本文之研究目的主要在於先進複材輪胎的動態滾動行為及行經路面凸角之力學響應研究，進而探討花紋對輪胎排水性現象的影響。輪胎的結構相當複雜，將輪胎結構中之複材補強層，使用古典基層板理論依據其各部分材料與角度上組成的差異，轉換成工程常數，計算出其材料性質。由於輪胎表面花紋以及胎體部份，屬於純橡膠材料，而純橡膠材料屬於大變形之非線性彈性材料，利用Mooney-Rivlin模型去描述。透過前處理建構出輪胎複雜的結構以及胎紋，使用商用有限元素軟體LS-DYNA模擬計算輪胎在乾燥路面上的滾動行為與路經凸角後輪胎所受之力學響應，並與Bridgestone公司作者Y. Nakajima等人2000年所發表之文章為參考指標，並比較其所使用的有限元素軟體Dytran，觀察輪胎所受之正向接觸反力曲線，其結果與LS-DYNA模擬之輪胎正向受力行為，能夠有相當一致的結果。除此之外，使用四種不同車速，分別為30、60、90、120km/hr使輪胎於乾燥平坦路面上滾動，觀察速度大小不同對輪胎結構與花紋的受力分佈的影響，進而與M H R Ghoreishy等人於2006年所發表之文章比較胎面花紋所受之最大接觸壓力位置，結果也能相當吻合。
由於輪胎所受到外在之動靜態的負載相當多，經過輪胎滾動的數值驗證後，本文選擇路面凸角(Bump)與積水路面(Water film)做更深入之探討，模擬四種花紋之輪胎，分別為MA-Z1、V型胎紋、光頭胎紋以及直排胎紋，完成充氣與滾動行為後，與路面凸角接觸，觀察輪胎速度與凸角接觸作用後，輪胎表面花紋與接觸反力的數值反應。
運用四種花紋之輪胎，與路面積水接觸，應用EULER與ALE法，模擬輪胎在經過積水路面時，計算其複雜的流固耦合(FSI, Fluid Structure Interaction)現象。模擬後的結果可得知花紋對水漂速度(Hydroplaning Velocity)的影響，並與橫濱(YOKOHAMA)輪胎公司之數據，趨勢都能有相當一致的結果。藉由有限元素軟體的模擬，藉此能提供可靠的數據去判斷輪胎的力學行為，且能透過本文之模擬成果能有效減少工程人員所花的實驗與時間成本，為本文主要之研究目的。

The purpose of this work is to study the rolling contact response of inflated pneumatic radial tires with a quarter vertical car weight loaded initially. Tires were designed to roll over a specific 9 mm height bump obstacle on a dry roadway at a prescribed incident speed. The dynamic interactive response between the road bump and tire are examined numerically. Tire structure contains the rubber tread and reinforcing composite layers (i.e., the inner layer, carcass, steel belt, bead filler and bead wires). The Mooney-Rivlin constitute law was adopted to describe the large deformation and non-linear behavior of rubber material. The classical laminated theory was used to model the mechanical response for the reinforcing composite layers. In the present study, the 235/45/R17 radial tires with four tread patterns, i.e. the smooth pattern, V-shape grove pattern, longitudinal grove pattern, and the MAXXIS VICTRA MA-Z1 sport tire pattern, were chosen to study the dynamic contact rolling response when tires roll over the bump obstacle on a dry pavement. Finite Element Commercial Codes – LS-DYNA and Dytran were used to simulate the smooth pattern tire’s rolling response on a flat dry roadway explicitly in order to compare the transient solutions obtained from both FEM commercial codes. It reveals that both LS-DYNA and Dytran simulated normal contact forces for the tire with blank tread pattern rolling on a dry roadway were found to be very close to each other. In addition, the MA-Z1’s contact lateral force, which is an indication of the stability for rolling tires, were also calculated using LS-DYNA code and the results resemble closely with those reported by Ghoreishy (2006). Current LS-DYNA tire models for four tread patterns mentioned above were then used to simulate the complete process of the tire rolling over a prescribed bump obstacle. It is noted that tires were numerically inflated to 240 kPa and loaded with a quarter car weight initially, and the tires were then accelerated from rest on a dry-flat pavement up to velocities of 30, 60, 90 and 120 km/hr. The tires were then in contact with a prescribed 9 mm height road bump. In addition, we also concern with hydroplaning problem. The hydroplaning phenomenon was simulated by EULER and ALE formulations, and the transient relationship of the Fluid-Structure Interaction (FSI) for prescribed tread patterns was computed by LS-DYNA explicit solver. The numerical results correspond well to the paper data edited by Toshihiko Okano and Masataka Koishi. The simulated tire deformation pattern, local Von-Mises stress, the lateral contact force and the normal contact force of the above mentioned tires with four tread patterns rolling over bump and water film were obtained and reported. Detailed simulated results were also reported.

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