Design method of low-rolling-resistance and impact-resistant tire

Abstract

The invention provides a low-rolling-resistance and impact-resistant tire design method, and relates to the technical field of tire design, and the method comprises the following steps: acquiring sidewall impact stress data, rolling resistance performance data and historical impact working condition data of a target optimization tire; carrying out area division on the sidewall of the target optimization tire, determining an impact bump risk area, a tire shoulder area and a padding steel belt lower sidewall area, and establishing a sidewall reference thickness matrix of each area; based on the sidewall impact stress data, the rolling resistance performance data and the impact working condition characteristics, determining a thickness adjustment coefficient of each area, and generating a sidewall optimized thickness matrix; and generating a sidewall thickening scheme based on the sidewall optimized thickness matrix. The thickness of the tire side at the bump position is increased, the thickness of the tire shoulder position and the thickness of the lower tire side area cushioned with the steel belt are kept unchanged, the differential design strategy avoids the problem of rolling resistance increase caused by traditional thickening of the whole tire side, and the low rolling resistance performance of the tire is effectively maintained.

Description

Technical Field

[0001] The invention belongs to the technical field of tire design, and in particular relates to a method for designing a low rolling resistance and impact-resistant tire. Background Art

[0002] With the development of the automotive industry and the increasing complexity of road conditions, tire impact resistance and low rolling resistance have become core indicators for measuring tire overall quality. Impact resistance is directly related to the tire's ability to resist impact damage when driving on complex road surfaces (such as potholes and gravel sections), and is key to ensuring driving safety and tire life. Low rolling resistance directly affects the vehicle's fuel economy or the range of electric vehicles by reducing energy loss during tire rolling, and is an important technical direction for achieving green energy conservation goals. In order to improve impact resistance, traditional tire sidewall designs usually adopt the method of thickening the entire sidewall position. Although this design can achieve higher impact resistance, it will cause the tire's rolling resistance to increase significantly, and it is impossible to achieve an effective balance between impact resistance and low rolling resistance. The core problem is that the traditional design does not conduct differentiated analysis of the actual force risks and performance requirements of different areas of the sidewall. It adopts a "one-size-fits-all" full-area thickening strategy, which not only wastes materials, but also sacrifices the tire's performance in terms of rolling resistance, making it difficult to meet the modern vehicle's demand for high-efficiency and low-energy tires. Summary of the Invention

[0003] The present invention provides a method for designing a low rolling resistance and impact-resistant tire to solve at least one of the above-mentioned technical problems.

[0004] To solve the above technical problems, the present invention discloses a method for designing a low rolling resistance and impact-resistant tire, comprising the following steps: S1. Obtaining sidewall impact force data, rolling resistance performance data, and historical impact condition data of the target optimized tire; S2. Divide the sidewall of the target optimized tire into regions, determine the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt, and establish a sidewall reference thickness matrix for each region; S3. Determine the thickness adjustment coefficient for each region based on the sidewall impact force data, rolling resistance performance data, and impact working condition characteristics, and generate a sidewall optimized thickness matrix; S4. Generate a sidewall thickening solution based on the sidewall optimized thickness matrix.

[0005] Preferably, in step S1: The sidewall impact force data includes historical impact position distribution, impact force peak value and impact area; The rolling resistance performance data includes rolling resistance coefficient test values ​​under different sidewall thicknesses; The historical impact condition data includes the proportion of mileage on high-frequency impact roads.

[0006] Preferably, in step S2: The sidewall surface profile is obtained through 3D laser scanning, and combined with thermal imaging data of historical impact damage locations, the top 20% of the sidewall impact frequency areas are marked as impact bulge risk areas. The outer end area where the sidewall and tread transition is the shoulder area; The inner area where the tire cord layer contacts the sidewall rubber is the sidewall area under the steel belt.

[0007] Preferably, the sidewall of the target optimized tire is divided into regions to determine the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt, and a sidewall reference thickness matrix for each area is established, including: S21. Collect sidewall thickness data from at least 10 production batches of target optimized tires. Randomly select ≥50 tires from each batch and use an ultrasonic thickness gauge to measure the thickness of each area to form the original data set. , where i=1 corresponds to the impact bulge risk area, i=2 corresponds to the tire shoulder area, and i=3 corresponds to the sidewall area under the steel belt; S22. Remove outliers from the thickness data of each region using robust statistical methods and calculate the baseline thickness: ; S23. Construct a sidewall reference thickness matrix.

