JP5096262B2 - Composite model analysis device, composite model analysis method, composite model analysis program, tire manufacturing method, and pneumatic tire - Google Patents

Description

  The present invention relates to a composite model analysis apparatus, a composite model analysis method, a composite model analysis program, a tire manufacturing method, and a pneumatic tire.

  Conventionally, a tire model in which a pneumatic tire (hereinafter referred to as a tire) is modeled with a finite number of elements using a finite element method (FEM) and a wheel in which a wheel is modeled with a finite number of elements A technique for analyzing the performance of a composite model that is a composite of a tire model and a wheel model by synthesizing the model is disclosed (for example, see Patent Document 1).

  This eliminates the need to design / manufacture prototype tires, test them with the prototype tires mounted on a vehicle or drum tester, and spend a great deal of time, money, and labor to design, manufacture, and test prototype tires. In addition, facilities and the like can be reduced.

  By the way, when the thickness of each part is significantly different, such as an alloy wheel, the composite model in which the entire wheel is modeled with a solid element is better than the composite model in which the entire wheel is modeled with a shell element. Since the natural frequency of the wheel can be analyzed with high accuracy, a solid element is generally used for the entire wheel.

  FIG. 11 is a cross-sectional view in the wheel width direction of a part of the wheel model (model in the upper half of the center line CL) in which the entire wheel model 100 (the rim portion 101 and the disk portion 102) is modeled with the solid element SO. It was.

  However, in the technique described in Patent Document 1 described above, when an analysis is performed using a composite model including a wheel model in which the entire wheel is modeled with a solid element of a secondary element or higher, the natural frequency of the wheel, etc. However, there is a problem that the time required for the analysis (that is, the time required for the numerical analysis) becomes long.

  On the other hand, when the analysis is performed using a composite model including a wheel model in which the entire wheel is modeled by a solid element of the primary element, it is possible to reduce the time required for numerical analysis. There was a problem that the natural frequency could not be analyzed with high accuracy.

  For this reason, a method has been proposed in which at least a part of the rim outer surface of the wheel is modeled with a shell element, thereby shortening the time required for numerical analysis as compared with the case where the entire wheel is modeled with a solid element. (For example, refer to Patent Document 2).

  FIG. 12 shows a part of a wheel model in which the rim portion 101 of the wheel model 100 is modeled by the shell element SH and the disk portion 102 is modeled by the solid element SO.

  FIG. 13 shows a part of the wheel model in which the entire wheel model 100 (the rim portion 101 and the disk portion 102) is modeled with shell elements. In such a wheel model, the time required for numerical analysis can be further shortened.

  FIG. 14 shows an example of a composite model in which a wheel model in which the entire wheel model 100 as shown in FIG. 13 is modeled with shell elements and a tire model in which a tire is modeled are combined. The tire model is modeled using shell elements and membrane elements for belts and plies, solid elements for rubber parts and bead wire parts, and rigid shell elements for road surfaces and rim parts. .

Further, FIG. 15 shows a composite model as shown in FIG. 14, that is, a wheel model in which the entire wheel model (the rim portion 101 and the disc portion 102) is modeled with shell elements, and a tire model 104 in which a tire is modeled. A part of the tire cross section in a state where the tire is filled with the internal pressure and the load is applied to the composite model in which is combined. In FIG. 15, the disk unit 102 is omitted.
JP 2002-350294 (2nd page-5th page, Fig. 2) JP 2007-1378 A

  However, as shown in FIG. 16, when the road surface R is moved leftward in FIG. 16 and the tire is laterally deformed, the portion where the tire bead portion 104B and the end portion (rim flange) of the rim 101 are in contact with each other is the rim. If the end of 101 bites into the tire bead 104B, it may be deformed abnormally and the analysis may stop.

  The present invention has been made in view of the above-described problems, and is a complex model analysis apparatus, a complex model analysis method, and a complex model that can be stably analyzed even when lateral deformation is applied to the complex model. The purpose is to provide an analysis program.

