Dynamic Simulation of Tire Performance

Simulating tire longitudinal slip characteristics using finite element analysis to efficiently and accurately determine tire forces and moments when sliding on the road. The simulation involves steps like finite element pretreatment, 2D inflation analysis, 3D loading modeling, steady state simulation, and dynamic slip simulation. It uses explicit analysis with customizable slip rates and a fitted friction model from rubber testing to accurately replicate tire longitudinal behavior. This allows tire dynamics modeling and optimization without physical testing.

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A method to simulate and calculate fatigue life of tire sidewalls under flexural deformation. The method involves modeling tire sidewall flexure using simulation software like Abaqus. The simulation captures different deformation amounts and the entire flexure process. Fatigue life calculation is done using software like Endurica. The simulation output provides parameters like stress, strain, Mises stress, fatigue life for analyzing tire sidewall flexural fatigue.

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Simulating tire cornering performance to improve tire design and development. The simulation method involves a multi-step process to efficiently and accurately model tire cornering characteristics. It starts with static loading analysis to calculate the inflation radius. Then dynamic cornering simulation is done to analyze the tire's lateral force, aligning moment, and steering angle. By breaking down the simulation into separate steps, it allows capturing the complex tire behavior while avoiding excessive computational complexity that would come with simulating all tire components at once.

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Constructing a vehicle dynamics model that accurately reflects the dynamic performance of a vehicle. The method involves introducing a tire data model that is trained using real-world driving data. The tire data model generates tire force estimates. These are fused with forces calculated by a tire mechanism model and then fed into the whole vehicle dynamics model. This allows the vehicle dynamics model to be built using real-world tire forces, resulting in more accurate simulation of vehicle behavior.

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Tire simulation method that balances calculation accuracy and time for predicting tire durability. It involves discretizing the tire model using finite elements, but with different element sizes for certain regions. Specifically, the topping rubber covering the carcass cords is discretized with larger elements in a first region, and smaller elements in a second region closer to the tire bead. This allows improving durability calculation accuracy in the bead area without significantly increasing simulation time compared to uniform element sizes.

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Simulating tire performance parameters using a whole vehicle simulation to enable faster and more accurate tire development. The method involves building a double-shaft automobile equivalent vibration model in Simulink that takes road surface and tire inputs and outputs body motion like vertical displacement, pitch, roll, and yaw. This allows simulating tire performance parameters by running the whole vehicle simulation and extracting tire-specific forces and motions. By matching tire and vehicle simulation results, tire and whole vehicle performance are better balanced.

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A new K&C (kinetic and compliance) experimental system and method for more accurately simulating vehicle performance parameters and understanding vehicle behavior under different driving conditions. The system involves modeling tire operating conditions mathematically and using a tire model based on tire mechanical characteristics to calculate the coupled tire loads. This allows comprehensive consideration of the coupling effect between multiple inputs acting simultaneously on the suspension. The coupled tire loads are then input into a suspension model to simulate its K&C characteristics.

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A tire wear prediction system that uses vehicle driving data to accurately predict tire wear. The system extracts driving forces and loads from a vehicle model driven based on real driving data. These forces are applied to a tire model to calculate wear. The extracted driving forces are compared to real vehicle forces to validate the simulation. If the difference is within a certain range, tire wear is predicted using the simulated forces. This allows more accurate wear prediction compared to just using the tire model since it accounts for the actual vehicle dynamics.

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Simulating and evaluating the local equivalent finite element of tire pattern blocks to improve safety and performance of tires with patterns. The method involves breaking down the tire pattern into smaller blocks and creating a simplified finite element model of each block. This allows analyzing the block's deformation and contact forces under load without the complexity of modeling the whole tire. The local block models can then be used to optimize pattern shapes, groove depths, sheet gaps, and contact forces for better tire performance in scenes like snow.

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Dynamic calculation method to accurately and efficiently determine tire steady-state rolling behavior without needing to calculate angular and linear velocities. The method involves solving for tire deformation, cord tension, contact pressure, and pressure depth when the tire is rolling steadily. It reduces calculation requirements compared to traditional methods by only needing to calculate the rolling angular velocity, eliminating the need for contact algorithms that can be difficult to converge.