[0008] Preferably, the sidewall reference thickness matrix ;in, 、 and They are the baseline thicknesses of the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt.

[0009] Preferably, the sidewall impact force data includes historical impact force peak distribution ,in The i-th impact peak force corresponding to the impact bulge risk area; The rolling resistance performance data is obtained through orthogonal experiments to establish a mapping relationship between the rolling resistance coefficient and the sidewall thickness. ,in is the thickness of the impact bulge risk area, is the thickness of the shoulder area, It is the thickness of the sidewall area under the steel belt.

[0010] Preferably, based on the sidewall impact force data, rolling resistance performance data and impact working condition characteristics, the thickness adjustment coefficient of each area is determined, including: S31, establishing an impact-rolling resistance balance model; S32. Solve the optimal solution through nonlinear programming algorithm to obtain the thickness adjustment amount of the impact bulge risk area ,in To optimize the thickness of the risk area of ​​bulge after impact, the adjustment amount of the shoulder and the area under the steel belt is ; S33. Calculate the thickness adjustment coefficients for the impact bulge risk area, the tire shoulder area, and the sidewall area under the steel belt: >1, = =1; where 、 and They are the thickness adjustment coefficients for the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt.

[0011] Preferably, the impact-rolling resistance balance model is is the objective function, and the constraints are ,in, is the impact weight coefficient, which is positively correlated with the peak impact force.

[0012] Preferably, the sidewall optimizes the thickness matrix: ;in, Optimized thickness matrix for sidewalls.

[0013] Preferably, based on the sidewall optimized thickness matrix, a sidewall thickening solution is generated: ;in Thicken the sidewall.

[0014] Compared with the prior art, the present invention has the following beneficial effects: The present invention achieves a refined design of the sidewall structure by acquiring multi-dimensional data of the target optimized tire and dividing it into regions. Specifically, the thickness of the sidewall is increased only at the impact bulge position, while the thickness of the shoulder position and the sidewall area under the steel belt remains unchanged. This differentiated design strategy avoids the problem of increased rolling resistance caused by traditional full sidewall thickening. While improving the sidewall support and impact performance, it ensures that the thickness of the shoulder part does not increase, effectively maintaining the low rolling resistance performance of the tire. Through regionalized thickness adjustment, the impact resistance of the tire in high-risk impact areas is accurately improved, and the negative impact on the performance of other areas is avoided, thereby achieving a balanced optimization of impact resistance and low rolling resistance performance, and improving the tire's adaptability to complex working conditions and comprehensive performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings: Figure 1 Schematic diagram of the design method of a low rolling resistance and impact-resistant tire according to the present invention. DETAILED DESCRIPTION

[0016] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0017] In addition, in the present invention, descriptions such as "first" and "second" are only used for descriptive purposes, and do not specifically refer to the order or sequence, nor are they used to limit the present invention. They are only used to distinguish components or operations described with the same technical terms, and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions and technical features between the various embodiments can be combined with each other, but this must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0018] The present invention provides the following embodiments Example 1 The embodiment of the present invention provides a method for designing a tire with low rolling resistance and impact resistance, such as Figure 1 As shown, the following steps are included: S1. Obtaining sidewall impact force data, rolling resistance performance data, and historical impact condition data of the target optimized tire; S2. Divide the sidewall of the target optimized tire into regions, determine the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt, and establish a sidewall reference thickness matrix for each region; S3. Determine the thickness adjustment coefficient for each region based on the sidewall impact force data, rolling resistance performance data, and impact working condition characteristics, and generate a sidewall optimized thickness matrix; S4. Generate a sidewall thickening solution based on the sidewall optimized thickness matrix.

