Tire Behavior Simulation in Dynamic Conditions

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.

Source

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.

Source

A method for predicting tire longitudinal slip characteristics with lower cost and higher efficiency compared to physical testing or finite element simulation. The method involves using a reference tire with similar size to predict the longitudinal force versus slip rate curve for a target tire. It normalizes the longitudinal force data of the reference tire, models the normalized curve, and then uses the longitudinal stiffness and friction coefficients from the target tire in the theoretical model to predict its longitudinal force versus slip rate.

Source

A method to predict tire cornering characteristics without physical testing. The method involves modeling and normalizing tire side slip data from a reference tire, then applying target tire properties to generate predicted cornering behavior. It allows estimating tire cornering forces and moments without full finite element analysis or physical testing, using reference tire data. The steps are: 1) Select a reference tire with similar size to the target tire. 2) Normalize the lateral force and self-aligning torque data from the reference tire. 3) Model the normalized curves to obtain functions. 4) Substitute the target tire's sidewall stiffness and lateral dynamic friction coefficient into the side slip prediction model. 5) Use the modeled functions with the target tire properties to predict the normalized lateral force and self-aligning torque.

Source

Linear simulation method for tire unsteady cornering characteristics that improves accuracy over existing methods. The simulation involves simplifying the brush theory model of tire unsteady cornering using a high-precision approximation of an exponential function. This simplified model is then applied to linear simulation of tire unsteady cornering using spatial differential equations and characteristic parameters like ground contact length, stiffness, and width. This improves simulation accuracy compared to simplifying the brush theory directly.

Source

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.

Source

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.

Source

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.

Source

Indoor tire testing device that can accurately simulate road conditions like rain, snow, and gravel for tire performance evaluation. The device allows testing on a rotating drum with simulated road surfaces, but it addresses the limitation of high-speed drum rotation by having a carriage that travels along the drum at a lower speed. This allows accurate testing of tire performance on specific road conditions by matching the carriage speed to the desired condition. The carriage and test wheel are both driven by a common power source, with a torque-applying device to isolate the wheel speed control from the power source. This allows the wheel to rotate at the carriage speed for accurate testing.

Source

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.

Source

Tire simulation method to accurately evaluate tire rolling behavior by averaging ground contact parameters over multiple rolling iterations. The method involves inputting a tire and road model, rolling the tire, calculating ground contact parameters multiple times, averaging those parameters, and displaying the averaged contact parameters. This provides a more representative view of the tire's rolling contact compared to just a single iteration.

Source

Tire testing device that allows accurate evaluation of tire performance on simulated road surfaces, particularly for wet, snowy, or gravel conditions that are difficult to replicate in indoor testing. The device has a carriage that travels along a base with a test wheel mounted. The carriage and wheel are driven by a common power source, but the wheel speed is controlled separately using a torque applying device. This allows the wheel to spin freely at base speed when the torque device is inactive, then apply torque to match the wheel to the carriage speed. This maintains consistent wheel speed versus road speed, enabling accurate testing on simulated surfaces.

Source

Improving the accuracy and efficiency of vehicle simulation testing by using lightweight models to calculate center of mass vehicle speed. The method involves establishing a vehicle dynamics model based on wheel end forces and a tire model containing longitudinal slip conditions. This allows calculating center of mass speed using the wheel forces and adhesion when less than road limits, or road adhesion when exceeded. This improves simulation testing by using realistic models and reducing computation compared to full vehicle dynamics simulations.

Source

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.

Source

Fast and easy-to-converge finite element tire extrusion simulation method to evaluate tire durability and safety performance in extreme scenarios like bidirectional extrusion. It involves a specific process to create a 2D tire inflation cross-section model that is simpler and converges faster compared to a full 3D tire model. The steps include: 1. Define a 2D cross-section geometry representing the tire at inflation pressure. 2. Assign material properties to the cross-section elements based on the actual tire materials. 3. Load the cross-section model with bidirectional extrusion forces. 4. Simulate the extrusion deformation and failure of the cross-section to evaluate tire durability and safety. The method reduces simulation time and resources compared to full 3D models for scenarios where extreme loads are applied bidirectionally.

Source

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.

Source

High-precision and high-efficiency simulation method for tire rigidity using mixed constraints in the tire-road contact area. The simulation improves accuracy and convergence by using different contact constraint methods in different contact areas. The method involves simulating tire rigidity by: 1. Using full friction constraints for the central contact area where the tire and road are fully in contact. 2. Using partial friction constraints for the transition area between the central and edge contact areas. Here, the constraints allow some slip to prevent sticking, but limit it to avoid excessive slip. 3. Using full slip constraints for the edge contact area where the tire and road are not fully in contact. This allows the tire to slide against the road in this area. The mixed constraint approach improves simulation accuracy by more accurately modeling the behavior near the ground contact edge, where full contact transitions to partial contact. It also improves efficiency by preventing convergence issues due to excessive

Source

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.

