Simulation evaluation method and system for patterns and rolling resistance of rubber engineering tire

Abstract

The invention relates to the technical field of tire processing, in particular to a pattern and rolling resistance simulation evaluation method and system for a rubber engineering tire. The method comprises the following steps: acquiring tire pattern parameters; building a finite element model of tire-road surface contact according to the tire pattern parameters; according to the finite element model, determining deformation distribution, longitudinal tensile strain, grounding pressure distribution and pavement contact rigidity of the tire in the rolling process; and determining a rolling resistance evaluation value according to the deformation distribution, the longitudinal tensile strain, the grounding pressure distribution and the pavement contact rigidity. And rapid parameterization iteration is supported, and modeling errors caused by non-uniform geometric feature description are avoided. And the simulation accuracy and repeatability are ensured. The influence of the pattern structure on the rolling process is reflected, and a foundation is laid for a rolling resistance evaluation value. Quantitative evaluation of the tire rolling resistance is realized, data-driven design optimization is supported, and the simulation efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of tire processing technology, and in particular to a method and system for simulating and evaluating the tread pattern and rolling resistance of rubber engineering tires. Background Technology

[0002] As the only component of a vehicle in contact with the road surface, the tire's tread pattern has a significant impact on overall vehicle performance. Tire tread patterns not only affect handling, braking, and comfort, but also directly influence rolling resistance, thus affecting fuel economy and the driving range of electric vehicles. With increasingly stringent global requirements for energy conservation and emission reduction, and the rapid development of new energy vehicles, the demand for low rolling resistance tires is becoming increasingly urgent.

[0003] However, current tire tread design and its impact on rolling resistance assessment still heavily rely on physical prototype manufacturing and bench testing. With the development of computer-aided engineering (CAE) technology, finite element analysis (FEA) has been gradually introduced into tire design to simulate tire-road contact behavior. However, existing simulation methods mostly focus on the impact analysis of a single tread pattern type, resulting in the design process still being mainly based on iterative physical testing, which is inefficient and costly, limiting the development of high-performance tires. Summary of the Invention

[0004] This application provides a simulation evaluation method and system for the tread pattern and rolling resistance of rubber engineering tires to solve the above-mentioned problems.

[0005] In a first aspect, this application provides a simulation evaluation method for the tread pattern and rolling resistance of rubber engineering tires, the method comprising:

[0006] Obtain tire tread parameters;

[0007] Based on the tire tread parameters, a finite element model of tire-road contact is constructed;

[0008] Based on the finite element model, the deformation distribution, longitudinal tensile strain, ground pressure distribution, and road contact stiffness of the tire during the rolling process are determined.

[0009] The rolling resistance rating is determined based on the deformation distribution, the longitudinal tensile strain, the ground pressure distribution, and the road surface contact stiffness.

[0010] This solution obtains tire tread parameters, ensuring design consistency, supporting rapid parametric iteration, and avoiding modeling errors caused by inconsistent geometric feature descriptions, thus providing an accurate starting point for efficient simulation. Based on the tire tread parameters, a finite element model of the tire-road contact is constructed to ensure the accuracy and repeatability of the simulation. Using the finite element model, the deformation distribution, longitudinal tensile strain, ground pressure distribution, and road contact stiffness of the tire during rolling are determined, reflecting the influence of the tread structure on the rolling process and laying the foundation for rolling resistance evaluation. Based on the deformation distribution, longitudinal tensile strain, ground pressure distribution, and road contact stiffness, the rolling resistance evaluation value is determined, achieving a quantitative assessment of tire rolling resistance, supporting data-driven design optimization, and improving simulation efficiency.

[0011] Optionally, obtaining the tire tread parameters includes:

[0012] Obtain the parameters of the vertical and horizontal pattern blocks;

[0013] The parameters of the longitudinal pattern blocks include the orientation, shape, number of distributions, and geometric dimensions of the longitudinal pattern blocks;

[0014] The parameters of the transverse pattern block include the orientation, shape, distribution area, and geometric dimensions of the transverse pattern block;

[0015] The longitudinal groove width and depth are determined based on the orientation, shape, number, and geometric dimensions of the longitudinal patterned blocks.

[0016] The width and depth of the transverse groove are determined based on the direction, shape, distribution area and geometric dimensions of the transverse pattern block parameters.

[0017] The longitudinal tread block parameters, the lateral tread block parameters, the lateral groove width, the lateral groove depth, the longitudinal groove width, and the longitudinal groove depth are used as tire tread parameters.

[0018] This scheme obtains parameters for both longitudinal and transverse patterned blocks, ensuring that the key design attributes of the longitudinal patterned blocks are accurately and unambiguously extracted as the basic input for determining groove attributes and conducting simulations. Similarly, it ensures that the key design attributes of the transverse patterned blocks are accurately and unambiguously extracted as another basic input for determining groove attributes and conducting simulations. Based on the orientation, shape, distribution quantity, and geometric dimensions of the longitudinal patterned blocks, the longitudinal groove width and depth are determined. The solid patterned parameters are then converted into complementary groove space parameters to jointly describe the negative space characteristics of the longitudinal patterned element. Similarly, based on the orientation, shape, distribution area, and geometric dimensions of the transverse patterned block parameters, the transverse groove width and depth are determined. The solid patterned parameters are then converted into complementary groove space parameters to jointly describe the negative space characteristics of the transverse patterned element. By using longitudinal tread block parameters, lateral tread block parameters, lateral groove width, lateral groove depth, longitudinal groove width, and longitudinal groove depth as tire tread parameters, the simulation analysis is based on a dataset that comprehensively describes the geometric features of the tread pattern, and supports quantitative evaluation of the comprehensive interactive effects of longitudinal and lateral tread blocks and their grooves.

[0019] Optionally, constructing a finite element model of tire-road contact based on the tire tread parameters includes:

[0020] Based on the longitudinal tread block parameters and the transverse tread block parameters, longitudinal grooves with "track" morphological characteristics and transverse tread blocks with "fence" morphological characteristics are generated in the tire tread model, respectively.

[0021] Establish a hyperelastic constitutive model for rubber materials;

[0022] Define the contact properties between the tire and the rigid road surface;

[0023] Apply loads and boundary conditions that represent the tire's operating state.