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Predicting tire steady-state lateral force using finite element simulation by leveraging transient simulation results. The method involves simulating tire lateral force during transient motion using finite elements, then analyzing the results to extract parameters that can be used to predict steady-state lateral force. This avoids the long simulation times needed for direct steady-state simulations by leveraging transient data. The extracted parameters are identified from a relaxation length expression. By fitting the identified parameters to known steady-state lateral force data, the method accurately predicts steady-state lateral force using transient simulation results.

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Simulation method for calculating tire driving force that enables efficient and accurate optimization of tire quality and performance. The method involves discretizing the tire geometry into finite elements, modeling the tire-road contact using contact elements, and solving the finite element analysis to calculate the tire forces. It allows simulating tire rolling characteristics without expensive hardware.

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A method for accurately simulating tire stiffness using mixed constraints between the tire and rim. The method involves dividing the contact region between the tire and rim into multiple zones with different constraint conditions. This allows capturing the nonlinear contact behavior as the tire deforms on the ground more realistically. By applying varying constraint levels in each zone, it prevents slipping between the tire and rim during simulation which can lead to inconsistent results and non-convergence. This improves simulation accuracy and efficiency compared to using a uniform constraint.

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Method to analyze the dynamic coupling between vehicles, bridges, and road pavement. The method involves using finite element and multi-body dynamics software to accurately model the vehicle, bridge, and pavement as separate entities. This allows analyzing their individual dynamics and the coupled interactions between them. The modeling considers factors like tire deformation, suspension, and pavement viscoelasticity. The coupled analysis enables understanding vehicle-bridge-road vibrations and fatigue effects.

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Simulating tire tread wear using finite element analysis with strip patterns to accurately model tire wear behavior under mixed driving conditions. The method involves calculating friction work for each working condition and weighting/averaging based on mileage percentage to obtain overall wear. This allows more realistic simulation compared to modeling smooth tires and attaching patterns.

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Predicting rolling resistance of tires with complex patterns like sipes using a Fourier leaf transformation technique that allows quick calculation of rolling resistance without needing to simulate full tire cycles. The method involves rolling a simplified intercept angle section of the tire at various speeds and collecting strain data. This data is then Fourier transformed to extract the rolling resistance components. By analyzing the intercept angle section, which captures the key features of the complex pattern, the rolling resistance can be accurately predicted without needing to simulate the entire tire cycle. This provides a faster and more efficient way to evaluate rolling resistance of tires with complex patterns.

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A method to predict the fatigue life of non-pneumatic tires using finite element analysis. The method involves modeling the tire structure and materials, simulating thermal-mechanical coupling during tire deformation, and using extended finite elements to predict crack growth. It accounts for temperature effects and fatigue failure mechanisms. The simulation steps include: 1) thermal analysis to determine high temperature areas, 2) meshing and crack initiation in those regions, 3) transferring temperature from the thermal analysis, 4) using extended FEM to calculate crack growth rate, and 5) predicting fatigue life based on crack propagation.

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A method to quickly and accurately model tires for simulating whole vehicle vibrations and noise caused by road irregularities. The method involves creating a basic tire model using cross sections of the tire and rim, then calibrating it with standard test data. This allows using the linearized basic tire model in early stage vehicle simulations instead of detailed finite element analysis. The basic tire model can be obtained from tire suppliers or test equipment.

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Estimating the vertical force of heavy-duty tires using circumferential strain analysis, which involves installing strain sensors in the tire tread center to measure deformation as the tire rolls. A support vector machine model is trained using finite element simulation data to predict tire vertical force based on the measured strain. The strain features, like ground contact angle and length, are identified as indicators of force. This provides a more direct and accurate way to estimate tire force compared to using acceleration or tire models, as it avoids issues like noise sensitivity and simplified tire dynamics.

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Tire simulation method that minimizes the time to calculate the physical quantities of a tire in a short time. The method includes setting a second condition, defining a vehicle model, analyzing the motion of the automobile based on the multi-body connection model, the external conditions occurring in the tire are obtained, the simulation using a tire finite element model is performed to acquire physical quantities of the tire, and manufacturing the tire based on the second condition that the physical quantity converges within a predetermined range.

