that is, a time change history. As the tire models, five types of test tire models that reproduce the shape, internal structure, tread pattern, and material characteristics of the test tire were prepared. These test tire models were modeled based on the finite element method. These five types of test tire models were mounted on a 16 × 6JJ rim model, and an internal pressure of 200 kPa was applied. Then, a flat road surface model was created, and the test tire model was pressed against the road surface model by forcibly displacing the rotation axis of the test tire model so that the stationary load was 3.2 kN. Then, it fixed so that the distance of the rotating shaft of a test tire model and a road surface might become fixed. Here, the stationary load of 3.2 kN is equal to the right rear wheel load of the vehicle used in the actual vehicle running test.

  Under the above conditions, the rotation axis of the test tire model is fixed at a slip angle of 0.0 degree and a camber angle of 0.0 degree, and the road model is moved at a speed of 50 km / h by rolling simulation. After the longitudinal force between the test tire and the road surface model was almost in a steady state, a history of contact reaction force in the vertical direction between the test tire and the road surface model was acquired while the test tire model moved twice. The sampling period at this time is 1/10000 second. Then, the pattern noise was evaluated based on the magnitude of the difference (ΔRF) between the maximum contact reaction force RFmax and the minimum contact reaction force RFmin in two rotations of the test tire model. FIG. 19A is an explanatory diagram illustrating an example of an evaluation result of the contact reaction force RF and the number of rolling of the test tire model. Thus, the contact reaction force of each test tire model is acquired, and ΔRF is obtained. Then, it is determined that the pattern noise is larger as ΔRF is larger. FIG. 19B is an explanatory diagram illustrating an example of frequency analysis of the evaluation result illustrated in FIG. As shown in FIG. 19-2, when the evaluation result is expressed by the relationship between the gain and the frequency, the magnitude of the contact reaction force RF and its generation band can be known.

  As a result of the actual vehicle running test by the panelists, it was determined that the noise of each test tire deteriorated in the order of TP1 >> TP2> TP3> TP5 ≧ TP4. In the tire vibration characteristic evaluation method according to this example, when ΔRF of the tread pattern TP1 is indexed as 100, TP1 = 100, TP2 = 134, TP3 = 147, TP4 = 161, and TP5 = 156. If this is rearranged from the smallest in order of ΔRF, that is, in order from noise to noise, TP1 → TP2 → TP3 → TP5 → TP4, which coincides with the results of the actual vehicle running test by the panelists. Thereby, the effectiveness of the tire vibration characteristic evaluation method according to Example 1 using the contact reaction force RF was confirmed.

[Evaluation Example 2]
When the tire was vibrated based on the contact reaction force, the influence of the evaluation road surface was evaluated. The evaluation road surface was a flat road and a drum test road, both of which were modeled based on the finite element method. FIG. 20A is an explanatory diagram illustrating a relationship between a tire model and a road surface model. The minimum curvature radius r _r of the flat road surface model 40 m is 10 times or more the radius r _t of the tire model 10 m, and the maximum road surface height h _max and the minimum road surface height h _min at the length L = 10 cm. The difference Δhr is 2 mm or less. 20-2 is explanatory drawing which shows the relationship between a drum testing machine and a tire model. As shown in FIG. 20-2, the drum road surface model 46m has a drum diameter _DD of 1701 mm. In Evaluation Example 2, for the two types of road surface models, the five types of tread patterns evaluated in Evaluation Example 1 were numerically simulated using the evaluation conditions and the evaluation method of Evaluation Example 1. The comparison target of the evaluation results is the result of the actual vehicle running test in the same evaluation example 1.

  As a result of the actual vehicle running test in Evaluation Example 1, it was determined that the noise of each test tire deteriorated in the order of TP1 >> TP2> TP3> TP5 ≧ TP4. The evaluation results in the flat road surface model 40m were indexed with ΔRF of the tread pattern TP1 as 100, and became TP1 = 100, TP2 = 134, TP3 = 147, TP4 = 161, TP5 = 156. If this is rearranged in the order of small ΔRF, that is, from the order of low noise to large, it becomes TP1 → TP2 → TP3 → TP5 → TP4, which agrees with the results of the actual vehicle running test by the panelists. The evaluation results in the drum road surface model 46m were indexed with ΔRF of the tread pattern TP1 as 100, and became TP1 = 100, TP2 = 80, TP3 = 146, TP4 = 58, TP5 = 74. If this is rearranged in ascending order of ΔRF, that is, in order of increasing noise, the order is as follows: TP4 → TP5 → TP2 → TP1 → TP3, which does not match the results of the actual vehicle running test by the panelists. From this result, it can be seen that in the tire vibration characteristic evaluation method according to the present example, it is effective to perform evaluation on a flat road or a road surface close to a flat road.

