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.

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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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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.

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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.

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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.

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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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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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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.

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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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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.

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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.

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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.

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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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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.

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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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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

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Rapidly predicting the stress of a tire's rolling framework without needing steady-state rolling simulation. The method involves building a tire finite element model, using quadrilateral units for components like the crown belt and carcass, representing reinforcing structures with rebar units, giving the rubber and framework materials their actual test properties, and setting the inner lining air pressure. This static model is analyzed to calculate the framework stress in a rolling tire without needing to simulate steady-state rolling.

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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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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.

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