[0024] This scheme generates longitudinal grooves with "track" morphology and transverse tread blocks with "fence" morphology in the tire tread model based on the parameters of the longitudinal and transverse tread blocks, achieving unified parametric integrated modeling of the longitudinal and transverse tread blocks and solving the problem of lacking a unified description of geometric features. A hyperelastic constitutive model of the rubber material is set to avoid errors caused by material simplification. The contact properties between the tire and the rigid road surface are defined, quantifying the frictional behavior between the tread rubber and the road surface. Loads and boundary conditions representing the tire's operating state are applied, giving the static geometric model a dynamic working environment, enabling it to simulate the mechanical response of the tire under real-world usage conditions.

[0025] Optionally, determining the deformation distribution of the tire during rolling based on the finite element model includes:

[0026] Run the finite element model to simulate the rolling motion of the tire on the rigid road surface;

[0027] The simulation results of the finite element model are obtained and analyzed to determine the radial deformation field of the tread rubber.

[0028] Based on the radial deformation field, a deformation decreasing gradient model is extracted from the center region of the tread to the edge regions of the two sides of the tire shoulder.

[0029] Based on the deformation decreasing gradient model, the deformation distribution of the tire during the rolling process is determined.

[0030] This approach uses a finite element model to simulate tire rolling on a rigid road surface, ensuring that the deformation analysis is based on a stable and physically plausible rolling state. The simulation results are acquired and analyzed to determine the radial deformation field of the tread rubber, visually displaying the magnitude and pattern of deformation in different tread regions. This provides a data foundation for identifying deformation trends, shifting the deformation analysis from qualitative to quantitative. Based on the radial deformation field, a deformation reduction gradient model is extracted from the center of the tread towards the shoulder edges, summarizing discrete deformation data into a predictable and continuous gradient law. Using this deformation reduction gradient model, the deformation distribution of the tire during rolling is determined, achieving a complete and quantitative understanding of the tire's deformation distribution during rolling.

[0031] Optionally, determining the longitudinal tensile strain of the tire during rolling based on the finite element model includes:

[0032] Based on the simulation results, the tensile and compressive strain components of the tread in the tire rolling direction are extracted.

[0033] Based on the distribution area of ​​the transverse patterned blocks and the number of longitudinal patterned blocks, the average longitudinal tensile strain values ​​of the longitudinal patterned block area and the transverse patterned block area are calculated respectively.

[0034] The average longitudinal tensile strain value is determined as the longitudinal tensile strain of the tire during the rolling process.

[0035] This scheme extracts the tensile and compressive strain components of the tread in the rolling direction based on simulation results, quantifies the deformation characteristics of each node in the rolling direction, and reflects the local mechanical response of the tread during rolling. Based on the distribution area of ​​the lateral tread blocks and the number of longitudinal tread blocks, the average longitudinal tensile strain values ​​of the longitudinal and lateral tread block regions are calculated respectively, quantifying the typical longitudinal tensile strain levels experienced by the longitudinal and lateral tread structures during rolling, thus clearly revealing the differences in the contribution of different tread types to the overall strain response. The average longitudinal tensile strain value is determined as the longitudinal tensile strain of the tire during rolling, achieving quantification of the interaction between longitudinal and lateral tread blocks in the strain dimension.

[0036] Optionally, determining the road contact stiffness of the tire during rolling based on the finite element model includes:

[0037] Based on the simulation results, the normal force and normal displacement of each contact node within the grounding imprint under load and boundary conditions are calculated.

[0038] Based on the normal force and the normal displacement, the nodal contact stiffness, representing the local contact hardness, is determined by fitting calculation.

[0039] Integrate the nodal contact stiffness of all grounding nodes and determine the road surface contact stiffness.

[0040] This scheme calculates the normal force and normal displacement of each contact node within the grounding imprint under load and boundary conditions based on simulation results, ensuring that the contact characteristics of each node are accurately captured, thus supporting detailed analysis of the contact state during tire rolling. Based on the normal force and normal displacement, the node contact stiffness, representing local contact hardness, is determined through fitting calculations, ensuring the accuracy and consistency of the stiffness values ​​and revealing the differences in hardness distribution within the contact area. Integrating the node contact stiffness of all grounding nodes, the determined road surface contact stiffness reflects the impact of tire tread design on overall contact performance.

[0041] Optionally, determining the rolling resistance rating based on the deformation distribution, the longitudinal tensile strain, the ground pressure distribution, and the road surface contact stiffness includes:

[0042] Based on the deformation decreasing gradient model, calculate the deformation energy loss caused by the deformation hysteresis of the rubber.

[0043] Obtain rubber material information, analyze the rubber material information, and determine the material loss factor;

[0044] Calculate the material energy loss caused by internal friction of the material based on the average longitudinal tensile strain value and the material loss factor.

[0045] Calculate the frictional energy loss caused by the friction between the tire tread and the road surface based on the ground pressure distribution and the road surface contact stiffness.

[0046] The total energy loss is determined by weighted summation based on the deformation energy loss, the material energy loss, and the friction energy loss, and then converted into a rolling resistance rating value.

[0047] This scheme calculates deformation energy loss due to rubber deformation hysteresis based on a deformation reduction gradient model, reflecting the impact of tire tread structure on deformation-related energy consumption and providing fundamental data for comprehensive evaluation of rolling resistance. It acquires and analyzes rubber material information to determine the material loss factor, ensuring the accuracy and material dependence of energy loss calculations. Based on the average longitudinal tensile strain value and the material loss factor, it calculates material energy loss due to internal friction, reflecting the internal energy consumption of the material caused by longitudinal strain during tire rolling, considering the influence of tread structure on strain distribution. Based on the ground pressure distribution and road contact stiffness, it calculates frictional energy loss due to tread-road friction, effectively capturing the micro-slippage and frictional heating effects caused by uneven contact pressure and changes in contact stiffness, quantifying the contribution of interface interaction to rolling resistance. Based on deformation energy loss, material energy loss, and frictional energy loss, a weighted sum is used to determine the total energy loss, which is then converted into a rolling resistance rating value, meeting the core requirement of outputting a quantitative rolling resistance rating index. This provides the final decision-making basis for evaluating design merits and providing parameter modification suggestions.

[0048] Optionally, the step of calculating the frictional energy loss caused by the friction between the tire tread and the road surface based on the ground pressure distribution and the road surface contact stiffness includes:

[0049] Analyze the grounding pressure distribution to identify pressure-active areas and corresponding pressure peak points;

[0050] Based on the road surface contact stiffness, the microscopic slippage trend between the tire tread and the road surface is determined;

[0051] The frictional energy loss is calculated based on the pressure peak point and the microscopic slippage trend.