Source

Testing tires under dynamic loading conditions that mimic realistic driving scenarios to accurately analyze tire performance and behavior under composite working conditions. The method involves testing a tire under predetermined composite conditions like rolling, rolling with longitudinal slip, and rolling with longitudinal slip and lateral slip. This allows capturing tire response data under simulated driving scenarios. Analyzing the results provides a more accurate representation of tire behavior under complex conditions compared to testing single working conditions.

Source

Method for accurately testing tire models for driving simulators to improve simulation realism and provide a basis for virtual development, adjustment, and matching. The method involves constructing a test model with interconnected vehicle, tire, and steering models. Steering parameters are input into the steering model to get tire torsion parameters. These are used with actual tire speeds to obtain corrected return characteristics for more accurate simulation.

Source

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.

Source

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.

Source

A wheel rigidity simulation method to improve the accuracy and efficiency of tire rigidity simulation for virtual tire testing. The method involves using a reference tire to model the friction between the tire and road surface more accurately. This is done by assigning an initial friction coefficient between the reference tire and road surface. This reference tire is then simulated to obtain its rigidity. The rigidity values from this reference tire simulation are used to adjust the rigidity model for other tires. This improves the overall accuracy of the tire rigidity simulation.

Source

Computer simulation of tire performance using a model that accurately predicts tire behavior at high speeds and loads where traditional tire models struggle. The simulation incorporates a detailed tire temperature model that accounts for temperature-dependent material properties, like rubber compounds, to accurately predict tire temperatures. This improves tire force and handling predictions at extreme conditions. The simulation also includes a flash temperature model for short-term temperature spikes during sliding. The tire model takes vehicle velocity as input and can be integrated into vehicle simulation and control systems.

Source

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.

Source

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.

Source

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.

Source

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.

Source

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.

Source

Tire simulation method to evaluate tire vibration performance. The method involves creating a tire model and a support element model that allows 6 degrees of freedom of displacement. This allows acquiring the physical forces acting on the tire rotation axis, unlike fixed test setups. The support element can have a spring model with lower stiffness than the tire's vertical spring. The tire is brought into contact with a road model, loads are applied, and vibrations are calculated to simulate realistic tire-road interactions.

Source

A tire simulation method that allows accurate rolling calculation of a tire model on a road surface by removing the residual lateral force that is generated even when the tire is not turning. The method involves two rolling steps. In the first step, the tire model rolls on a constrained road surface where the lateral movement is restricted. This removes the residual lateral force as the tire cannot move sideways. In the second step, the road surface constraints are relaxed and the tire rolls freely. This provides the accurate rolling behavior without the residual force.

Source

Simulating the physical behavior of a tire in real time with accurate force computation in each time step even when the computation takes multiple iterations. The method involves updating the input variables periodically and then running an iterative algorithm to compute the estimated output variables. If convergence isn't reached in the current iteration, the algorithm continues in the next iteration and takes the previous iteration's result as the starting point. This allows the estimated variables to keep updating at a rate that meets real-time constraints while still ensuring accurate results.

Source

Accurately predicting the condition of a vehicle tire using a virtual tire model created from sensor data, simulations, and data fusion. The method involves generating a digital twin of the tire by modeling the forces, loads, and influences experienced by the physical tire. The virtual tire can be created based on tire, vehicle, environment, and usage data specific to that tire. The virtual tire model is then compared to the actual tire and adapted as needed. This allows precise prediction of tire condition without invasive inspection.

Source

Simulating the behavior of a real vehicle during travel using a specialized setup that replicates the transient tire forces and ground contact characteristics experienced during driving. The simulation involves parallel processes: 1) predicting the vehicle's motion using inputs, 2) reproducing tire transient forces/attitudes based on predicted motion, 3) measuring tire stress as it contacts a rotating drum, 4) calculating tire ground contact characteristics from the measured stress. The simulation predicts vehicle behavior while reflecting calculated tire forces, providing more accurate tire-vehicle interactions.

Source

Simulating tire behavior on snowy roads using a finite element tire model and a snow model with elasto-plastic properties. The method involves rolling the tire model on the snow model, calculating deformation and density distribution, and using the density to simulate snow behavior. This improves accuracy compared to stratifying snow models using expensive tomography. The tire and snow models have elasto-plastic properties like Young's modulus, adhesion, and friction angle.

Source

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.

Source

Tire simulation method, device, and program for improving the accuracy of predicting tire performance on snowy roads. The simulation involves rolling a finite element tire model on a snow model that includes a water film on part of the snow surface. This snow model with a water layer more closely replicates real snowy road conditions compared to just dry snow. The simulation also includes static analysis where the tire contacts the snow with load while stationary. The water film thickness can be based on snow density. The contact pressure distribution is used to place the water film.