  In order to achieve the above object, a composite model analyzing apparatus according to claim 1 is a tire model creating means for creating a tire model in which a tire including a bead wire is modeled by a finite number of elements, and a rim portion and a disk. The rim portion is modeled by a shell element so that at least one end of the rim portion is folded inward in the radial direction of the wheel in a wheel width direction cross section of the wheel constituted by the portion. Wheel model creation means for creating a wheel model obtained by modeling the disk portion with predetermined elements, and performance analysis means for analyzing the performance of a composite model that is a composite of the tire model and the wheel model. ing.

  According to this invention, in the wheel width direction cross section of the wheel constituted by the rim part and the disk part, the rim is formed such that the shape of at least one end part of the rim part is a shape folded inward in the radial direction of the wheel. Since the part is modeled by a shell element, even when a large lateral deformation is given to the composite model, it can be analyzed stably.

  According to a second aspect of the present invention, the wheel model creation means models the rim outer surface, which is a wheel radial direction outer surface of the rim portion, by a shell element in the wheel width direction cross section. Also good.

  In this case, as described in claim 3, the wheel model creation means is configured to be arranged at a central position in the thickness direction of the rim portion of the wheel and the thickness direction of the rim portion of the wheel with respect to the shell element. Preferably, a certain rim center is associated with a bending stiffness calculated using at least a distance from the rim center to the rim outer surface.

  According to a fourth aspect of the present invention, the wheel model creating means models the rim center, which is the center position in the thickness direction of the rim portion, with a shell element in the wheel width direction cross section. Also good.

  In this case, as described in claim 5, the wheel model creation means is configured such that, with respect to the shell element, from the center of the rim of the wheel to a rim outer surface that is a surface of the rim portion on the outer side in the wheel radial direction. Are preferably associated with each other.

  According to a sixth aspect of the present invention, the predetermined element can be a solid element.

  According to a seventh aspect of the present invention, there is provided a composite model analyzing method comprising: a tire model creating step for creating a tire model in which a tire including a bead wire is modeled with a finite number of elements; and a wheel configured by a rim portion and a disc portion. In the cross section in the width direction, the rim portion is modeled by a shell element so that the shape of at least one end of the rim portion is folded back inward in the radial direction of the wheel, and the disk portion is a predetermined element. A wheel model creation step of creating a modeled wheel model, and a performance analysis step of analyzing the performance of a composite model that is a composite of the tire model and the wheel model.

  According to this invention, in the wheel width direction cross section of the wheel constituted by the rim part and the disk part, the rim is formed such that the shape of at least one end part of the rim part is a shape folded inward in the radial direction of the wheel. Since the part is modeled by a shell element, even when a large lateral deformation is given to the composite model, it can be analyzed stably.

  The complex model analysis program according to an eighth aspect of the invention causes a computer to function as each means constituting the complex model analysis apparatus according to any one of the first to sixth aspects.

  According to this invention, in the wheel width direction cross section of the wheel constituted by the rim part and the disk part, the rim is formed such that the shape of at least one end part of the rim part is a shape folded inward in the radial direction of the wheel. Since the part is modeled by a shell element, even when a large lateral deformation is given to the composite model, it can be analyzed stably.

  A tire manufacturing method according to a ninth aspect of the present invention is the complex model analyzing apparatus according to any one of the first to sixth aspects, the complex model analyzing method according to the seventh aspect, and the claim. A pneumatic tire analyzed using any one of the composite model analysis programs described in 8 is manufactured.

  A pneumatic tire according to a tenth aspect of the present invention is the complex model analyzing apparatus according to any one of the first to sixth aspects, the complex model analyzing method according to the seventh aspect, and the eighth aspect. The composite model analysis program according to claim 9 and the tire manufacturing method according to claim 9 are analyzed or manufactured.

  According to the present invention, there is an effect that the analysis can be stably performed even when lateral deformation is applied to the complex model.