[0052] This scheme analyzes the ground pressure distribution, identifies pressure-active areas and corresponding pressure peak points, ensuring that the calculation of frictional energy loss is based on actual pressure distribution hotspots, thus enhancing the realism and accuracy of the simulation. Based on the road surface contact stiffness, the microscopic slippage trend between the tire tread and the road surface is determined, ensuring that the slippage prediction matches the road surface stiffness, thereby improving the reliability of the loss calculation. Based on the pressure peak points and microscopic slippage trends, frictional energy loss is calculated, avoiding interference from low-impact areas, thereby accurately quantifying frictional losses.

[0053] Optionally, after determining the rolling resistance rating, the method further includes:

[0054] Comparative analysis of the rolling resistance ratings calculated under different combinations of longitudinal and transverse pattern block parameters;

[0055] Based on the comparison results, suggestions for modifying the geometric parameters of the longitudinal and lateral pattern blocks are provided to optimize rolling resistance.

[0056] This approach compares and analyzes the rolling resistance ratings calculated under different combinations of longitudinal and lateral tread block parameters, reflecting the impact of variations in the geometric parameters of the longitudinal and lateral tread blocks on rolling resistance and avoiding subjective judgment. Based on the comparison results, suggestions for modifying the geometric parameters of the longitudinal and lateral tread blocks with the optimization goal of reducing rolling resistance are provided, effectively reducing rolling resistance, improving tire fuel economy or driving range, while reducing reliance on physical testing and accelerating product development cycles.

[0057] Secondly, this application provides a simulation evaluation system for the tread pattern and rolling resistance of rubber engineering tires, the system comprising:

[0058] The parameter acquisition module is used to acquire tire tread parameters;

[0059] The model building module is used to build a finite element model of tire-road contact based on the tire tread parameters.

[0060] The rolling analysis module is used to determine the deformation distribution, longitudinal tensile strain, ground pressure distribution and road contact stiffness of the tire during the rolling process based on the finite element model.

[0061] The resistance assessment module is used to determine the rolling resistance assessment value based on the deformation distribution, the longitudinal tensile strain, the ground pressure distribution, and the road surface contact stiffness. Attached Figure Description

[0062] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0063] Figure 1 A flowchart illustrating a simulation evaluation method for the tread pattern and rolling resistance of a rubber engineering tire, provided as an embodiment of this application;

[0064] Figure 2This is a schematic diagram of a simulation evaluation system for the tread pattern and rolling resistance of a rubber engineering tire, provided as an embodiment of this application. Detailed Implementation

[0065] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0066] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article, unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0067] The embodiments of this application will now be described in further detail with reference to the accompanying drawings.

[0068] Current tire tread design and its impact on rolling resistance assessment still heavily rely on physical prototype tire fabrication and bench testing. With the development of computer-aided engineering (CAE) technology, finite element analysis (FEA) has been gradually introduced into tire design to simulate tire-road contact behavior. However, existing simulation methods mostly focus on the impact analysis of a single tread pattern type, resulting in the design process still being mainly based on iterative physical testing, which is inefficient and costly, thus limiting the development of high-performance tires.

[0069] For specific implementation details, please refer to the following examples.

[0070] Figure 1 This is a flowchart illustrating a simulation evaluation method for the tread pattern and rolling resistance of a rubber engineering tire, provided in one embodiment of this application. The method of this embodiment can be applied to the server in the above scenario. For example... Figure 1 As shown, the method includes:

[0071] S101. Obtain tire tread parameters;

[0072] Tire tread parameters can be quantitative data used to describe the geometric features of longitudinal and lateral tread blocks on the tire tread.

[0073] Specifically, tire tread parameters are extracted from the computer-aided design system, including tread direction (the direction of extension of tread grooves or raised stripes), morphology (the macroscopic geometric features of the tread structure, such as continuous long strips, short blocks or strips), distribution quantity (the total number of tread blocks on the tire surface), groove width (the lateral dimension of the tread groove), and groove depth (the vertical dimension of the tread groove).

[0074] S102. Based on the tire tread parameters, construct a finite element model of the tire-road contact.

[0075] Tire-road contact can be the physical interface through which the tire tread interacts with the road surface during the rolling process.

[0076] A finite element model can be a numerical simulation model used to simulate the mechanical behavior of tire-road contact.

[0077] Specifically, the geometry of the tread pattern is generated based on the tire tread parameters (e.g., creating straight wavy lines for longitudinal tread blocks and a fence-like structure for lateral tread blocks); then, material properties (physical characteristics of various tire components such as tread compound, base compound, belt layers, and carcass cords) and contact conditions (pre-defined boundary interaction rules to simulate real tire-road contact behavior, such as tire and rigid road surface) are extracted from the tire tread parameters; finally, a finite element model of tire-road contact is generated based on the geometry, material properties, and contact conditions.

[0078] S103. Based on the finite element model, determine the deformation distribution, longitudinal tensile strain, ground pressure distribution, and road contact stiffness of the tire during the rolling process.

[0079] Deformation distribution can be a spatial description of the shape changes of different areas of the tire tread due to stress during rolling.

[0080] Longitudinal tensile strain can be the amount of elongation or compression that occurs in the tire tread material in the rolling direction of the tire.

[0081] Ground pressure distribution can be the spatial distribution of pressure magnitude over the contact area when a tire contacts the road surface.

[0082] Road surface contact stiffness can be defined as the ability of the tire-road contact interface to resist deformation.

[0083] Specifically, based on the finite element model, rolling simulation calculations are performed to simulate the behavior of the tire during the rolling process. First, the displacement data of each node of the tire (the amount of spatial movement from the initial undeformed position to the new position after being loaded (such as inflation, grounding, rolling)) is calculated through the simulation solver to determine the deformation distribution of the tire during the rolling process. For example, the deformation is larger near the groove area and smaller in the central area, showing a gradient characteristic that decreases from the center to the edge.

[0084] Then, the tensile strain value of the tire material in the rolling direction (the relative deformation degree of the tire tread rubber and other materials being stretched or compressed in the rolling direction) is calculated to determine the longitudinal tensile strain. The increase of the longitudinal tensile strain can improve grip but also increase rolling resistance. Subsequently, the pressure field when the tire contacts the road surface (the spatial distribution cloud map of the normal contact stress (i.e., the stress acting perpendicularly on the contact surface) distributed throughout the entire contact is calculated to generate the ground pressure distribution.

[0085] Then, the stiffness value of the road surface at the contact point (the ability of the road surface (as the object of interaction with the tire) to resist compressive deformation) is calculated to determine the road surface contact stiffness. For example, the higher the road surface contact stiffness value, the harder the road surface or tire carcass structure is.

[0086] S104. Determine the rolling resistance rating based on the deformation distribution, longitudinal tensile strain, ground pressure distribution, and road surface contact stiffness.

