One of the primary challenges in realizing this has always been getting a detailed virtual tire early in the vehicle design process. System Level Virtual Testing is fully realized once a reasonably accurate reduced order tire model is generated. Validation is expressed by the query “Are you building the right thing?” and Verification by “Are you building it right?” For vehicle design, one way to accelerate the development process, and reduce late-stage design changes, is to execute system level virtual testing (Validation) early in the design process. State-of-the-Art development methodologies have adopted the Verification and Validation construct. Accelerate virtual testing with SIMULIA structural simulation solutions using Abaqus Integrated in the 3D EXPERIENCE® platform or available as a standalone, SIMULIA boosts the capacity for sustainable innovation in companies of all sizes by delivering best-in-class simulation solutions using Abaqus.Vehicle-Tire Simulation: why do it? As we know, vehicles are quite complex and require a significant amount of design, engineering and testing to get right.Features like radius, length or hole diameter can be changed in Abaqus and updated to Abaqus and the Pro/ENGINEER model. Includes a translator to export Pro/ENGINEER parts, assemblies and Elysium Neutral (.enfabq) files. Use Pro/ENGINEER parts and assemblies in Abaqus CAE. For the purposes of this article, we will focus on Workflow-1.Profiles of all 38 ABAQUS employees: Insa Wood, Catalina Price, Willem Roux, stephane pageau, Poornima Apte, Arsen Tonoyan, Dick Rotelli, Richard Boger.Abaqus associative interface - Pro/ENGINEER. The diagram below details the source and three (3) potential workflows derived therein.
![]() Moreover, we have the expertise to consume this data and create an accurate Detailed Tire Model of which is the basis for creation of the reduced order tire model and enables the realization of System Level Virtual Testing.The virtual tire tests take the following form:Where the following definitions apply: (1x and 2x TRA Radial Load, Tire and Rim Association) For metallic belts, the angle can be determined with a voltmeter.At Dassault Systèmes, we have the expertise to manage this aspect of the project and subsequently train this technique to anyone interested. Additionally, they will 1) measure the ShoreA Durometer for each compound and 2) the details of the reinforcements, including diameter, spacing and angle. The workflow is as follows:Essentially, the external test lab will capture the profile of the tire via a CSA (Cut Section Analysis). Therefore, if requested, the Tire OE should be able to supply virtual test results for calibration.For this article, we will focus on the Tire Reverse Engineering workflow as the source of the Detailed Tire Model. Again, we will focus on Workflow-1, which is System Level Virtual Testing.For both sources (Reverse Tire Engineering or Tire OE), Tire modeling in Abaqus has matured to the point that physical testing is not required to calibrate the reduced order model. With Abaqus, this behavior can be easily captured via the use of a 3-Dimensional friction surface. Now, for these types of tests, the build-up of force will saturate and then decay based on the interface flash temperature that arises from frictional heat dissipation. We must remember the primary goal of the virtual test is to accurately replicate the physical test. We will create a separate blog for this topic.The first virtual test is Slip Angle. Cleat → Cleat Test, to be done in either Abaqus Standard or Abaqus Explicit. SR → Slip Ratio (with our without IA, Inclination Angle) Download ibooks for macFor this example we will be showing the path to the TM-Easy model in Simpack. An example response of this test is as follows:Once all the required virtual test results are generated, we can move on to the calibration. Once complete, each unique road-tread interface has its own 3-Dimensional friction model much like a fingerprint for road surface (fractal length scales represented) – tread compound (stiffness and viscoelasticity) interaction. Essentially, one would carry-out a simple block-test at varying velocities and normal pressures to calibrate this frictional model. Since we are talking about the steady state response, the flash temperature can be captured in the slipVelocity parameter via a calibration of slip velocity to surface temperature. Where, slipVelocity is the relative slip velocity at the tread-road interface and P is the normal contact stress. This affords the Vehicle Engineer the opportunity to the exercise the vehicle in any course excursion they see fit, with the end-goal of assess the Ride and Handling and Durability of the vehicle. CTORS → Torsional Stiffness of the form:The next step is to use this calibrated TM-Easy tire model in Simpack MBS. CVERT_1 and CVERT_2 → Vertical stiffness both 1xTRA and 2xTRA radial load, respectively CLAT_1 and CLAT_2 → Lateral stiffness both 1xTRA and 2xTRA radial load, respectively CLONG_1 and CLONG_2 → Longitudinal stiffness both 1xTRA and 2xTRA radial load, respectively
0 Comments
Leave a Reply. |
Details
AuthorJackie ArchivesCategories |