Method for simulating the thermomechanical behavior of a tire rolling on the ground

• US 8,290,756 B2
• Filed: 07/26/2007
• Issued: 10/16/2012
• Est. Priority Date: 09/01/2006
• Status: Active Grant

• Current Assignee: Michelin Recherche et Technique SA (Compagnie Generale DES Etablissements Michelin SCA)
• Original Assignee: Michelin Recherche et Technique SA (Compagnie Generale DES Etablissements Michelin SCA)
• Inventors: Fevrier, Pierre, Martin, Hervé, Fandard, Gérard
• Primary Examiner(s): PHAN, THAI Q
• Application Number:
  US12/439,684
• Publication Number:
  US 20100010795A1
• Time in Patent Office: 1,909 Days
• Field of Search: 703/6, 703/8, 703/2, 731/46
• US Class Current: 703/2
• CPC Class Codes: B60C 99/006 Computer aided tyre design or simulation
• CPC Class Codes: G06F 2119/08 Thermal analysis or thermal optimisation
• CPC Class Codes: G06F 30/15 Vehicle, aircraft or watercraft design
• CPC Class Codes: G06F 30/20 Design optimisation, verification or simulation optimisation, verification or simulation of circuit designs G06F30/30

Abstract

A process for simulating the physical behavior of a vehicle tire rolling on the ground with which the tire tread has an area of contact including at least one adherent contact zone and at least one sliding contact zone, which process includes at least modeling operations, wherein the modeling operations, by applying physical laws that are known and/or developed by specific experimentation, as a first model, a model of the longitudinal forces (Fx), the transverse forces (Fy), and a self-alignment torque (Mz), including an adherence coefficient and a shear modulus of the rubber of the tire, and on the basis of dynamic parameters associated with the physical conditions of rolling and use of the tire, in which the self-alignment torque is associated with the intensity of the longitudinal and transverse forces and their distribution in the contact area, a second model of a local heating model expressing variations in a temperature of contact of the tread with the ground, and a third model of a general heating and thermal flux model, in which said third model in a peripheral tread temperature and an internal tire temperature, a coefficient of thermal conductivity of the tread, and phenomena with a thermodynamic component such as internal deformations of the tire, heat transfers between the tire and its environment, and slip of the tread on the ground, in which at least the adherence coefficient and the shear modulus are involved in the first models as variable.

Claims

1. A process for simulating the physical behavior of a vehicle tire rolling on the ground with which the tire tread has an area of contact including at least one adherent contact zone and at least one sliding contact zone, which process includes at least modeling operations, numeric value assignment operations, and solving operations,

wherein the modeling operations comprise establishing, by applying physical laws that are known and/or developed by specific experimentation, and as a first model, a model of the longitudinal forces, the transverse forces, and a self-alignment torque, transmitted by the tire between the ground and the vehicle, on the basis of specific physical parameters, including an adherence coefficient and a shear modulus of the rubber of the tire, and on the basis of dynamic parameters associated with the physical conditions of rolling and use of the tire, in which the self-alignment torque is associated with the intensity of the longitudinal and transverse forces and their distribution in the contact area,

wherein the assignment operations comprise assigning numeric values to the dynamic parameters and to the specific parameters,

wherein the solving operations comprise deducing, using at least the first model and the values assigned to the dynamic parameters and to the specific physical parameters, the values of the longitudinal forces, the transverse forces and the self-alignment torque, and

wherein the modeling operations further comprise establishment, as a second model, of a local heating model expressing variations in a temperature of contact of the tread with the ground from the beginning to the end of the contact area due to the contact and the slip of the tread with the ground, and establishment, as a third model, of a general heating and thermal flux model, in which said third model expresses variations, over a period of at least one wheel rotation, in a peripheral tread temperature and an internal tire temperature on the basis of values previously known or estimated from peripheral and internal temperatures, a coefficient of thermal conductivity of the tread, and phenomena with a thermodynamic component such as internal deformations of the tire, heat transfers between the tire and its environment, and slip of the tread on the ground, in which at least the adherence coefficient and the shear modulus are involved in the first model as variables, respectively based on the peripheral temperature and the internal temperature, in which the value of the peripheral temperature, obtained by solving operations concerning the third model, is used by solving operations concerning the second model in order to take into account the temperature dependence of the adherence coefficient, and in which the value of the internal temperature, obtained by solving operations concerning the third model, is used by solving operations concerning the first model in order to take into account the temperature dependence of the shear modulus of the rubber of the tire.