[0087] The rolling resistance rating can be a quantitative indicator used to comprehensively evaluate the impact of pattern design on rolling resistance.

[0088] Specifically, the energy loss value is determined by weighted summation of data on deformation distribution, longitudinal tensile strain, ground pressure distribution, and road contact stiffness. Then, based on the energy loss value, a predefined lookup table (which stores the quantitative conversion relationship from energy loss value to rolling resistance rating value) is constructed using experimental data (physical bench tests (e.g., using an indoor drum test machine) on tire samples with different design parameters (e.g., tread pattern, formula, structure) to accurately measure the energy loss value and its corresponding rolling resistance value under actual rolling conditions) to determine the rolling resistance rating value.

[0089] This solution obtains tire tread parameters, ensuring design consistency, supporting rapid parametric iteration, and avoiding modeling errors caused by inconsistent geometric feature descriptions, thus providing an accurate starting point for efficient simulation. Based on the tire tread parameters, a finite element model of the tire-road contact is constructed to ensure the accuracy and repeatability of the simulation. Using the finite element model, the deformation distribution, longitudinal tensile strain, ground pressure distribution, and road contact stiffness of the tire during rolling are determined, reflecting the influence of the tread structure on the rolling process and laying the foundation for rolling resistance evaluation. Based on the deformation distribution, longitudinal tensile strain, ground pressure distribution, and road contact stiffness, the rolling resistance evaluation value is determined, achieving a quantitative assessment of tire rolling resistance, supporting data-driven design optimization, and improving simulation efficiency.

[0090] In some embodiments, longitudinal tread block parameters and lateral tread block parameters are obtained; the longitudinal tread block parameters include the orientation, shape, number of distributions, and geometric dimensions of the longitudinal tread blocks; the lateral tread block parameters include the orientation, shape, distribution area, and geometric dimensions of the lateral tread blocks; the longitudinal groove width and longitudinal groove depth are determined based on the orientation, shape, distribution area, and geometric dimensions of the longitudinal tread blocks; the lateral groove width and lateral groove depth are determined based on the orientation, shape, distribution area, and geometric dimensions of the lateral tread block parameters; the longitudinal tread block parameters, lateral tread block parameters, lateral groove width, lateral groove depth, longitudinal groove width, and longitudinal groove depth are used as tire tread parameters.

[0091] Longitudinal tread block parameters can be a set of characteristic attributes used to describe the longitudinal tread blocks on the tire tread.

[0092] Lateral tread block parameters can be a set of characteristic attributes used to describe the lateral tread blocks on the tire tread.

[0093] Longitudinal tread blocks can be structural units on the tire tread where the grooves or raised stripes extend parallel to the tire's rolling direction.

[0094] The direction can be the extension direction of the pattern grooves or raised stripes.

[0095] The form can be the macroscopic geometric shape characteristics of the pattern structure.

[0096] The number of distributions can be the total number of longitudinal or transverse tread blocks arranged circumferentially on the entire circumference of the tire tread.

[0097] Geometric dimensions can be a set of parameters that describe the physical size of the patterned block itself.

[0098] Lateral tread blocks can be structural units on the tire tread where the extension direction of the grooves or raised stripes is perpendicular to or at a certain angle to the tire rolling direction.

[0099] The distribution area can be the specific location range of longitudinal or lateral tread blocks arranged laterally on the tire tread.

[0100] The width of the longitudinal groove can be the opening size of the groove parallel to the rolling direction that is adjacent to the longitudinal pattern block.

[0101] The longitudinal groove depth can be the vertical depth dimension of the groove parallel to the rolling direction adjacent to the longitudinal pattern block.

[0102] The width of the transverse groove can be the opening size of the groove that is adjacent to the transverse pattern block and perpendicular to or at a certain angle to the rolling direction.

[0103] The depth of the transverse groove can be the vertical depth dimension of the groove that is adjacent to the transverse pattern block and is perpendicular to or at a certain angle to the rolling direction.

[0104] Specifically, the longitudinal tread block parameters are obtained from the tire design database (which stores longitudinal and lateral tread block parameters) built by the product lifecycle management system. These parameters include the orientation of the longitudinal tread blocks (i.e., the parallel angle of the tread grooves or raised stripes relative to the tire rolling direction), shape (i.e., the macroscopic shape of the tread structure, such as continuous long strips), number of distributions (i.e., the total number of longitudinal tread blocks arranged along the circumference of the tread), and geometric dimensions (i.e., the specific measurements of the tread block's length, width, height, etc.).

[0105] Simultaneously acquire lateral tread block parameters, including the direction of the lateral tread blocks (i.e., the vertical or tilt angle of the tread grooves or raised stripes relative to the tire rolling direction), shape (i.e., the macroscopic shape of the tread structure, such as short blocks or stripes), distribution area (i.e., the specific location area of ​​the tread blocks in the lateral direction of the tread, such as the tire shoulder area), and geometric dimensions (i.e., the specific measurement values ​​such as the length, width, and height of the tread blocks).

[0106] Based on the direction and shape of the longitudinal tread blocks, identify and define the corresponding groove structures (groove structures on the tire tread that are adjacent to and arranged side by side with the longitudinal tread blocks, and whose groove direction is parallel to the tire rolling direction); then calculate the longitudinal groove width based on the distribution number and geometric dimensions of the longitudinal tread blocks; subsequently, specify the longitudinal groove depth directly based on the geometric dimensions of the longitudinal tread blocks.

[0107] Based on the direction and shape of the lateral tread blocks, identify and define the corresponding groove structures (grooves on the tire tread that are adjacent to and arranged side by side with the lateral tread blocks, and whose direction is perpendicular to or at a certain angle to the tire rolling direction); then calculate the width of the lateral grooves based on the number and geometric dimensions of the lateral tread blocks; and finally, specify the depth of the lateral grooves directly based on the geometric dimensions of the lateral tread blocks.

[0108] The parameters of longitudinal tread blocks, lateral tread blocks, lateral groove width, lateral groove depth, longitudinal groove width, and longitudinal groove depth are collected and combined to form a complete set of parameters, namely tire tread parameters.