[0019] The working principle and beneficial effects of the above technical solution are as follows: first, the sidewall impact force data, rolling resistance performance data, and historical impact operating condition data of the target optimized tire are obtained; then, the sidewall is divided into regions to determine the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt pad; then, based on various data and operating condition characteristics, the thickness adjustment coefficient of each region is determined and an optimized sidewall thickness matrix is ​​generated; finally, a sidewall thickening plan is generated based on this matrix; This invention provides a comprehensive basis for tire design through multi-dimensional data collection. Regional division enables refined analysis of the sidewall structure. The generation of thickness adjustment coefficients and an optimization matrix ensures the scientific nature of sidewall thickness design. Generating a thickening solution based on the optimization matrix can improve the performance of specific tire areas. The overall process forms a complete design chain from data acquisition to solution generation, providing a systematic and feasible method for the design of low rolling resistance and impact-resistant tires. The present invention achieves a refined design of the sidewall structure by acquiring multi-dimensional data of the target optimized tire and dividing it into regions. Specifically, the thickness of the sidewall is increased only at the impact bulge position, while the thickness of the shoulder position and the sidewall area under the steel belt remains unchanged. This differentiated design strategy avoids the problem of increased rolling resistance caused by traditional full sidewall thickening. While improving the sidewall support and impact performance, it ensures that the thickness of the shoulder part does not increase, effectively maintaining the low rolling resistance performance of the tire. Through regionalized thickness adjustment, the impact resistance of the tire in high-risk impact areas is accurately improved, and the negative impact on the performance of other areas is avoided, thereby achieving a balanced optimization of impact resistance and low rolling resistance performance, and improving the tire's adaptability to complex working conditions and comprehensive performance.

[0020] Example 2 On the basis of Example 1, in step S1: The sidewall impact force data includes historical impact position distribution, impact force peak value and impact area; The rolling resistance performance data includes rolling resistance coefficient test values ​​under different sidewall thicknesses; The historical impact condition data includes the proportion of mileage on high-frequency impact roads.

[0021] The working principle and beneficial effects of the above technical solution are as follows: In step S1, specific sidewall impact force data is clearly defined, including historical impact location distribution, impact force peak value, and impact area. Rolling resistance performance data includes rolling resistance coefficient test values ​​for different sidewall thicknesses. Historical impact condition data includes the percentage of mileage on high-frequency impact roads. By acquiring and analyzing these specific data, more targeted input information is provided for subsequent tire design. The present invention accurately defines the data type and content, making data collection more purposeful and effective. The historical impact position distribution and force peak data can accurately locate high-risk impact areas. The rolling resistance coefficient test value provides a quantitative basis for rolling resistance performance analysis. The proportion of mileage on high-frequency impact roads helps to determine the frequency of impact conditions in actual tire use. The combination of various types of data can more comprehensively reflect the force and performance of the tire in actual use, provide solid data support for optimized design, and improve the matching degree between tire design and actual use needs.

[0022] Example 3 On the basis of Example 1, in step S2: The sidewall surface profile is obtained through 3D laser scanning, and combined with thermal imaging data of historical impact damage locations, the top 20% of the sidewall impact frequency areas are marked as impact bulge risk areas. The outer end area where the sidewall and tread transition is the shoulder area; The inner area where the tire cord layer contacts the sidewall rubber is the sidewall area under the steel belt.

[0023] The working principle and beneficial effects of the above technical solution are as follows: In step S2, 3D laser scanning is used to obtain the sidewall surface profile. Combined with thermal imaging data of historical impact damage locations, the top 20% of the sidewall impact frequency areas are marked as the impact bulge risk areas. At the same time, the shoulder area is clearly defined as the outer end area of ​​the transition between the sidewall and the tread, and the sidewall area under the steel belt is defined as the inner area where the tire cord layer contacts the sidewall rubber compound, thus completing the area division of the sidewall. The present invention adopts advanced three-dimensional laser scanning and thermal imaging technology to achieve precise positioning of the impact bulge risk area, improve the scientificity and accuracy of regional division, clarify the definition of the shoulder area and the sidewall area under the steel belt, and provide a clear boundary basis for the subsequent thickness analysis and design of each area. This data and technology-based regional division method avoids the blindness of traditional subjective division, enables tire design to be differentiated and optimized according to the actual needs of different areas, and lays the foundation for improving the overall performance of the tire.

[0024] Example 4 Based on Example 1, the sidewall of the target optimized tire is divided into regions to determine the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt. A sidewall reference thickness matrix for each region is established, including: S21. Collect sidewall thickness data from at least 10 production batches of target optimized tires. Randomly select ≥50 tires from each batch and use an ultrasonic thickness gauge to measure the thickness of each area to form the original data set. , where i=1 corresponds to the impact bulge risk area, i=2 corresponds to the tire shoulder area, and i=3 corresponds to the sidewall area under the steel belt; S22. Remove outliers from the thickness data of each region using robust statistical methods and calculate the baseline thickness: ; S23, constructing a sidewall reference thickness matrix; Sidewall reference thickness matrix ;in, 、 and They are the baseline thicknesses of the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt.