[Evaluation Example 3]
In Evaluation Example 3, a tread pattern having a variable pitch array in which the pitch with respect to the circumferential direction was changed was evaluated. FIG. 21A and FIG. 21B are plan views illustrating a tread pattern that is an evaluation target in Evaluation Example 3. FIG. In Evaluation Example 3, the tread pattern TP21 shown in FIG. 21-1 and the tread pattern TP22 shown in FIG. 21-2 were evaluated. An arrow RR direction in the figure is a rolling direction at the time of evaluation.

  The conditions of the actual vehicle running test are as follows. Trial tires of 235 / 45R17 size having tread patterns TP21 and TP22 were manufactured. Each test tire was mounted on a rim of 17 × 8 JJ, and an actual vehicle running test was performed with an internal pressure of 230 kPa. In the actual vehicle running test, test tires were mounted on all wheels of a two-liter four-wheel drive passenger car with a displacement of 2 liters, and the in-vehicle sound pressure (dB) when running straight on the test course at 60 km / h was measured.

  The contact reaction force was obtained by numerical simulation using a computer, and the pattern noise was evaluated by arranging the relationship between the contact reaction gain G and the frequency. As the tire models, two types of test tire models reproducing the shape, internal structure, tread pattern and material characteristics of the test tire were prepared. These test tire models were modeled based on the finite element method. These two types of test tire models were mounted on a 17 × 8JJ rim model, and an internal pressure of 230 kPa was applied. Then, a flat road surface model was created, and the test tire model was pressed against the road surface model by forcibly displacing the rotation axis of the test tire model so that the load at rest was 4.0 kN. Then, it fixed so that the distance of the rotating shaft of a test tire model and a road surface might become fixed.

  Under the above conditions, the rotation axis of the test tire model is fixed at a slip angle of 0.0 degree and a camber angle of 0.0 degree, and the road model is moved at a speed of 60 km / h by rolling simulation. After the longitudinal force between the test tire and the road surface model was almost in a steady state, a history of contact reaction force in the vertical direction between the test tire and the road surface model was acquired while the test tire model moved twice. The sampling period at this time is 1/10000 second. A frequency analysis was performed on the time change history of the obtained contact reaction force, a distribution of the contact reaction force with respect to the frequency of the gain G was obtained, and thereby pattern noise of the tire model was evaluated.

  FIG. 22-1 is an explanatory diagram illustrating a distribution of the contact reaction force with respect to the frequency obtained by the tire vibration characteristic evaluation method according to the present example. FIG. 22-2 is an explanatory diagram showing a distribution of in-vehicle noise (sound pressure) with respect to frequency in an actual vehicle running test. The solid line in the figure is that of the tread pattern TP21, and the dotted line is that of the tread pattern TP22. As can be seen from the actual vehicle running test shown in FIG. 22-2, the tread pattern TP21 is noisy around 160 Hz (the part indicated by C in FIG. 22-2), and the tread pattern TP22 is around 315 Hz to 400 Hz (FIG. 22- The noise of the part indicated by D in 2) is large. On the other hand, as can be seen from FIG. 22-1, according to the frequency analysis result of the contact reaction force RF, the tread pattern TP21 has a gain of the contact reaction force RF protruding near 160 Hz (the portion indicated by A in FIG. 22-1). I understand that. Further, it can be seen that the tread pattern TP22 has a protruding contact reaction force RF gain in the vicinity of 315 Hz to 400 Hz (portion indicated by B in FIG. 21-1). Thus, it can be seen that the characteristics of each test tire in the actual vehicle running test can be well reproduced by using the gain of the contact reaction force RF.

  As described above, the tire vibration characteristic evaluation method, the tire vibration characteristic evaluation computer program, and the tire manufacturing method according to the present invention are useful for the evaluation of tire pattern noise. Suitable for evaluation.