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A method, device, and computer-readable storage medium for modeling tire finite element models that enables more accurate simulation of tire deformation and air leakage in small offset collisions compared to traditional methods. The modeling involves using shell elements to divide the rim and carcass rubber junction, and having the nodes at the connection be the same. This allows better simulation of tire motion and deformation when the tire is squeezed and disengaged during small offset collisions. It also improves assembly of the tire model in a vehicle crash simulation by using the same node coordinates.

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A method for calculating tire vibration frequencies and modes using nonlinear finite element analysis. The method involves creating a tire finite element model, inflating it, and analyzing the deformation and stiffness at the final inflation step. This provides the tangent stiffness matrix for modal analysis. By assembling the overall mass matrix and using subspace iteration, the nonlinear eigenvalues and eigenvectors are found to obtain the tire's nonlinear frequencies and mode shapes.

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A method to create a finite element tire model that can accurately simulate tire dynamics for complete vehicle simulations. The method involves modeling the tire using fewer units and iteratively calibrating the material properties to match real tire rigidity. This reduces the computational resources needed compared to traditional finite element tire models. The iterative calibration involves setting the sidewall material as a variable and optimizing the rigidity in each direction. By calibrating the tire rigidity, the model's performance in each direction matches within 5-15% of actual tire rigidity.

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A method for quickly calculating the influence of rubber material modulus on tire rolling resistance. The method combines simulation and theory to calculate the effect of modulus on rolling resistance. It allows faster determination of optimal material modulus for tire components compared to repeated simulation or experimental testing. The method involves calculating a rolling resistance coefficient for each component using a theoretical model. Then, using simulation, calculating rolling resistance for a baseline tire with known modulus values. Substituting the component rolling resistance coefficients into the theoretical model, adjusting modulus values for each component, and recalculating rolling resistance using simulation to find the optimal modulus combination.

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A simplified tire durability model for virtual testing of complete vehicles that captures the dynamic in-plane behavior of a tire without needing detailed tire structure representation. The model approximates the tire as a rigid belt ring with simplified boundary conditions to relate high-frequency tire forces to wheel center outputs. This reduces the number of parameters compared to complex tire models and allows faster simulation calculations. The model is built by analyzing the approximate relationship between the model parameters and the rigid belt ring model parameters. It simplifies uneven road surfaces into equivalent flat surfaces rolled by changing dip angles. The model inputs are converted from actual road data.

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Finite element simulation method for studying the steady-state characteristics of tire roll and longitudinal slip. The method involves using finite element analysis to model tire behavior in rolling and longitudinal slip conditions. This allows investigating tire force characteristics under controlled and repeatable virtual simulations rather than relying solely on physical testing. It provides a flexible and cost-effective way to analyze tire performance in specific slip scenarios that may be difficult or impractical to test experimentally.

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Accurately creating a tire model and simulating tire behavior by considering the tension in the band ply reinforcing cords. The method involves defining the tension in the tire circumferential direction for each region of the band ply model based on parameters like winding tension, expansion factors, and thermal coefficients. This allows accurately modeling the non-uniform tension from the reinforcing cords in the band ply. By considering the actual tension received during manufacturing, the tire model more closely reflects the true tire shape.

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Simulating tire performance with higher accuracy by adaptively adjusting the friction coefficient during the simulation. The simulation involves defining an initial friction coefficient at the contact between the tire and road models. This initial friction is then iteratively adjusted based on calculated physical quantities like contact pressure, slip speed, and temperature. The updated friction is then used to calculate the tire's running behavior more accurately. This adaptive friction adjustment allows the simulation to better match real-world tire behavior by accounting for complex interactions between the tire and road.

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Quickly predicting the braking distance of a radial tire using finite element simulation instead of costly and time-consuming real vehicle testing. The method involves dividing the tire into grids, analyzing the tire's steady-state rolling behavior, and then simulating the braking process. This allows accurately predicting the tire's braking distance without the complexities and variability of real-world testing.

