Influence of Tire-Enveloping Model Complexity on High-Frequency Simulations

Abstract

Race tires are subject to high speeds and high vertical loads during cornering. They are also subject to extreme stress when they are driven over high-frequency and low-amplitude curbs, often leading to tire failures. Research and development by D. C. Davis and P. W. A. Zegelaar has shown that when the tire moves over high-frequency, low-amplitude, and short-wavelength obstacles, it exhibits obstacle-enveloping properties. Tire response over such obstacles includes vertical force variation, longitudinal force variation, and rotational speed variation. Additionally, such road inputs excite tire belt dynamics that include high-frequency modes. Therefore, a single-contact-point model is no longer sufficient to predict tire response over such obstacles. To better capture the tire obstacle-enveloping behavior, advanced contact patch models such as the tandem-cam model by P. W. A. Zegelaar, the radial–interradial spring model by J. M. Badalmenti and G. R. Davis Jr., and the flexible ring model by S. Gong have been developed. To capture high-frequency tire belt dynamics, the rigid-ring model has been developed by P. W. A. Zegelaar. Previous work combines the rigid-ring model with the tandem-cam model to capture obstacle-enveloping behavior and tire belt dynamics up to 60–100 Hz. This paper presents a comparative study of different tire–road contact models to simulate high-frequency curbs typically found at racetracks. The curb profile of the Singes corner at the Paul Ricard racetrack is chosen for simulations as it is known to be extremely demanding on the tires, often causing failures. An advanced four-wheel model is used to simulate a race car at high speeds. Metrics to quantify the tire response over these high-frequency curbs are created and an investigation is conducted to quantify the influence of tire model complexity on the metrics.