  In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions are different from actual ones. Accordingly, specific dimensions and the like should be determined in consideration of the following description. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings.

(Configuration of complex model analyzer)
The complex model analysis apparatus 200 in the present embodiment will be described with reference to the drawings. FIG. 1 is a diagram illustrating a configuration of a complex model analysis apparatus 200 according to the present embodiment.

  As illustrated in FIG. 1, the complex model analysis apparatus 200 includes an input unit 211, a processing unit 212 (CPU), a storage unit 213, a display unit 214, and a program holding unit 215.

  The input unit 211 is a device such as a keyboard and a mouse, and inputs information (such as various information and boundary conditions described later) necessary for simulating the complex model 1 (not shown in FIG. 1, see FIG. 7). Is done. Information necessary for the simulation input to the input unit 211 is transmitted to the processing unit 212.

  The processing unit 212 includes various information setting units 212a, a tire model creation unit 212b (tire model creation means), a wheel model creation unit 212c (wheel model creation means), a complex model creation unit 212d, and a boundary condition setting unit. 212e, a performance analysis unit 212f (performance analysis means), and a result output unit 212g.

  The various information setting unit 212a sets (stores) various information input to the input unit 211 as data in the storage unit 213. “Various information” refers to material characteristics (for example, the density and rigidity of rubber and cords provided in tires), tire and wheel characteristics, and design data (for example, tire and wheel shapes and structures (tread patterns). And the like, and the distance from the outer surface of the rim to the center of the rim.

  The tire model creation unit 212b is a tire model 10 (not shown in FIG. 1) in which a pneumatic tire including a bead wire is modeled with a finite number of elements based on data (various information) set by the various information setting unit 212a. , See FIG. 3).

The “element” indicates a region when a structure such as the tire model 10 is divided into a large number of regions with a finite size, and the above-described various pieces of information are associated with each other.
The wheel model creation unit 212c is a wheel model 100 in which a wheel constituted by a rim part and a disk part is modeled by a finite number of elements based on data (various information) set by the various information setting part 212a (see FIG. 1 (not shown, see FIG. 4).

  Here, as shown in FIGS. 5 and 6, in the wheel model 100, a rim outer surface, which is a wheel diametrically outer surface in the rim portion 101, is modeled by a shell element SH in the wheel width direction cross section. Further, the shape of the end portion e of the rim portion 101 on the side opposite to the connection side with the disk portion 102 is modeled so as to be a shape that is folded back inward in the radial direction of the wheel. The disk portion 102 of the wheel model 100 is modeled by a solid element SO.

  The composite model creation unit 212d combines the tire model 10 created by the tire model creation unit 212b and the wheel model 100 created by the wheel model creation unit 212c, so that the tire model 10 and the wheel model 100 are combined. A complex model 1 that is a complex is created.

  The boundary condition setting unit 212e sets (stores) the boundary condition input to the input unit 211 as data in the storage unit 213. The “boundary conditions” include road surface conditions such as a dry road surface or a wet road surface, tire conditions such as air pressure, load, camber angle, slip angle, and speed.

  The performance analysis unit 212f uses the finite element method (FEM) to simulate the complex model 1 created by the complex model creation unit 212d and analyze the performance of the complex model 1.

  The “finite element method (FEM)” is a method for analyzing the entire system (complex model 1) by associating various information with the above-described elements. The “performance of the composite model” indicates the performance of the composite of the tire and the wheel, such as bending rigidity, bending deformation, and natural frequency.

  The result output unit 212g outputs an instruction (signal) for causing the display unit 214 to display the analysis result of the performance of the complex model analyzed by the performance analysis unit 212f.

  The storage unit 213 stores various information and boundary conditions input to the input unit 211, that is, data of various information set by the various information setting unit 212a and data of boundary conditions set by the boundary condition setting unit 212e. .

  The display unit 214 displays the performance of the complex model according to an instruction to display the analysis result of the performance of the complex model from the result output unit 212g. The display unit 214 can also display various information, boundary conditions, and the like input by the input unit 211.