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Tire wear simulation method that accurately calculates the worn state of a tire's tread contact patch. The simulation involves dividing the tire into a finite number of nodes with predefined material properties. The wear is calculated by determining movement amounts for each node based on physical quantities associated with wear. Nodes are then moved and material properties updated accordingly. Wear is tracked using mileage, rotations, or time intervals.

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Method for accurately predicting tire condition using virtual tire modeling and simulation. The method involves generating a virtual tire model by combining tire, vehicle, environmental, and usage data. This virtual tire can then be simulated to predict future tire condition based on driving scenarios. The virtual tire model can be updated with new tire data and compared to actual tire condition to adapt the virtual model over time.

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A method for predicting the dynamic behavior of non-pneumatic tires during impacts to simulate and analyze the transient impact characteristics of non-pneumatic tires. The method uses computer modeling and finite element analysis instead of physical testing to accurately predict the forces, deformations, and pressures experienced by non-pneumatic tires when they encounter obstacles. It involves creating 3D models of the tire components, defining their material properties, and simulating the impact using explicit dynamics software to analyze the tire's response. This allows optimizing non-pneumatic tire designs, expanding testing, and saving time and costs compared to physical testing.

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A method to predict the dynamic stiffness of rubber suspension components in vehicles using finite element analysis (FEA) simulations. The method involves creating a 3D digital model of the rubber suspension, defining the preload, and simulating the dynamic deformation under vibration. By using FEA to predict the rubber suspension's high-frequency dynamic stiffness, it enables engineers to quickly evaluate and optimize suspension performance without expensive prototype testing. The simulation involves meshing the rubber suspension, defining material properties, applying preload, and analyzing the dynamic response.

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Simulating tire performance using a thermodynamic model that accurately predicts tire behavior at different temperatures. The model captures the temperature sensitivity of tire materials like rubber. It uses the Fourier law of diffusion to simulate temperature distribution within the tire. The model considers factors like heat sources/sinks, thermal properties, and geometry to calculate tire temperatures. It provides a more realistic tire performance simulation by accounting for temperature effects.

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A method for modeling the dynamics of heavy-duty tires with large aspect ratios to accurately simulate their performance in heavy load applications. The method involves using analytical modeling of the sidewall stiffness to capture the tire's behavior under large deformations that traditional models can't accurately represent. The sidewall is modeled as a curved beam with nonlinear analytical stiffness that accounts for the changes in stiffness as the sidewall deforms. This allows characterizing the tire's dynamic response to heavy loads and off-road terrain more accurately compared to simplified models.

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A system for accurately simulating vehicle behavior during driving using a combination of physical testing and simulation. The system has a tire ground contact characteristic measurement device and a vehicle behavior simulation device. The tire device measures tire forces and deformations on a rotating drum. The vehicle device predicts vehicle motion based on inputs. Both devices run in parallel, with the vehicle device feeding predicted tire characteristics to the tire device. The tire device then reproduces the transient tire behavior during driving by adjusting attitude and speed. This allows highly accurate simulation of vehicle behavior by matching the tire dynamics.

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Real-time simulation method for physically accurate tire behavior that provides good accuracy within real-time constraints. The simulation iteratively estimates tire forces and torque based on input data. If convergence isn't reached within a shorter period, the iteration continues into the next period. This allows meeting real-time requirements while still achieving adequate force estimation accuracy.

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Method for analyzing tire deformation by reducing calculation load and accurately evaluating specific deformation modes. The method involves creating a tire finite element model (FEM), applying internal pressure while restraining the bead, extracting specific members like belts, performing eigenvalue analysis on the extracted members to calculate mode rigidity and vectors, and comparing the extracted mode vectors to a reference for accuracy. This reduces calculation compared to analyzing the whole tire and accurately identifies specific deformation modes.

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Rolling simulation method for tires that improves accuracy and efficiency of simulating tire rolling contact with the road by optimizing the finite element analysis (FEM) mesh. The method involves selectively deleting nodes and elements near the bead area of the tire mesh where ground contact forces are low. This prevents excessive mesh refinement and constraint issues that can degrade simulation accuracy. The deletion is based on a line passing through the outermost rim contact point in bead area.