2. The simulation process according to claim 1, wherein the first model includes equations associated with the conditions of equilibrium of the basic shear and slip forces of the tread in the contact area, wherein this process includes at least one iterative calculation phase consisting of a series of calculation cycles, and wherein each calculation cycle includes at least one solving operation concerning the first model and one solving operation concerning the second model.

3. The simulation process according to claim 2, wherein the contact area is discretized at least in a first of its dimensions, wherein each cycle of each iterative phase includes a series of operations for analyzing the conditions of equilibrium of the basic shear and slip forces on respective basic surfaces different from the contact area, distributed along the first dimension of the contact area, and wherein each cycle of the iterative phase is interrupted when the set of basic surfaces considered in said cycle covers the contact area.

4. The simulation process according to claim 2, wherein the first model is established by considering that the contact area includes a single adherent contact zone and a single sliding contact zone separated from one another by a crossing point, wherein the first model takes the form of a system of equations expressed at least according to dynamic parameters, specific parameters and the abscissa of the crossing point, wherein each iterative phase is dedicated to phenomena appearing during a corresponding basic time interval, and wherein each iterative phase is implemented in order to solve, by successive approximations and at least on the basis of values previously known or estimated from the abscissa of the crossing point, the transverse forces, and the self-alignment torque, new values of the abscissa of the crossing point, the transverse forces and the self-alignment torque that solve the system of equations of the first model for the values assigned to the dynamic parameters and to the specific parameters.

5. The simulation process according to claim 4, wherein each new calculation cycle of each iterative phase includes operations comprising:

calculating a new temporary value of the abscissa of the crossing point on the basis of balance equations of the basic forces and the values previously known or estimated from the transverse forces and the self-alignment torque;

calculating, on the basis of the new temporary value of the abscissa of the crossing point and equations associating transverse forces and the self-alignment toque with dynamic parameters, specific parameters and the abscissa of the crossing point, new values for the transverse forces and the self-alignment torque that can be used for a possible future calculation cycle;

conditionally interrupting said iterative phase at least when the difference between the new temporary value of the abscissa of the crossing point and the value previously known or estimated from this abscissa is below a predetermined accuracy limit; and

interrupting said iterative phase, assigning to the longitudinal and transverse forces and the self-alignment torque, as values for said phase, the new values of the longitudinal and transverse forces and the self-alignment torque obtained in the most recent calculation cycle.

6. The simulation process according to claim 4, further comprising an implementation operation after the end of each iterative phase and consisting of updating the dynamic parameters in order to take into account changes in said parameters during the time of execution of the iterative phase, and of entering a new iterative phase.

7. The simulation process according to claim 1, wherein the solving operations concerning the third model are performed outside of each iterative phase.

8. The simulation process according to claim 1, wherein each iterative phase is preceded by a preparatory phase during which contingent quantities are calculated, including the dimensions of the contact area, on the basis of the values assigned to the dynamic parameters and to the specific parameters, in which each contingent quantity is used in said iterative phase with a value that was assigned to it in the preparatory phase.

9. Application of the process according to claim 1, to the simulation of the dynamic behavior of a vehicle equipped with a chassis and a plurality of tires rolling on the ground, in which application each of the first, second and third models is used for each tire and associated with a given dynamic chassis model, in which the chassis model provides said models, for each tire, with the values of at least some of the dynamic parameters, and in which the chassis model uses, for each tire, the values of the longitudinal forces, the transverse forces and the self-alignment torque obtained by implementing said models.