  The program storage unit 215 includes various information setting units 212a, a tire model creation unit 212b, a wheel model creation unit 212c, a complex model creation unit 212d, a boundary condition setting unit 212e, a performance analysis unit 212f, a result output unit 212g, and the like. This is a storage medium that holds a complex model analysis program to be executed by 212.

  This composite model analysis program models a tire model creating step for creating a tire model 10 in which a tire is modeled with a finite number of elements, and a wheel composed of a rim portion and a disk portion with a finite number of elements. At least a wheel model creation step for creating the wheel model 100 and a performance analysis step for analyzing the performance of the composite model 1 that is a composite of the tire model 10 and the wheel model 100 are executed.

  In the wheel model creation step, the composite model analysis program has a shape in which at least one end portion of the rim portion 101, that is, the shape of the rim flange is folded inward in the radial direction of the wheel in the wheel width direction cross section. Thus, the step of modeling the rim portion 101 by the shell element SH and the step of modeling the disk portion 102 of the wheel model 100 by the solid element SO are included.

  Examples of the storage medium that holds the complex model analysis program include a RAM, a hard disk, a flexible disk, a compact disk, an IC chip, and a cassette tape. According to the recording medium holding such a program, the program can be easily held, transported, sold, and the like. The complex model analysis apparatus 200 can be configured to include a computer. In this case, the complex model analysis program is a program for causing the computer to function as each means constituting the complex model analysis apparatus 200. It is.

  In the present embodiment, the various information setting unit 212a and the boundary condition setting unit 212e have been described separately. However, the information setting unit 212a and the boundary condition setting unit 212e are the same setting unit. There may be.

(Complex model analysis method)
Next, a complex model analysis method will be described with reference to FIG. FIG. 2 is a flowchart showing the complex model analysis method in the present embodiment.

  As shown in FIG. 2, first, in step S <b> 10, the processing unit 212 (various information setting unit 212 a) performs processing for setting (storing) various information input to the input unit 211 as data in the storage unit 213.

  Next, in step S20, the processing unit 212 (tire model creation unit 212b) creates the tire model 10 in which the tire is modeled with a finite number of elements based on the data (various information) set in step S10. Process.

  Specifically, as shown in FIG. 3, the tire model 10 is modeled by a finite number of elements E1. The tire model 10 preferably includes a tread model 11 in which the tread portion is modeled by a finite number of elements E2 in order to improve the analysis accuracy.

  Next, in step S30, the processing unit 212 (wheel model creation unit 212c) creates the wheel model 100 in which the wheel is modeled with a finite number of elements based on the data (various information) set in step 10. Process.

  Specifically, as shown in FIG. 4, the wheel model 100 includes a rim portion 101 corresponding to the rim portion of the wheel and a disc portion 102 corresponding to the disc portion of the wheel. The disk portion 102 of the wheel model 100 is provided with a plurality of bolt holes 103 corresponding to bolt holes for fixing the wheel to the vehicle using bolts, nuts, or the like.

  More specifically, as shown in FIGS. 5 and 6, the wheel model 100 is obtained by modeling the rim portion 101 with a shell element SH in a cross section in the wheel width direction. At this time, modeling is performed so that the shape of the end portion e of the rim portion 101 on the side opposite to the connection side with the disk portion 102 is a shape folded back inward in the radial direction of the wheel.

  In the wheel model 100, the disk part 102 of the wheel model 100 corresponding to the disk part of the wheel is modeled by a solid element SO.

  Next, in step S <b> 40, the processing unit 212 (composite model creation unit 212 d) performs processing for creating a composite model 1 that is a composite of the tire model 10 and the wheel model 100. Specifically, as illustrated in FIG. 6, the processing unit 212 creates the composite model 1 by synthesizing the tire model 10 created in step S20 and the wheel model 100 created in step S30. To do.