[0109] This scheme obtains parameters for both longitudinal and transverse patterned blocks, ensuring that the key design attributes of the longitudinal patterned blocks are accurately and unambiguously extracted as the basic input for determining groove attributes and conducting simulations. Similarly, it ensures that the key design attributes of the transverse patterned blocks are accurately and unambiguously extracted as another basic input for determining groove attributes and conducting simulations. Based on the orientation, shape, distribution quantity, and geometric dimensions of the longitudinal patterned blocks, the longitudinal groove width and depth are determined. The solid patterned parameters are then converted into complementary groove space parameters to jointly describe the negative space characteristics of the longitudinal patterned element. Similarly, based on the orientation, shape, distribution area, and geometric dimensions of the transverse patterned block parameters, the transverse groove width and depth are determined. The solid patterned parameters are then converted into complementary groove space parameters to jointly describe the negative space characteristics of the transverse patterned element. By using longitudinal tread block parameters, lateral tread block parameters, lateral groove width, lateral groove depth, longitudinal groove width, and longitudinal groove depth as tire tread parameters, the simulation analysis is based on a dataset that comprehensively describes the geometric features of the tread pattern, and supports quantitative evaluation of the comprehensive interactive effects of longitudinal and lateral tread blocks and their grooves.

[0110] In some embodiments, based on the longitudinal tread block parameters and the lateral tread block parameters, longitudinal grooves with "track" morphological characteristics and lateral tread blocks with "fence" morphological characteristics are generated in the tire tread model, respectively; a hyperelastic constitutive model of the rubber material is set; the contact properties between the tire and the rigid road surface are defined; and loads and boundary conditions representing the tire's operating state are applied.

[0111] A tire tread model can be a digital geometric model representing the part of the tire that contacts the road surface.

[0112] The "track" morphological feature can be a structure that is parallel to the direction of tire rolling, is a continuous strip, and extends circumferentially along the tread, with an appearance similar to a track or straight wavy lines.

[0113] Longitudinal grooves can be groove structures with "track" morphological characteristics that run parallel to the tire's rolling direction.

[0114] The morphological characteristics of a "fence" can be perpendicular or oblique to the direction of tire rolling, in the form of short blocks or strips, with longitudinal breaks but transverse continuity, and its appearance is similar to that of a fence or steps.

[0115] Rubber materials can be ultra-elastic polymer materials used to build tires.

[0116] Hyperelastic constitutive models can be mathematical models used to describe the nonlinear elastic behavior of rubber-like materials under large deformations.

[0117] Rigid pavement can be a rigid plane that does not undergo any deformation.

[0118] Contact properties can be attributes used to control the mechanical behavior of the interaction between two contacting surfaces.

[0119] Load can be a mechanical condition applied to the tire to simulate its operating state.

[0120] Boundary conditions can be constraints applied to the tire model.

[0121] Specifically, based on the orientation (parallel angle) in the longitudinal tread block parameters, the groove centerline (a baseline used to define the groove orientation and position) is drawn in the central region of the tire tread model (the middle part along the tread width direction) in the finite element model. Then, based on the shape (continuous long strip), the groove cross-section is defined as rectangular or trapezoidal. Subsequently, based on the distribution quantity, multiple parallel longitudinal grooves are replicated at equal intervals along the circumferential direction of the tread (the direction consistent with the tire rolling direction and around the tire). Finally, based on the groove centerline and combined with geometric dimensions (such as groove width and groove depth), the cross-sectional dimensions of each groove are set (the dimensional parameters of the groove geometry are defined on the cross-section perpendicular to the groove centerline), thereby generating longitudinal grooves with "track" morphological characteristics.

[0122] Simultaneously, based on the orientation (vertical or tilt angle) in the lateral tread block parameters, the center lines of the grooves or raised blocks are drawn in the specified distribution area (such as the tire shoulder area) in the tire tread model; according to the shape (short block or strip), the structural unit is defined as a discrete block; finally, according to the geometric dimensions, the length, width and height of each lateral tread block are set, thereby generating lateral tread blocks with "fence" morphological characteristics.

[0123] In the finite element model, a hyperelastic constitutive model is set up for the rubber material (characterizing the large deformation and nonlinear elastic mechanical properties of the rubber material). The outer surface of the tire tread is set as the contact surface (the outer surface of the tire tread that may undergo contact deformation), and the rigid road surface representing a flat road surface is set as the target surface (the rigid road surface that comes into contact with the contact surface). Combining the interaction mechanical behavior (used to describe the physical and mechanical rules followed when the contact surface and the target surface come into contact), the contact properties between the tire and the rigid road surface are defined.

[0124] Inflation pressure is applied to the inner surface of the tire to simulate the initial state of the tire after inflation; then a vertical load (a force vector applied to the tire axle, the direction of which is perpendicular to (i.e. pointing towards) the rigid road surface) is applied to the tire axle to simulate the vehicle weight; then all degrees of freedom of the plane body representing the rigid road surface are fully constrained and fixed; and necessary displacement constraints are applied to the tire rim mounting area (a local area used to simulate the contact between the tire and the rim) (typically allowing the tire to rotate about its axis to simulate the rolling process), while other unnecessary rigid body displacements (translational or rotational motions without elastic deformation) are constrained.

[0125] This scheme generates longitudinal grooves with "track" morphology and transverse tread blocks with "fence" morphology in the tire tread model based on the parameters of the longitudinal and transverse tread blocks, achieving unified parametric integrated modeling of the longitudinal and transverse tread blocks and solving the problem of lacking a unified description of geometric features. A hyperelastic constitutive model of the rubber material is set to avoid errors caused by material simplification. The contact properties between the tire and the rigid road surface are defined, quantifying the frictional behavior between the tread rubber and the road surface. Loads and boundary conditions representing the tire's operating state are applied, giving the static geometric model a dynamic working environment, enabling it to simulate the mechanical response of the tire under real-world usage conditions.

[0126] In some embodiments, a finite element model is run to simulate the rolling of a tire on a rigid road surface; the simulation results of the finite element model are obtained and analyzed to determine the radial deformation field of the tread rubber; based on the radial deformation field, a deformation decreasing gradient model is extracted from the center region of the tread to the edge regions of the two tire shoulders; based on the deformation decreasing gradient model, the deformation distribution of the tire during the rolling process is determined.

[0127] The simulation results can be a set of data obtained after running a finite element model for rolling simulation.

[0128] Tread rubber can be the rubber material used for the outermost layer of the tire that is in direct contact with the road surface.

[0129] The radial deformation field can be a spatial distribution data field that describes the degree of radial deformation of all parts of the tread rubber.

[0130] The center area of ​​the tread can be a strip-shaped area on the tire tread located near the rolling center line, mainly consisting of longitudinal tread blocks.

[0131] The shoulder edge areas on both sides can be the areas on the tire tread near the two side edges, which are mainly composed of lateral tread blocks.

[0132] The deformation decreasing gradient model can be a mathematical model established by analyzing the radial deformation field.

