TIRE CHARACTERISTIC CALCULATION METHOD, TIRE DYNAMIC ELEMENT PARAMETER VALUE DERIVATION METHOD, VEHICLE TRAVELING SIMULATION METHOD, AND TIRE DESIGNING METHOD AND VEHICLE DESIGNING METHOD IN WHICH CONSIDERATION IS GIVEN TO TIRE FRICTION ELLIPSE

• US 20080059134A1
• Filed: 08/21/2007
• Published: 03/06/2008
• Est. Priority Date: 08/22/2006
• Status: Active Grant

• Current Assignee: Yokohama Rubber Company Limited
• Original Assignee: Yokohama Rubber Company Limited
• Inventors: Miyashita, Naoshi, Kabe, Kazuyuki, Mizuno, Masahiko
• Granted Patent: US 7,778,809 B2
• Time in Patent Office: Days
• US Class Current: 703/8
• CPC Class Codes: B60C 99/006 Computer aided tyre design or simulation
• CPC Class Codes: G01M 17/02 Tyres

Abstract

Values of multiple tire dynamic element parameters are set for a tire dynamic model constructed using the tire dynamic element parameters for calculating a tire axial force and a self-aligning torque under a given slip ratio. Next, the values of the tire axial force and the self-aligning torque are calculated using the tire dynamic model and output. The tire dynamic model allows a center position of a contact patch thereof against a road surface to move in accordance with a longitudinal force that occurs as the tire axial force when a slip ratio in a braking/driving direction is given so that a position of the contact patch moves in a longitudinal direction due to the longitudinal force. When designing a vehicle or when designing a tire, the tire dynamic model is used.

Claims

1. A tire characteristic calculation method of calculating at least one of a value of a tire axial force and a value of a self-aligning torque, each of the tire axial force and the self-aligning torque acting on a tire rotation axis at a time when a slip ratio is given to a tire, comprising the steps of:

setting values of a plurality of tire dynamic element parameters for a tire dynamic model constructed by using the tire dynamic element parameters; and

calculating at least one of the value of the tire axial force and the value of the self-aligning torque using the tire dynamic model to which the set values of the tire dynamic element parameters are given, and outputting the calculated value,

wherein the tire dynamic model allows a center position of a contact patch thereof against a road surface to move in accordance with a longitudinal force that occurs as the tire axial force when a slip ratio in a braking/driving direction is given so that a position of the contact patch moves in a longitudinal direction due to the longitudinal force.

2. A tire dynamic element parameter value derivation method of deriving, from a characteristic curve expressing slip ratio dependency of at least one of a tire axial force and a self-aligning torque that act on a tire rotation axis at a time when a slip ratio is given to a tire, values of a plurality of tire dynamic element parameters for a tire dynamic model constructed by using the tire dynamic element parameters, the tire dynamic element parameters determining the characteristic curve, the method comprising the steps of:

acquiring the characteristic curve;

setting initial values of the tire dynamic element parameters for the tire dynamic model;

calculating a curve corresponding to the characteristic curve using the initial values and the tire dynamic model;

repeating, until the calculated curve matches with the characteristic curve within an allowance range, an amendment of the set values of the tire dynamic element parameters and a calculation of the curve corresponding to the characteristic curve each time the set values of the tire dynamic element parameters are amended; and

determining the values of the tire dynamic element parameters at a time when the calculated curve matches with the characteristic curve within the allowance range as final values of the tire dynamic element parameters corresponding to the characteristic curve,

wherein the tire dynamic model allows a center position of a contact patch thereof against a road surface to move in accordance with a longitudinal force that occurs as the tire axial force when a slip ratio in a braking/driving direction is given so that a position of the contact patch moves in a longitudinal direction due to the longitudinal force.

3. A vehicle traveling simulation method of performing a traveling simulation of a vehicle fitted with a tire using a characteristic curve expressing slip ratio dependency of at least one of a tire axial force and a self-aligning torque that act on a tire rotation axis at a time when a slip ratio is given to the tire, comprising the steps of:

setting values of a plurality of tire dynamic element parameters for a tire dynamic model constructed by using the tire dynamic element parameters;

calculating the characteristic curve expressing the slip ratio dependency using the tire dynamic model to which the set values of the tire dynamic element parameters are given, and outputting the calculated characteristic curve; and

providing, to a vehicle model, values of approximate expression parameters that stipulate a nonlinear approximation and are obtained at a time when the calculated characteristic curve is approximated with the nonlinear approximation performing the traveling simulation under a predetermined traveling condition by using the vehicle model, and outputting a result of the simulation,

wherein the tire dynamic model allows a center position of a contact patch thereof against a road surface to move in accordance with a longitudinal force that occurs as the tire axial force when a slip ratio in a braking/driving direction is given so that a position of the contact patch moves in a longitudinal direction due to the longitudinal force.