  Although FIG. 7 shows that the tire model 10 and the wheel model 100 are combined (contacted), even if the tire model 10 and the wheel model 100 are separated from each other, the finite element method is used. Analysis can be performed using (FEM).

  Here, in a state where the tire model 10 and the wheel model 100 are combined (that is, a composite model), the shell element SH located on at least a part of the rim outer surface 101a of the wheel model 100 includes a wheel rim. It is preferable that the thickness of the part, the rim center, and the bending rigidity calculated using at least the distance from the rim center to the rim outer surface are associated with each other.

Specifically, as shown in FIG. 8, first, the thickness (t) of the rim portion of the wheel is set. The rim center 101b is obtained using the thickness (t), and the cross-sectional secondary moment is calculated. When the second moment of section is "I", the section width of one shell element SH is "b (r)", the distance from the rim center 101b from the wheel rotation axis is "r", and the minute distance is "dr" ,
I = ∫r ² b (r) dr (1)
The cross-sectional secondary moment is calculated by the above equation (1).

  The bending stiffness is calculated by multiplying the calculated moment of inertia by the elastic modulus. That is, the calculated bending rigidity is associated with the shell element SH located at least at a part of the rim outer surface 101a of the wheel model 100 described above.

  Next, in step S50, the processing unit 212 (boundary condition setting unit 212e) performs processing of setting (storing) the boundary condition input to the input unit 211 as data in the storage unit 213.

  In the present embodiment, the order in which the processes in steps S10 to S50 are performed is not necessarily performed in the order of steps S10 to S50, and the order may be changed. Moreover, the process of step S10 and step S50 may be performed simultaneously.

  Next, in step S60, the processing unit 212 (performance analysis unit 212f) uses the finite element method (FEM) to simulate the complex model 1 created in step S40 and analyze the performance of the complex model. Process.

  Specifically, the processing unit 212 is based on various information and boundary conditions input to the input unit 211, that is, data of various information set in step 10 and boundary condition data set in step 50. Using the finite element method (FEM), the composite model 1 created in step 40 is simulated, and the performance of the composite model is analyzed.

  Next, in step S70, the processing unit 212 (result output unit 212g) performs a process of outputting an instruction (signal) for displaying the analysis result of the performance of the complex model 1 analyzed in step 60 on the display unit 214. .

  A high-performance pneumatic tire can be obtained by manufacturing a tire designed based on such an analysis result by, for example, a known manufacturing method.

  In the present embodiment, the case where the disk unit 102 is modeled by a solid element has been described. However, the present invention is not limited to this, and the disk unit 102 may be modeled by a shell element. That is, the entire wheel model 100 may be modeled by shell elements. In this case, it is preferable to model so that the shape of the both ends of the rim | limb part 101 may be the shape turned back in the radial inside of the wheel.

(Action / Effect)
According to the complex model analysis apparatus 200, the complex model analysis method, and the complex model analysis program according to the present embodiment described above, the shape of the end portion of the rim portion 101 is folded inward in the radial direction of the wheel. Thus, the rim portion 101 is modeled by the shell element, so that the contact portion between the tire bead portion and the rim flange is modeled more faithfully. For this reason, even when lateral deformation is applied to the tire, it is possible to prevent the analysis from stopping due to abnormal deformation of the portion of the tire bead that contacts the rim flange, and to improve the analysis accuracy. it can.

  9 shows a road surface R of a composite model of a wheel model and a tire model in which the rim portion 101 and the disk portion 102 are modeled by shell elements by the composite model analysis apparatus 200 according to the present embodiment. The analysis results when the tire is laterally deformed by moving to the left in Fig. 2 are shown. In the figure, the disk unit 102 is not shown.

  As shown in FIG. 9, in the portion where the end portion (rim flange) of the rim 101 contacts the tire bead portion 104B, abnormal deformation due to the end portion of the rim 101 biting into the tire bead portion 104B occurs as shown in FIG. It can be seen that it is suppressed compared to the case of.