[0133] Specifically, a finite element model is run to simulate the steady-state rolling process of a tire on a rigid road surface under inflation pressure, vertical load, and boundary condition constraints. After the simulation is completed, the displacement data of the outer surface of the tire tread in the radial direction (i.e., the direction perpendicular to the rigid road surface) is accessed (the displacement component values ​​in the radial direction, with positive values ​​indicating compression deformation (towards the tire interior) and negative values ​​indicating rebound deformation (towards the tire exterior)); then, based on the displacement data, the radial deformation field of the tread rubber is determined.

[0134] Based on the radial deformation field, starting from the center region of the tread, multiple continuous and equally wide analysis strips (sub-regions) are divided towards the edge regions of the tire shoulders on both sides. Then, the average radial deformation of all nodes in each analysis strip is calculated. Subsequently, using the average value as the data point, a deformation decreasing gradient model is established from the center region of the tread to the edge regions of the tire shoulders on both sides by linear regression fitting (assuming a linear decreasing trend from the center of the tread to the edge regions of the tire shoulders on both sides).

[0135] The deformation decreasing gradient model is applied to the entire tread area to obtain the magnitude of radial deformation (the degree of tire tread deformation in the radial direction) at any point on the tread (especially any position from the center of the tread to the shoulder area) during rolling. Based on the corresponding typical radial deformation magnitude, the deformation distribution of the tire during rolling is determined.

[0136] This approach uses a finite element model to simulate tire rolling on a rigid road surface, ensuring that the deformation analysis is based on a stable and physically plausible rolling state. The simulation results are acquired and analyzed to determine the radial deformation field of the tread rubber, visually displaying the magnitude and pattern of deformation in different tread regions. This provides a data foundation for identifying deformation trends, shifting the deformation analysis from qualitative to quantitative. Based on the radial deformation field, a deformation reduction gradient model is extracted from the center of the tread towards the shoulder edges, summarizing discrete deformation data into a predictable and continuous gradient law. Using this deformation reduction gradient model, the deformation distribution of the tire during rolling is determined, achieving a complete and quantitative understanding of the tire's deformation distribution during rolling.

[0137] In some embodiments, based on simulation results, the tensile and compressive strain components of the tread in the rolling direction of the tire are extracted; based on the distribution area of ​​the lateral tread blocks and the distribution number of the longitudinal tread blocks, the average longitudinal tensile strain values ​​of the longitudinal tread block area and the lateral tread block area are calculated respectively; the average longitudinal tensile strain value is determined as the longitudinal tensile strain of the tire during the rolling process.

[0138] The direction of tire rolling can be the direction in which the tire rotates during driving.

[0139] The tensile and compressive strain components can be the normal strain components of the tire tread material in the tire rolling direction.

[0140] The longitudinal tread block area can be a sub-area on the tire tread covered by longitudinal tread blocks.

[0141] The lateral tread block area can be a sub-area on the tire tread covered by lateral tread blocks.

[0142] The average longitudinal tensile strain value can be the arithmetic mean calculated from the tensile and compressive strain components of several nodes in the longitudinal or transverse tread block region in the tire rolling direction.

[0143] Specifically, based on the simulation results, the strain tensor data of several nodes on the tire tread are accessed (the strain data at the nodes of the tire tread is used to extract the tensile and compressive strain components); based on the strain tensor data, the tensile and compressive strain components in the rolling direction (i.e., the circumferential direction) are extracted, where positive values ​​represent tensile strain (the material is stretched) and negative values ​​represent compressive strain (the material is compressed).

[0144] Based on the distribution area of ​​the lateral tread blocks (shoulder edge area) and the number of longitudinal tread blocks, combined with their orientation, the sets of nodes belonging to the longitudinal tread block area and the sets of nodes belonging to the lateral tread block area are marked on the tread mesh (the mesh structure formed after the tire tread portion is discretized). Then, several nodes within the longitudinal tread block area are traversed, and the tensile and compressive strain components of each node in the rolling direction are extracted (the magnitude of the normal strain component of each node in the longitudinal tread block area in the tire rolling direction (circumferential direction)). Subsequently, the arithmetic mean of the tensile and compressive strain components is calculated to obtain the average longitudinal tensile strain value of the longitudinal tread block area. Simultaneously, several nodes within the lateral tread block area are traversed, and the tensile and compressive strain components of each node in the rolling direction are extracted (the magnitude of the normal strain component of each node in the lateral tread block area in the tire rolling direction (circumferential direction)). Subsequently, the arithmetic mean of the tensile and compressive strain components is calculated to obtain the average lateral tensile strain value of the lateral tread block area. For example, the longitudinal tread block area shows a lower average tensile strain, while the lateral tread block area shows a higher average tensile strain.

[0145] The average longitudinal tensile strain values ​​of the longitudinal tread block region and the average longitudinal tensile strain values ​​of the transverse tread block region are directly used as the longitudinal tensile strain of the tire during the rolling process.

[0146] This scheme extracts the tensile and compressive strain components of the tread in the rolling direction based on simulation results, quantifies the deformation characteristics of each node in the rolling direction, and reflects the local mechanical response of the tread during rolling. Based on the distribution area of ​​the lateral tread blocks and the number of longitudinal tread blocks, the average longitudinal tensile strain values ​​of the longitudinal and lateral tread block regions are calculated respectively, quantifying the typical longitudinal tensile strain levels experienced by the longitudinal and lateral tread structures during rolling, thus clearly revealing the differences in the contribution of different tread types to the overall strain response. The average longitudinal tensile strain value is determined as the longitudinal tensile strain of the tire during rolling, achieving quantification of the interaction between longitudinal and lateral tread blocks in the strain dimension.

[0147] In some embodiments, based on simulation results, the normal force and normal displacement of each contact node within the grounding imprint under load and boundary conditions are calculated; based on the normal force and normal displacement, the node contact stiffness representing the local contact hardness is determined by fitting calculation; and the road surface contact stiffness is determined by integrating the node contact stiffness of all grounding nodes.

[0148] Ground impression can be the area where a tire contacts the road surface under load and boundary conditions.

[0149] A contact node can be a node that represents the contact area between the tire tread and the road surface.

[0150] Normal force can be a force component that acts on the contact node and is perpendicular to the road surface.

[0151] Normal displacement can be the displacement component of the contact node in the direction perpendicular to the road surface.

[0152] Local contact hardness can be defined as the local ability of the tire tread material to resist normal deformation at the contact point.

[0153] The contact stiffness of a node can be obtained by fitting the slope value of the normal force and normal displacement of the contact node.