[0025] The working principle and beneficial effects of the above technical solution are as follows: When establishing the sidewall benchmark thickness matrix, sidewall thickness data from at least 10 production batches of the target optimized tires are first collected. ≥50 tires from each batch are randomly selected, and the thickness of each area is measured using an ultrasonic thickness gauge to form an original data set. Robust statistical methods are then used to remove outliers from the thickness data of each area and calculate the benchmark thickness. Finally, the sidewall benchmark thickness matrix is ​​constructed. The large-scale production batches and sample quantities of the present invention ensure the adequacy and representativeness of the data. The use of an ultrasonic thickness gauge ensures the accuracy of thickness measurement. The robust statistical method can effectively remove outliers in the data, so that the calculated benchmark thickness can better reflect the actual thickness level of each area. The constructed sidewall benchmark thickness matrix provides a reliable benchmark reference for subsequent thickness optimization. This benchmark thickness determination method based on a large amount of data and scientific statistical methods improves the reliability and stability of tire design and helps to ensure the consistency and stability of tire quality.

[0026] Example 5 Based on Example 1, the sidewall impact force data includes the historical impact force peak distribution ,in The i-th impact peak force corresponding to the impact bulge risk area; The rolling resistance performance data is obtained through orthogonal experiments to establish a mapping relationship between the rolling resistance coefficient and the sidewall thickness. ,in is the thickness of the impact bulge risk area, is the thickness of the shoulder area, The thickness of the sidewall area under the steel belt; Based on the sidewall impact force data, rolling resistance performance data, and impact operating condition characteristics, the thickness adjustment coefficient for each area is determined, including: S31, establishing an impact-rolling resistance balance model; S32. Solve the optimal solution through nonlinear programming algorithm to obtain the thickness adjustment amount of the impact bulge risk area ,in To optimize the thickness of the risk area of ​​bulge after impact, the adjustment amount of the shoulder and the area under the steel belt is ; S33. Calculate the thickness adjustment coefficients for the impact bulge risk area, the tire shoulder area, and the sidewall area under the steel belt: >1, = =1; where 、 and They are the thickness adjustment coefficients for the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt; The impact-rolling resistance balance model is based on is the objective function, and the constraints are ,in, is the impact weight coefficient, which is positively correlated with the peak impact force; Sidewall optimized thickness matrix: ;in, Optimized thickness matrix for sidewalls; Based on the sidewall optimized thickness matrix, a sidewall thickening solution is generated: ;in Thicken the sidewall.

[0027] The working principle and beneficial effects of the above technical solution are as follows: When determining the thickness adjustment coefficient, an impact-rolling resistance balance model is first established, with maximizing impact performance improvement as the objective function and a rolling resistance coefficient increase of ≤5% as the constraint. Then, a nonlinear programming algorithm is used to find the optimal solution, obtaining the thickness adjustment amount for the impact bulge risk area. The adjustment amount for the shoulder and the area under the inserted steel belt is zero. Finally, the thickness adjustment coefficients for each area are calculated and an optimized sidewall thickness matrix is ​​generated. Based on this matrix, a sidewall thickening plan is generated. The impact-rolling resistance balance model of the present invention achieves a quantitative balance between impact performance and rolling resistance performance through a mathematical optimization method. The setting of the objective function and constraint conditions ensures that the design controls the increase in rolling resistance while improving impact resistance. The application of the nonlinear programming algorithm improves the efficiency and accuracy of solving the optimal solution. The calculation of the thickness adjustment coefficient clarifies the direction and amplitude of the thickness adjustment in each area. The sidewall optimization thickness matrix clearly presents the optimization results in matrix form. The sidewall thickening scheme generated based on this achieves targeted thickening of the impact bulge risk area, avoiding the rolling resistance degradation caused by full sidewall thickening. At the same time, combined with the selection of material parameters, such as the use of high-toughness rubber in the impact bulge risk area and low hysteresis loss rubber in the shoulder area, the impact resistance and low rolling resistance performance of the tire are further improved. The entire process is driven by data and optimized by algorithms, which realizes the refinement and scientificization of tire design and improves the comprehensive performance and market competitiveness of the tire.