  By the way, when the entire wheel is modeled by a solid element, it is common to model the entire wheel by a solid element of a secondary element or higher in order to improve analysis accuracy. For example, in the case of a tetrahedron element, a quadratic element indicates an element that can be analyzed more finely by arranging four vertices as nodes and arranging nodes in the middle of the sides connecting the vertices. .

  However, if the entire wheel is modeled by a solid element having a secondary element or higher, it is possible to analyze the natural frequency of the wheel with high accuracy, but the time required for the numerical analysis becomes long. Further, in the cross section in the wheel width direction, the thickness of the rim portion is thinner than that of the disk portion, and only one element may be arranged in the thickness direction of the rim portion.

  If the rim part of the wheel model corresponding to the rim part of this wheel is modeled with the solid element of the primary element, the bending deformation in the thickness direction of the rim part cannot be analyzed with high accuracy, so the natural frequency can be accurately set. There is a problem that it cannot be analyzed.

  On the other hand, in the present embodiment, the rim outer surface 101a of the rim portion 101 of the wheel model 100 is modeled by the shell element SH, and the disk portion 102 of the wheel model 100 is modeled by the solid element SO. Compared to a composite model in which the entire wheel is modeled with solid elements, the number of nodes can be greatly reduced, so that the time required for numerical calculation can be shortened while ensuring analysis accuracy.

  In addition, the composite model 1 according to the present invention is a composite in which the entire wheel is modeled by a shell element because a portion having a different thickness is modeled by a solid element, such as the disk portion 102 of the wheel model 100. Compared to the body model, bending deformation, natural frequency, etc. can be analyzed with higher accuracy.

  Furthermore, the composite model 1 according to the present invention has a cross-sectional secondary structure in which the bending stiffness calculated using the difference in distance from the center of the rim of the wheel to the outer surface of the rim is associated with the shell element SH. Corrections can be made in moment calculation and the like, and bending deformation, natural frequency, etc. can be analyzed more accurately.

(Modification 1)
As described above, the contents of the present invention have been disclosed through one embodiment of the present invention. However, it should not be understood that the description and drawings constituting a part of this disclosure limit the present invention.

  In the embodiment described above, in the wheel model 100, the rim outer surface 101a that is the surface on the outer side in the wheel radial direction in the rim portion 101 is modeled by the shell element. In the directional section, the rim center 101b, which is the center position in the thickness direction of the rim portion 101, is modeled by the shell element SH. Specifically, this will be described with reference to the drawings. Note that portions different from the wheel model 100 according to the embodiment of the present invention described above will be mainly described.

  FIG. 10 is a cross-sectional view showing a wheel model 100 according to the first modification of the present invention. As shown in FIG. 10, in the wheel model 100, a rim center 101b, which is a central position in the thickness direction of the rim portion 101, is modeled by the shell element SH in the wheel width direction cross section, and the disc of the rim portion 101 is also modeled. The shape of the end portion e on the side opposite to the connection side with the portion 102 is modeled so as to be a shape folded back inward in the wheel radial direction.

  Further, in a state where the tire model 10 and the wheel model 100 are combined (that is, a composite model), the shell element SH positioned at the rim center 101b of the wheel model 100 includes a wheel rim center to a rim outer surface. Are preferably associated with each other.

  According to the complex model analysis apparatus 200, the complex model analysis method, and the complex model analysis program that include the wheel model 100 according to the first modification, the complex model in which the entire wheel is modeled by the shell element, Compared to a complex model analysis apparatus using a complex model in which the entire wheel is modeled with solid elements, the time required for numerical calculation can be shortened while ensuring the analysis accuracy.

  Specifically, since the shell element SH is positioned at the rim center 101b of the wheel model 100, the bending rigidity can be analyzed with high accuracy. At this time, it is necessary to accurately define the shape of the surface where the tire and the wheel contact. Therefore, for example, by obtaining the distance from the center of the rim of the wheel to the outer surface of the rim and defining that the tire and the wheel are in contact at the position of the distance, the contact between the tire and the wheel is analyzed with high accuracy. be able to.