[0154] A grounding node can be a node located within the grounding imprint that comes into contact with the road surface.

[0155] Specifically, based on the simulation results, all contact nodes within the ground imprint under load and boundary conditions are identified. For each contact node, the normal force (characterizing the vertical force exerted by the tire on the road surface) and normal displacement (reflecting the normal deformation of the tire at each contact node under load) are read. For each contact node, a linear regression method (such as the least squares method) is used, with the normal force as the dependent variable and the normal displacement as the independent variable, to fit a straight line, where the slope is the node contact stiffness value representing the local contact hardness.

[0156] Collect the nodal contact stiffness values ​​of the set of all contact nodes located within the grounding imprint (i.e., grounding nodes); then calculate the arithmetic mean of the nodal contact stiffness values ​​as the pavement contact stiffness.

[0157] This scheme calculates the normal force and normal displacement of each contact node within the grounding imprint under load and boundary conditions based on simulation results, ensuring that the contact characteristics of each node are accurately captured, thus supporting detailed analysis of the contact state during tire rolling. Based on the normal force and normal displacement, the node contact stiffness, representing local contact hardness, is determined through fitting calculations, ensuring the accuracy and consistency of the stiffness values ​​and revealing the differences in hardness distribution within the contact area. Integrating the node contact stiffness of all grounding nodes, the determined road surface contact stiffness reflects the impact of tire tread design on overall contact performance.

[0158] In some embodiments, the deformation energy loss caused by the deformation hysteresis of the rubber is calculated according to the deformation reduction gradient model; rubber material information is obtained, analyzed, and the material loss factor is determined; material energy loss caused by internal friction of the material is calculated according to the average longitudinal tensile strain value and the material loss factor; friction energy loss caused by friction between the tread and the road surface is calculated according to the ground pressure distribution and the road surface contact stiffness; the total energy loss is determined by weighted summation of the deformation energy loss, material energy loss, and friction energy loss, and the total energy loss is converted into a rolling resistance rating value.

[0159] Rubber deformation hysteresis can be a phenomenon in which the stress response of a rubber material lags behind its strain when subjected to cyclic loading and unloading.

[0160] Deformation energy loss can be the energy dissipated due to the hysteresis phenomenon of rubber deformation.

[0161] Rubber material information can be a set of inherent parameters used to describe the dynamic mechanical properties of tire rubber materials.

[0162] The material loss factor can be a dimensionless parameter that characterizes the energy dissipation capacity of rubber materials.

[0163] Internal friction of a material can be the physical mechanism by which mechanical energy is converted into heat energy when rubber materials are deformed, due to the mutual sliding and friction between the internal components.

[0164] Material energy loss can be energy dissipated due to internal friction mechanisms within the material.

[0165] Road surface friction can be the frictional phenomenon caused by the relative motion or tendency between the tire tread and the road surface contact interface.

[0166] Frictional energy loss can be the energy dissipated due to road surface friction mechanisms.

[0167] Total energy loss can be the energy loss caused by rubber deformation lag, internal material friction, and road friction during one revolution of the tire.

[0168] Specifically, based on the deformation decreasing gradient model, gradient data in the deformation distribution is extracted, that is, the deformation change rate of each local area is calculated (quantifying the degree of change of tire tread deformation distribution in space); then, based on the deformation change rate, the gradient data of the ground imprint is integrated and multiplied by a hysteresis coefficient predefined according to the viscoelastic mechanics theory (used to link the deformation change rate with the energy loss caused by the hysteresis of rubber deformation), to obtain the deformation energy loss caused by the hysteresis of rubber deformation.

[0169] Retrieve rubber material information from the material database; parse the rubber material information and determine the material loss factor by consulting a standard material table. Calculate the product of the average longitudinal tensile strain value and the material loss factor through a multiplication operation, which represents the material energy loss caused by internal friction. For example, a higher material loss factor indicates greater material energy loss during deformation.

[0170] The ground pressure distribution and the road surface contact stiffness are multiplied by a dot product (e.g., for each contact point, the product of the ground pressure distribution and the road surface contact stiffness is calculated) to determine the friction coefficient (used to characterize the frictional characteristics of the interaction between the tire tread and the road surface). Then, the areas of the ground imprint are summed and multiplied by the friction coefficient to obtain the frictional energy loss value caused by the friction between the tire tread and the road surface.

[0171] The total energy loss is obtained by weighted summation of deformation energy loss, material energy loss and friction energy loss; then, the total energy loss is converted into a rolling resistance rating value through unit conversion.

[0172] This scheme calculates deformation energy loss due to rubber deformation hysteresis based on a deformation reduction gradient model, reflecting the impact of tire tread structure on deformation-related energy consumption and providing fundamental data for comprehensive evaluation of rolling resistance. It acquires and analyzes rubber material information to determine the material loss factor, ensuring the accuracy and material dependence of energy loss calculations. Based on the average longitudinal tensile strain value and the material loss factor, it calculates material energy loss due to internal friction, reflecting the internal energy consumption of the material caused by longitudinal strain during tire rolling, considering the influence of tread structure on strain distribution. Based on the ground pressure distribution and road contact stiffness, it calculates frictional energy loss due to tread-road friction, effectively capturing the micro-slippage and frictional heating effects caused by uneven contact pressure and changes in contact stiffness, quantifying the contribution of interface interaction to rolling resistance. Based on deformation energy loss, material energy loss, and frictional energy loss, a weighted sum is used to determine the total energy loss, which is then converted into a rolling resistance rating value, meeting the core requirement of outputting a quantitative rolling resistance rating index. This provides the final decision-making basis for evaluating design merits and providing parameter modification suggestions.

[0173] In some embodiments, the ground pressure distribution is analyzed to identify pressure-active areas and corresponding pressure peak points; the micro-slip trend between the tire tread and the road surface is determined based on the road surface contact stiffness; and the friction energy loss is calculated based on the pressure peak points and the micro-slip trend.

[0174] The pressure active area can be an area of ​​uneven pressure distribution identified by the ground pressure distribution within the contact imprint between the tire and the road surface.

[0175] The pressure peak point can be a point located within the pressure active region where the pressure value is significantly higher than the average pressure value.

[0176] Microscopic slip tendency can be used as an indicator to quantify the strength of the relative microscopic slippage tendency of tread rubber on the road surface.

[0177] Specifically, the grounding pressure distribution is analyzed, the average pressure value of the entire contact area is calculated, and then all areas with uneven pressure distribution whose pressure values ​​are significantly higher than the average pressure value are identified as pressure active areas. Then, within the pressure active areas, all data points are traversed to find the point with the largest pressure value, which is the pressure peak point.