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A method to predict tire rolling resistance using finite element analysis to reduce the cost and time compared to traditional rolling resistance testing. The method involves creating a virtual 3D tire model, analyzing tire deformation on a flat surface with just load and air pressure, converting strain to energy loss and heat generation, and calculating internal tire temperatures.

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Simulation method for calculating tire cornering performance using a computer that reduces computational time compared to rolling calculations. The method involves applying loads and camber angles to a stationary tire model on a static road surface model, calculating contact pressures, and analyzing the variation to estimate load-dependent cornering performance. This allows faster computation of tire cornering behavior by approximating rolling conditions with static loads and angles.

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Tire simulation method that improves the accuracy of contact analysis between a tire model and road surface model. The method involves obtaining a penalty rigidity value at a predetermined penetration amount using a regression curve representing the relationship between penalty rigidity and penetration. This improves the reliability of tire simulation by setting an appropriate penetration amount at the time of contact. The penalty rigidity is adjusted based on contact force proportional to penetration.

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Generating tire finite element analysis (FEM) models that accurately predict tire performance by accounting for post-vulcanization processing like pressurized curing (PCI). The FEM model generation process involves creating a tire FEM model with corded carcasses, bead fillers, and partitioned tread sections. The elastic constants of the carcasses near the bead filler and tread partitions are lowered. The model is then deformed with internal pressure while restraining the tread surfaces. This mimics the PCI process and better matches actual tire shapes.

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Method for accurately simulating and evaluating pneumatic tire rib tiers to predict and mitigate the phenomenon of tread peeling or damage when turning or riding over curbs. The simulation involves dividing the tire into finite elements and contacting it with a curb edge at an angle. As the tire rotates, the curb angle decreases until contact is lost. This simulates the deformation and strain distribution of the tire against curbs. By calculating strains in the main grooves as they contact, the method accurately predicts rib tier resistance.

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Simulating the aging process of a pneumatic tire to accurately calculate the shape and tire characteristics after time. The simulation involves two steps: filling the tire with internal pressure and calculating the shape based on elastic deformation, followed by relaxing the stress in certain elements over time and recalculating the shape. This allows capturing both elastic and plastic deformation that occurs during tire aging.

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Simulating tire braking with ABS using a computer model that accurately reflects the dynamic behavior of tires when braking forces are applied by an ABS system. The simulation method involves calculating tire properties like slip ratio in a short initial time step, then changing the ABS braking force based on the tire properties in a longer step. This allows capturing the time delay between ABS force changes and tire response. The simulation uses a calculation model to dynamically calculate tire properties like slip ratio as the ABS braking force is applied, rather than just using a fixed target slip ratio. The model also accounts for factors like friction coefficient dependency on temperature.

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Simulating tire longitudinal and lateral stiffness more accurately by considering elastic slip between the tire and road. The method involves determining the maximum elastic slip amount from initial analysis results, then modifying the tire simulation model to introduce that slip amount into tangential contact. This improved simulation more realistically accounts for slip behavior during longitudinal and lateral loading.

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Simulating tire wear using virtual test courses to test tires without actual driving. The method involves generating a virtual test course based on real vehicle acceleration and speed data from a physical test. This virtual course is used to simulate tire loads during testing. The tire performance characteristics and vehicle attributes are also input to simulate tire wear. The virtual tire is then run on a tire wear test machine using the generated load history to test wear. This allows indoor testing and computer simulation of tire wear without actual driving.

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Simulating tire ground contact to improve tire performance prediction by accurately reproducing the influence of post-cure inflation (PCI) processing. The simulation involves deforming the tire model with internal pressure to mimic the shape change during PCI. This is done by restraining the tread nodes of the land between adjacent main grooves and filling with pressure. This prevents discontinuities and better replicates the PCI effect compared to uniform pressure filling.

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Optimizing tire design for construction machinery to improve performance and durability by considering dynamic loading and vibrations during operation. The method involves using dynamic tire simulation to accurately analyze and optimize tire design based on real-world working conditions rather than just static load analysis. This involves modeling the tire's behavior under dynamic loads and vibrations during machine operation to ensure tire performance meets requirements in actual use. The simulation takes into account factors like dynamic load distribution, tire deformation, and contact patch shape as the machine moves.

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