4. A vehicle designing method, with a concept of a tire friction ellipse employed, of designing a vehicle having desired vehicle performance by performing a vehicle traveling simulation using information of a vehicle specification and information of a characteristic curve expressing slip ratio dependency of at least one of a tire axial force and a self-aligning torque that act on a tire rotation axis at a time when a slip ratio is given to a tire, comprising:

a model creating step of creating a vehicle model by using the information of the vehicle specification;

a performance evaluating step of;

providing values of approximate expression parameters for stipulating a nonlinear approximation to the vehicle model, the values of the approximate expression parameters being obtained by approximating the characteristic curve with a nonlinear approximation,

performing the traveling simulation under a traveling condition in which the slip ratio is given, and

evaluating a vehicle performance by using a result of the traveling simulation;

a vehicle specification amending step of;

amending the information of the vehicle specification when the vehicle model fails to satisfy target performance in the performance evaluating step,

creating the vehicle model by using the amended information of the vehicle specification,

performing the traveling simulation, and

evaluating the vehicle performance;

a tire characteristic amending step of;

amending the values of the approximate expression parameters when the vehicle model fails to satisfy predetermined target performance in the performance evaluating step,

performing the traveling simulation by giving the amended values of the approximate expression parameters to the vehicle model,

performing the vehicle performance evaluation by using a result of the traveling simulation,

calculating the characteristic curve expressing the slip ratio dependency from a nonlinear approximation stipulated by the amended values of the approximate expression parameters, and

deriving values of a plurality of tire dynamic element parameters through the calculated characteristic curve based on a tire dynamic model constructed by the tire dynamic element parameters; and

a tire characteristic determining step of;

determining, when the vehicle model satisfies the target performance, the values of the tire dynamic element parameters derived in correspondence with the amended values of the approximate expression parameters as a tire requisite characteristic, and

outputting the determined tire requisite characteristic,

wherein the tire dynamic model allows a center position of a contact patch thereof against a road surface to move in accordance with a longitudinal force that occurs as the tire axial force when a slip ratio in a braking/driving direction is given so that a position of the contact patch moves in a longitudinal direction due to the longitudinal force, and the tire characteristic amending step is performed after the vehicle specification amending step is performed at least once.

5. The vehicle designing method according to claim 4, wherein the tire dynamic model calculates a lateral force, at a time when a slip angle is given to the tire dynamic model as a part of the slip ratio, and calculates the self-aligning torque by separately calculating a lateral force based torque component generated by the lateral force that acts on the contact patch of the tire dynamic model and a longitudinal force based torque component generated by the longitudinal force that acts on the contact patch of the tire dynamic model.

6. The vehicle designing method according to claim 4, wherein:

the tire axial force at least includes a lateral force that acts in a direction parallel to the tire rotation axis when a slip angle is given to the tire dynamic model as a part of the slip ratio; and

the calculating of the characteristic curve in the tire characteristic amending step includes calculating a characteristic curve of the lateral force, and also a characteristic curve expressing slip ratio dependency of a self-aligning torque which is generated by the lateral force and the longitudinal force that act between the tire dynamic model and the road surface.

7. The vehicle designing method according to claim 6, wherein the values of the tire dynamic element parameters are derived in the tire characteristic amending step so that a value of a combined sum of squared residuals obtained through weighted addition of a first sum of squared residuals, a second sum of squared residuals, and a third sum of squared residuals by using weighting coefficients becomes equal to or smaller than a predetermined value,

the first sum of squared residuals representing a sum of squared residuals between a characteristic curve of the longitudinal force and a corresponding curve of the longitudinal force calculated in the tire dynamic model,

the second sum of squared residuals representing a sum of squared residuals between a characteristic curve of a lateral force and a corresponding curve of the lateral force calculated in the tire dynamic model,

the third sum of squared residuals representing a sum of squared residuals between a characteristic curve of the self-aligning torque and a corresponding curve of the self-aligning torque calculated in the tire dynamic model,

wherein the weighting coefficients are obtained from information of variations of values of the respective characteristic curves of the longitudinal force, the lateral force and the self-aligning torque that change in dependence on the slip ratio.

8. The vehicle designing method according to claim 4, wherein the values of the tire dynamic element parameters are derived in the tire characteristic amending step by using an effective slip angle, the effective slip angle being obtained by modifying a given slip angle through a torsional deformation of the tire dynamic model caused by the self-aligning torque.

9. The vehicle designing method according to claim 4, wherein the values of the tire dynamic element parameters derived in the tire characteristic amending step include an adhesive friction coefficient and a sliding friction coefficient between a tread member of the tire dynamic model and the road surface, and a shape stipulation coefficient that stipulates a shape of a contact pressure distribution.

10. The vehicle designing method according to claim 4, wherein the tire dynamic model calculates, when a slip angle and the slip ratio in the braking/driving direction are given as the slip ratio, the longitudinal force, a lateral force, and the self-aligning torque by using a sliding direction of the tire dynamic model in a sliding region in the contact patch, the sliding direction being determined by the given slip angle and slip ratio in the braking/driving direction.