Source

Simulating tire behavior using a more realistic coefficient of friction between the tire and road surface. Rather than setting the friction coefficient to match measured values, the simulation uses a friction map derived from the viscoelastic properties of the tire rubber. The simulation obtains contact pressure and slip speed at each tire patch point, looks up the friction coefficient from the map for those conditions, and uses that coefficient in the simulation. This allows accurate tire modeling without needing to adjust friction values to match tests.

Source

Simulating vehicle behavior using a closed-loop dynamic model that accurately replicates vehicle motion during simulation. The simulation involves converting control inputs into vehicle parameters recognized by the dynamics modules, processing them to determine tire forces and vehicle motion, and using the motion for simulation. This closed-loop interaction between tire and body dynamics modules improves simulation accuracy, matching, and replaces road tests for new vehicle features.

Source

Checking the accuracy of tire models used in vehicle simulation by reproducing tire test conditions in virtual simulations. The method involves using a virtual tire test bench to compare the behavior of a tire model in simulated tests against actual test data. Statistical indicators are used to evaluate the fitting accuracy of the tire model. This allows vehicle simulation analysts to control the accuracy of the tire model to prevent inaccurate results in simulations.

Source

Accurately modeling tires for numerical simulation by creating 3D tire models that accurately represent the deformed shape of a tire when it's in contact with the ground. The method involves contacting a tire with a table having removable sections filled with multiple materials, measuring the tire's outer shape on the table, and using that data to create a simulation tire model. The table's removable sections allow isolating the contact area while removing non-contact areas. This provides a precise representation of the tire's deformed shape when it's in contact with the ground, which is needed for accurate tire simulation. The simulation tire model is composed of elements that can be numerically analyzed by a computer.

Source

Simulating the physical behavior of tires in real-time for applications like driving simulators. The method involves iteratively calculating tire forces like friction and deformation instead of using simplified models. It ensures accurate simulation while meeting real-time constraints by optimizing the convergence algorithm. The method uses a cycle-based approach where iterations are limited per cycle and convergence is determined based on iteration differences. This allows approximating variables before full convergence to maintain realistic updates at a rate that meets real-time demands.

Source

Method for generating tire load histories to simulate loads on a tire for indoor testing or computer simulation. The method involves identifying a vehicle test course, driving a vehicle on it, measuring accelerations and speed, generating a virtual test course from the measured data, collecting tire performance info, building a virtual tire, providing vehicle attributes, generating the tire load history by simulating the vehicle on the virtual course, and testing a physical tire against that history.

Source

Indoor tire testing device that allows realistic evaluation of tire performance on various road surfaces without actually driving on roads. The device has a carriage to hold the test wheel and a driving system. The driving system has separate power sources for speed and torque. The test wheel speed matches carriage speed, but torque is applied using a servo motor. This allows independent control of wheel speed and torque for simulation. The carriage travels on a road surface replica. A sensor array detects force distribution under the tire. Multiple profile images capture force distribution for 3 forces. This provides detailed load analysis beyond just average contact pressure. The device allows evaluating tire performance on a wide range of road conditions without actual driving.

Source

Simulating tire longitudinal and lateral stiffness more accurately by introducing elastic slip into the simulation. The method involves: 1. Finite element modeling of a 3D nonlinear tire. 2. Initial simulation analysis of tire stiffness to determine the maximum elastic slip between the tire and road. 3. Modifying the tire finite element model by introducing the determined maximum elastic slip into the tangential contact constitutive properties. 4. Repeating the tire stiffness simulation analysis with the modified finite element model.

Source

Simulating tire temperature distribution using a 3D tire model instead of a 2D model for more accurate and intuitive results compared to prior methods. The simulation involves generating a 3D tire model based on a 2D tire model, adding a temperature model to the 3D model, and iteratively calculating stress, strain, and temperature in each step to accurately capture the thermal effects on tire mechanics.

Source

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.

Source

Simulation method and device to more reliably evaluate tire rolling characteristics while suppressing calculation costs. The method involves simulating tire rolling by incrementally increasing slip ratio or angle and performing rolling analysis at each step. Physical quantities like axial force are obtained at each step. The rolling analysis continues until conditions like extreme force values or ratios are reached, indicating optimal simulation completion. This prevents unnecessary calculation overhead or premature termination.

Source

A method to calculate the coefficient of friction between tires and wet roads, without needing expensive tire testing equipment. The method involves modeling the contact between the tire and wet road, simulating the fluid dynamics of water film between them, and calculating the friction forces based on the pressure and hysteresis properties of the materials. It uses computer simulations to approximate the friction behavior of tires on wet roads.

Source

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.

Source