[0028] Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. A method for designing a low rolling resistance and impact-resistant tire, characterized by: The following steps are involved: S1. Obtaining sidewall impact force data, rolling resistance performance data, and historical impact condition data of the target optimized tire; S2. Divide the sidewall of the target optimized tire into regions, determine the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt, and establish a sidewall reference thickness matrix for each region; S3. Determine the thickness adjustment coefficient for each region based on the sidewall impact force data, rolling resistance performance data, and impact working condition characteristics, and generate a sidewall optimized thickness matrix; S4. Generate a sidewall thickening solution based on the sidewall optimized thickness matrix.

2. The method for designing a low rolling resistance and impact-resistant tire according to claim 1, wherein: In step S1: The sidewall impact force data includes historical impact position distribution, impact force peak value and impact area; The rolling resistance performance data includes rolling resistance coefficient test values ​​under different sidewall thicknesses; The historical impact condition data includes the proportion of mileage on high-frequency impact roads.

3. The method for designing a low rolling resistance and impact-resistant tire according to claim 1, wherein: In step S2: The sidewall surface profile is obtained through 3D laser scanning, and combined with thermal imaging data of historical impact damage locations, the top 20% of the sidewall impact frequency areas are marked as impact bulge risk areas. The outer end area where the sidewall and tread transition is the shoulder area; The inner area where the tire cord layer contacts the sidewall rubber is the sidewall area under the steel belt.

4. The method for designing a low rolling resistance and impact-resistant tire according to claim 1, wherein: The sidewall of the target optimized tire is divided into regions to determine the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt. A sidewall benchmark thickness matrix is ​​established for each area, including: S21. Collect sidewall thickness data from at least 10 production batches of target optimized tires. Randomly select ≥50 tires from each batch and use an ultrasonic thickness gauge to measure the thickness of each area to form the original data set. , where i=1 corresponds to the impact bulge risk area, i=2 corresponds to the tire shoulder area, and i=3 corresponds to the sidewall area under the steel belt; S22. Remove outliers from the thickness data of each region using robust statistical methods and calculate the baseline thickness: ； S23. Construct a sidewall reference thickness matrix.

5. The method for designing a low rolling resistance and impact-resistant tire according to claim 4, characterized in that: Sidewall reference thickness matrix ;in, 、 and They are the baseline thicknesses of the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt.

6. The method for designing a low rolling resistance and impact-resistant tire according to claim 1, wherein: The sidewall impact force data includes historical impact force peak distribution ,in The peak force of the i-th impact corresponding to the impact bulge risk area; The rolling resistance performance data is obtained through orthogonal experiments to establish a mapping relationship between the rolling resistance coefficient and the sidewall thickness. ,in is the thickness of the impact bulge risk area, is the thickness of the shoulder area, It is the thickness of the sidewall area under the steel belt.

7. The method for designing a low rolling resistance and impact-resistant tire according to claim 6, wherein: Based on the sidewall impact force data, rolling resistance performance data, and impact operating condition characteristics, the thickness adjustment coefficient for each area is determined, including: S31, establishing an impact-rolling resistance balance model; S32. Solve the optimal solution through nonlinear programming algorithm to obtain the thickness adjustment amount of the impact bulge risk area ,in To optimize the thickness of the risk area of ​​bulge after impact, the adjustment amount of the shoulder and the area under the steel belt is ; S33. Calculate the thickness adjustment coefficients for the impact bulge risk area, the tire shoulder area, and the sidewall area under the steel belt: >1, = =1; where 、 and They are the thickness adjustment coefficients for the impact bulge risk area, the shoulder area, and the sidewall area under the steel belt.

8. The method for designing a low rolling resistance and impact-resistant tire according to claim 7, wherein: The impact-rolling resistance balance model is based on is the objective function, and the constraints are ,in, is the impact weight coefficient, which is positively correlated with the peak impact force.

9. The method for designing a low rolling resistance and impact-resistant tire according to claim 7, wherein: Sidewall optimized thickness matrix: ;in, Optimized thickness matrix for sidewalls.

10. The method for designing a low rolling resistance and impact-resistant tire according to claim 9, wherein: Based on the sidewall optimized thickness matrix, a sidewall thickening solution is generated: ;in Thicken the sidewall.

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