11. A tire designing method, with a concept of a tire friction ellipse employed, of designing a tire achieving desired performance by performing a vehicle traveling simulation using information of a characteristic curve expressing slip ratio dependency of at least one of a tire axial force and a self-aligning torque that act on a tire rotation axis at a time when a slip ratio is given to the tire and information of a vehicle specification, comprising:

a model creating step of creating a vehicle model by using the information of the vehicle specification;

a performance evaluating step of;

setting values of a plurality of tire dynamic element parameters determining the characteristic curve for a tire dynamic model constructed using the plurality of tire dynamic element parameters,

providing values of approximate expression parameters for stipulating a nonlinear approximation to the vehicle, the values of approximate expression parameters being obtained by approximating a characteristic curve with the nonlinear approximation, the characteristic curve being calculated using the values of the tire dynamic element parameters for the tire dynamic model,

performing the traveling simulation under a predetermined traveling condition by using the vehicle model, and

evaluating a vehicle performance by using a result of the traveling simulation;

a tire characteristic amending step of;

amending the values of the approximate expression parameters when the vehicle model fails to satisfy target performance in the performance evaluating step,

performing the traveling simulation by giving the amended value to the vehicle model,

performing the vehicle performance evaluation by using a result of the traveling simulation, and

deriving the values of the tire dynamic element parameters based on the tire dynamic model by using a characteristic curve which is calculated from the nonlinear approximation stipulated by the amended value of the approximate expression parameters; and

a tire characteristic determining step of;

determining, when the vehicle model satisfies predetermined performance, the derived values of the tire dynamic element parameters as a tire target characteristic, and

outputting the determined target characteristic,

wherein the tire dynamic model allows a center position of a contact patch thereof against a road surface to move in accordance with a longitudinal force that occurs as the tire axial force when a slip ratio in a braking/driving direction is given so that a position of the contact patch moves in a longitudinal direction due to the longitudinal force.

12. The tire designing method according to claim 11, wherein the tire dynamic model calculates, at a time when a slip angle is given to the tire dynamic model, lateral force, and calculates, at the time when the slip angle is given, the self-aligning torque by separately calculating a lateral force based torque component generated by the lateral force that acts on the contact patch of the tire dynamic model and a longitudinal force based torque component generated by the longitudinal force that acts on the contact patch of the tire dynamic model.

13. The tire designing method according to claim 11, wherein:

the tire axial force at least includes a lateral force that acts in a direction parallel to the tire rotation axis when a slip angle is given to the tire dynamic model; and

the calculating of the characteristic curve by using the tire dynamic model includes calculating a characteristic curve of the lateral force, and also a characteristic curve expressing slip ratio dependency of a self-aligning torque generated by the lateral force and the longitudinal force that act between the tire dynamic model and the road surface.

14. The tire designing method according to claim 13, wherein

the values of tire dynamic element parameters are derived in the tire characteristic amending step so that a value of a combined sum of squared residuals obtained through weighted addition of a fourth sum of squared residuals, a fifth sum of squared residuals, and a sixth sum of squared residuals by using weighting coefficients becomes equal to or smaller than a predetermined value,

the fourth sum of squared residuals representing a sum of squared residuals between a characteristic curve of the longitudinal force and a corresponding curve of the longitudinal force calculated in the tire dynamic model,

the fifth sum of squared residuals representing a sum of squared residuals between a characteristic curve of a lateral force and a corresponding curve of the lateral force calculated in the tire dynamic model,

the sixth sum of squared residuals representing a sum of squared residuals between a characteristic curve of the self-aligning torque and a corresponding curve of the self-aligning torque calculated in the tire dynamic model,

where the weighting coefficients are obtained from information of variations of values of the respective characteristic curves of the longitudinal force, the lateral force and the self-aligning torque that change in dependence on the slip ratio.

15. The tire designing method according to claim 11, wherein the values of the tire dynamic element parameters are derived in the tire characteristic amending step by using an effective slip angle, the effective slip angle being obtained by modifying a given slip angle through a torsional deformation of the tire dynamic model caused by the self-aligning torque.

16. The tire designing method according to claim 11, wherein the values of the tire dynamic element parameters derived in the tire characteristic amending step include an adhesive friction coefficient and a sliding friction coefficient between a tread member of the tire dynamic model and the road surface, and a shape stipulation coefficient that stipulates a shape of a contact pressure distribution.

17. The tire designing method according to claim 11, wherein the tire dynamic model is used for calculating, when a slip angle and the slip ratio in the braking/driving direction are given as the slip ratio, the longitudinal force, a lateral force, and the self-aligning torque by using a sliding direction of the tire dynamic model in a sliding region in the contact patch, the sliding direction being determined by the given slip angle and slip ratio in the braking/driving direction.

18. The tire designing method according to claim 11, further comprising designing a tire by using the values of the tire dynamic element parameters determined in the tire characteristic determining step, and determining a combination of a tire member material and a tire structure for achieving the values.