[Other Embodiments]
Although the contents of the present invention have been disclosed through the embodiments of the present invention as described above, it should not be understood that the descriptions and drawings constituting a part of this disclosure limit the present invention.

  Specifically, in the above-described embodiment, the finite element (FEM) is used as the numerical analysis method. However, the present invention is not limited to this, and the boundary element method, the difference method, the finite volume method, or the like is used. May be.

  Further, in the above-described embodiment, it has been described that the composite model 1 that is a composite of the tire model 10 and the wheel model 100 is analyzed. However, the present invention is not limited to this, and only the analysis related to the wheel model 100 is performed. It is also possible to perform.

  From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

  Next, in order to further clarify the effect of the present invention, a simulation performed using the composite model according to the conventional example and the example of the present invention will be described. Below, the result analyzed about the maximum lateral force of the composite model which concerns on a prior art example and an Example is demonstrated.

In addition, the data regarding the present Example was measured on the conditions shown below.
・ Tire model size: PSR205 / 55R16
・ Wheel model size: 6.5J × 16
・ Internal pressure: 220 kPa
・ Load: 10.0kN
Under the above conditions, the lateral force was applied to the road surface with a lateral force of 10.0 kN as a target, and the maximum lateral force was obtained.

  In the wheel model constituting the composite model according to the conventional example, the entire wheel model is modeled with shell elements as shown in FIG. In this wheel model, the rim portion is modeled by a shell element on the outer surface in the wheel radial direction, and the end portion is not folded back inward in the wheel radial direction.

  Further, in the wheel model constituting the composite model according to the first embodiment, as shown in FIG. 5, the wheel model 100 is a model in which the rim outer surface 101 a that is the outer surface in the wheel radial direction in the rim portion 101 is a shell element. In the cross-section in the wheel width direction, the rim portion 101 has an end portion e on the opposite side to the connection side with the disk portion 102 so that the shape of the end portion e is 10 mm folded inward in the radial direction of the wheel. The part 101 is modeled by a shell element SH. The disk unit 102 is modeled by a solid element SO.

  Further, in the wheel model constituting the composite model according to the second embodiment, as shown in FIG. 10, the wheel model 100 has a rim center 101 b that is a center position in the thickness direction of the rim portion 101 due to the shell element SH. It is modeled, and in the cross section in the wheel width direction, the shape of the end portion e on the opposite side of the rim portion 101 to the connection side with the disc portion 102 is a shape that is folded 10 mm radially inward of the wheel. The rim 101 is modeled by a shell element SH. The disk unit 102 is modeled by a solid element SO.

  Table 1 shows the analysis result of the maximum lateral force that can be analyzed using the composite model according to the conventional example and the example.

従来例では、最大横力が得られる以前に複合体モデルが異常変形し、解析が停止してしまった。この結果、上記表１から明らかなように、従来例では、目標とした最大横力まで安定して解析できていない。

In the conventional example, the composite model was deformed abnormally before the maximum lateral force was obtained, and the analysis was stopped. As a result, as is clear from Table 1 above, in the conventional example, the target maximum lateral force cannot be stably analyzed.

  On the other hand, in the wheel width direction cross section, the rim portion 101 is formed such that the shape of the end portion e of the rim portion 101 on the side opposite to the connection side with the disk portion 102 is a shape folded back inward in the radial direction of the wheel. In Examples 1 and 2 modeled by the shell element SH, it can be seen that the target maximum lateral force can be stably analyzed as compared with the conventional example.