1 is a partial cross-sectional view showing a cross section of a tire cut along a meridian plane including a rotation axis of the tire. It is a partial top view which shows an example of the tread pattern formed in a tread surface. It is explanatory drawing which shows the relationship between a tire and a road surface. It is explanatory drawing which shows the time change log | history of the contact reaction force when a tire rolls on the road surface. It is explanatory drawing which shows the result of having analyzed the frequency change history of the contact reaction force. It is explanatory drawing which shows the structure of the vibration characteristic evaluation apparatus of the tire which concerns on this Example. It is a flowchart which shows the process sequence of the vibration characteristic evaluation method of the tire which concerns on this Example. It is a perspective view which shows an example of the tire model which divided | segmented the tire into the microelement. It is explanatory drawing which shows an example which modeled the road surface. It is a conceptual diagram explaining the unevenness | corrugation of a road surface. It is a conceptual diagram explaining the unevenness | corrugation of a road surface. It is a perspective view which shows an example of a wheel model. It is a perspective view which shows an example of a tire / wheel assembly model. It is explanatory drawing which shows the outline | summary of the example of the method of mounting | wearing a wheel model with a tire model. It is explanatory drawing which shows the outline | summary of the example of the method of mounting | wearing a wheel model with a tire model. It is explanatory drawing which shows each axis | shaft of a tire model and a wheel model. It is a flowchart which shows the mounting procedure of the tire model which concerns on this Example. It is explanatory drawing which shows the rim model which made the left and right a separate body. It is explanatory drawing which shows the rim model which made the left and right a separate body. It is explanatory drawing which shows the rim model which made the left and right a separate body. It is explanatory drawing which shows an example of the method of making a translational freedom degree correspond. It is explanatory drawing which shows an example of the method of making a translational freedom degree correspond. It is a top view which shows a tire ground-contact surface. It is explanatory drawing which shows the contact reaction force which acts on the tire ground contact surface of a tire model. It is explanatory drawing which shows the relationship between each axis | shaft of a tire, and contact reaction force. It is explanatory drawing which shows the direction of the contact reaction force with respect to a road surface. It is explanatory drawing which shows the direction of the contact reaction force with respect to a road surface. It is a flowchart which shows the manufacturing method of the tire containing the vibration characteristic evaluation method of the tire which concerns on this Example. It is a top view which shows the tread pattern of the tire with which it used for the evaluation example 1. FIG. It is a top view which shows the tread pattern of the tire with which it used for the evaluation example 1. FIG. It is a top view which shows the tread pattern of the tire with which it used for the evaluation example 1. FIG. It is a top view which shows the tread pattern of the tire with which it used for the evaluation example 1. FIG. It is a top view which shows the tread pattern of the tire with which it used for the evaluation example 1. FIG. It is explanatory drawing which shows an example of the evaluation result of contact reaction force RF and the rolling number of a test tire model. It is explanatory drawing which shows the example which frequency-analyzed the evaluation result shown to FIGS. 19-1 and represented with the relationship between a gain and a frequency. It is explanatory drawing which shows the relationship between a tire model and a road surface model. It is explanatory drawing which shows the relationship between a drum testing machine and a tire model. It is a top view which shows the tread pattern made into evaluation object in the evaluation example 3. FIG. It is a top view which shows the tread pattern made into evaluation object in the evaluation example 3. FIG. It is explanatory drawing which shows distribution with respect to the frequency of the gain of the contact reaction force calculated | required with the vibration characteristic evaluation method of the tire which concerns on a present Example. It is explanatory drawing which shows distribution with respect to the frequency of the in-vehicle noise (sound pressure) by a real vehicle running test.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Tire 10m Tire model 10mp Tire contact surface 11 Cap tread 11m Tread surface 11b Block 11s Groove 16 Bead 16m Bead part 20 Rim model 20a Integrated rim model 30m Wheel model 40 Road surface model 46m Drum road surface model 50 Tire vibration characteristic evaluation apparatus 51 Model preparation part 52 Tire mounting part 53 Rolling analysis part 54 Contact reaction force analysis part

Claims (6)

In evaluating tire vibration characteristics using computer simulation ,
Based on the finite element method, a procedure for creating a tire model by dividing the tread pattern of the tire into a finite number of minute elements over the circumferential direction of the tire;
A procedure for mounting the tire model on a wheel rim model prepared in advance,
The tire model mounted on the rim model is brought into contact with a road surface model created in advance, and a procedure is applied to roll the tire model under a predetermined load,
A procedure for obtaining a contact reaction force generated between the tire and the road surface;
A procedure for evaluating vibration characteristics of the tire based on fluctuations in the contact reaction force;
Only including, when the tire rolls on the road surface, the distance between the road surface and the rotation axis of the tire, ± 5% or less with respect to a reference distance between the road surface and the rotation axis of the tire A method for evaluating the vibration characteristics of a tire. 2. The tire vibration characteristic evaluation method according to claim 1, wherein the road surface is flat. In the procedure for evaluating the vibration characteristics of the tire, the time change history of the contact reaction force is frequency-analyzed, and the vibration characteristics of the tire are evaluated based on the relationship between the gain and frequency of the contact reaction force. The method for evaluating vibration characteristics of a tire according to claim 1 or 2 . In the procedure of evaluating the vibration characteristics of the tire, the difference between the maximum contact reaction force and the minimum contact reaction force in a predetermined period is obtained from the acquired time change history of the contact reaction force, and based on this, the vibration characteristic of the tire is determined. The method for evaluating vibration characteristics of a tire according to claim 1 or 2 , wherein: A computer program for evaluating tire vibration characteristics, wherein the tire vibration characteristic evaluation method according to any one of claims 1 to 4 is realized on the computer. A procedure for evaluating the vibration characteristics of a tire by the method for evaluating vibration characteristics of a tire according to any one of claims 1 to 4 ,
Based on the evaluated vibration characteristics of the tire, a procedure for determining a tread pattern of the tire;
A procedure for vulcanizing a green tire with a vulcanization mold capable of transferring the determined tread pattern;
A method for manufacturing a tire, comprising:

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