It is a figure which shows the structure of the complex model analyzer which concerns on this embodiment. It is a flowchart which shows the complex model analysis method which concerns on this embodiment. It is a figure showing a tire model concerning this embodiment. It is a figure which shows the wheel model which concerns on this embodiment. It is sectional drawing which shows the wheel model which concerns on this embodiment. It is an expanded sectional view of the rim part of the wheel model concerning this embodiment. It is sectional drawing which shows the composite model which concerns on this embodiment. It is a circumferential direction sectional view showing a shell element of a wheel model concerning this embodiment. It is the figure which gave lateral deformation to the complex model concerning this embodiment. It is sectional drawing which shows the wheel model which concerns on the example 1 of a change. It is sectional drawing which shows the wheel model which concerns on a prior art example. It is sectional drawing which shows the wheel model which concerns on a prior art example. It is sectional drawing which shows the wheel model which concerns on a prior art example. It is sectional drawing which shows the composite model which concerns on a prior art example. It is sectional drawing which shows the composite model which concerns on a prior art example. It is the figure which gave lateral deformation to the complex model concerning a conventional example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Composite model, 10 ... Tire model, 11 ... Tread model, 100 ... Wheel model, 101 ... Rim part, 101a ... Rim outer surface, 101b ... Rim center, 101c ... Rim contact surface, 102 ... Disc part, 103 ... Bolt hole, 200 ... composite model analysis device, 211 ... input unit, 212 ... processing unit, 212a ... various information setting unit, 212b ... tire model creation unit, 212c ... wheel model creation unit, 212d ... complex model creation unit, 212e ... boundary condition setting unit, 212f ... performance analysis unit, 212g ... result output unit, 213 ... storage unit, 214 ... display unit, 215 ... program holding unit, E1, E2 ... element, SH ... shell element, SO ... solid element

Claims (10)

Tire model creation means for creating a tire model in which a tire including a bead wire is modeled by a finite number of elements;
The rim portion is shelled so that at least one end portion of the rim portion is folded inward in the radial direction of the wheel in a wheel width direction cross section of the wheel configured by the rim portion and the disk portion. Wheel model creating means for creating a wheel model that is modeled by an element and the disk portion is modeled by a predetermined element;
A performance analysis means for analyzing the performance of a composite model that is a composite of the tire model and the wheel model;
A complex model analyzer with The composite model analysis apparatus according to claim 1, wherein the wheel model creation unit models a rim outer surface, which is a wheel radial direction outer surface of the rim portion, with a shell element in the wheel width direction cross section. The wheel model creating means includes a thickness of the rim portion of the wheel, a rim center that is a center position in a thickness direction of the rim portion of the wheel, and a rim outer portion from the rim center. The composite model analysis apparatus according to claim 2, wherein the bending rigidity calculated using at least the distance to the side surface is associated. The composite model analysis apparatus according to claim 1, wherein the wheel model creation unit models a rim center, which is a center position in the thickness direction of the rim portion, with a shell element in the wheel width direction cross section. The composite model according to claim 4, wherein the wheel model creating means associates a distance from a center of the rim of the wheel to a rim outer surface that is a wheel radial outer surface of the rim portion with respect to the shell element. Analysis device. The composite model analysis apparatus according to claim 1, wherein the predetermined element is a solid element. A tire model creating step for creating a tire model in which a tire including a bead wire is modeled by a finite number of elements;
The rim portion is shelled so that at least one end portion of the rim portion is folded inward in the radial direction of the wheel in a wheel width direction cross section of the wheel configured by the rim portion and the disk portion. A wheel model creation step of creating a wheel model that is modeled by an element and the disk portion is modeled by a predetermined element;
A performance analysis step of analyzing the performance of a composite model that is a composite of the tire model and the wheel model;
Complex model analysis method including   The complex model analysis program for functioning a computer as each means which comprises the complex model analysis apparatus of any one of the said Claims 1-6.   The complex model analysis apparatus according to any one of claims 1 to 6, the complex model analysis method according to claim 7, and the complex model analysis program according to claim 8. The tire manufacturing method which manufactures the pneumatic tire analyzed using.   The complex model analysis apparatus according to any one of claims 1 to 6, the complex model analysis method according to claim 7, the complex model analysis program according to claim 8, and the claim. A pneumatic tire analyzed or manufactured using any one of the tire manufacturing methods according to 9.

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