[0178] By iterating through each element (i.e. each contact point) in the ground pressure distribution, its pressure value is multiplied by the road surface contact stiffness to determine the microscopic slippage tendency between the tread and the road surface. For example, under the same pressure, a harder road surface (higher road surface contact stiffness) will cause the tread rubber to generate greater shear stress, thus making it easier for microscopic relative sliding (i.e. slippage) to occur.

[0179] The pressure peak points are mapped to micro-slip trends to ensure that each pressure peak point corresponds to a micro-slip trend. For each pressure peak point, the product of the pressure value of the ground pressure distribution and its corresponding micro-slip trend is calculated as the energy loss contribution (used to quantify the contribution of the pressure peak point to the friction energy loss). Then, all energy loss contributions are summed to obtain the friction energy loss.

[0180] This scheme analyzes the ground pressure distribution, identifies pressure-active areas and corresponding pressure peak points, ensuring that the calculation of frictional energy loss is based on actual pressure distribution hotspots, thus enhancing the realism and accuracy of the simulation. Based on the road surface contact stiffness, the microscopic slippage trend between the tire tread and the road surface is determined, ensuring that the slippage prediction matches the road surface stiffness, thereby improving the reliability of the loss calculation. Based on the pressure peak points and microscopic slippage trends, frictional energy loss is calculated, avoiding interference from low-impact areas, thereby accurately quantifying frictional losses.

[0181] In some embodiments, the rolling resistance ratings calculated under different combinations of longitudinal and lateral pattern block parameters are compared and analyzed; based on the comparison results, suggestions for modifying the geometric parameters of the longitudinal and lateral pattern blocks with the optimization objective of reducing rolling resistance are output.

[0182] Rolling resistance can be the force that hinders the rolling of a material due to factors such as material deformation and friction.

[0183] The optimization objective can be a design direction with the primary goal of reducing rolling resistance.

[0184] The longitudinal direction can be parallel to the direction of tire rolling.

[0185] The suggestions for modifying geometric parameters can be based on the results of comparative analysis, proposing adjustments to the geometric parameters of the longitudinal and transverse pattern blocks.

[0186] Specifically, combinations of different longitudinal and lateral tread block parameters are sorted by rolling resistance rating from smallest to largest, identifying several cases with the lowest rolling resistance ratings (each case represents a unique parameter configuration). Then, the rolling resistance ratings calculated under different combinations of longitudinal and lateral tread block parameters are compared and analyzed: First, the rating range (the interval between the maximum and minimum rolling resistance ratings), average (the arithmetic mean of the rolling resistance ratings), and standard deviation (a measure of the dispersion of rolling resistance ratings; a small standard deviation indicates good consistency in the influence of parameter combinations on rolling resistance, while a large standard deviation indicates large fluctuations) of the rolling resistance ratings are calculated. Then, the influence of different parameter combinations on the rolling resistance ratings is visualized using charts. For example, the changes in rolling resistance ratings when longitudinal tread block parameters (such as groove width changes) change alone, or when lateral tread block parameters (such as groove depth changes) change alone, are compared. Subsequently, the parameter combination leading to the lowest rolling resistance rating is identified, as well as the interaction between different longitudinal and lateral tread block parameters (non-linear effects of mutual correlation and joint action).

[0187] Based on the comparison results, parameter adjustment rules were summarized. For example, when the number of longitudinal tread blocks increases, the rolling resistance rating decreases on average. Subsequently, for each longitudinal tread block parameter and each lateral tread block parameter, suggestions for modifying the geometric parameters of the longitudinal and lateral tread blocks with the optimization goal of reducing rolling resistance were output. For example, it was suggested to increase the number of longitudinal tread blocks, reduce the groove width of the lateral tread blocks, or optimize the groove depth of the longitudinal tread blocks to balance grip and rolling resistance.

[0188] This approach compares and analyzes the rolling resistance ratings calculated under different combinations of longitudinal and lateral tread block parameters, reflecting the impact of variations in the geometric parameters of the longitudinal and lateral tread blocks on rolling resistance and avoiding subjective judgment. Based on the comparison results, suggestions for modifying the geometric parameters of the longitudinal and lateral tread blocks with the optimization goal of reducing rolling resistance are provided, effectively reducing rolling resistance, improving tire fuel economy or driving range, while reducing reliance on physical testing and accelerating product development cycles.

[0189] Figure 2 This is a schematic diagram of the structure of a simulation evaluation system for the tread pattern and rolling resistance of a rubber engineering tire provided in an embodiment of this application, as shown below. Figure 2 As shown, the simulation and evaluation system 200 for the tread pattern and rolling resistance of rubber engineering tires in this embodiment includes: a parameter acquisition module 201, a model construction module 202, a rolling analysis module 203, and a resistance evaluation module 204.

[0190] Parameter acquisition module 201 is used to acquire tire tread parameters;

[0191] The model building module 202 is used to build a finite element model of tire-road contact based on the tire tread parameters.

[0192] The rolling analysis module 203 is used to determine the deformation distribution, longitudinal tensile strain, ground pressure distribution and road contact stiffness of the tire during the rolling process based on the finite element model.

[0193] The resistance assessment module 204 is used to determine the rolling resistance assessment value based on the deformation distribution, the longitudinal tensile strain, the ground pressure distribution, and the road surface contact stiffness.

[0194] Optionally, when the parameter acquisition module 201 acquires tire tread parameters, it is used to: acquire longitudinal tread block parameters and lateral tread block parameters; the longitudinal tread block parameters include the direction, shape, number of distributions, and geometric dimensions of the longitudinal tread blocks; the lateral tread block parameters include the direction, shape, distribution area, and geometric dimensions of the lateral tread blocks; determine the longitudinal groove width and longitudinal groove depth based on the direction, shape, number of distributions, and geometric dimensions of the longitudinal tread blocks; determine the lateral groove width and lateral groove depth based on the direction, shape, distribution area, and geometric dimensions of the lateral tread block parameters; and use the longitudinal tread block parameters, the lateral tread block parameters, the lateral groove width, the lateral groove depth, the longitudinal groove width, and the longitudinal groove depth as tire tread parameters.

[0195] Optionally, when the model building module 202 constructs a finite element model of tire-road contact based on the tire tread parameters, it is used to: generate longitudinal grooves with "track" morphological characteristics and transverse tread blocks with "fence" morphological characteristics in the tire tread model based on the longitudinal tread block parameters and the transverse tread block parameters, respectively; set a hyperelastic constitutive model of the rubber material; define the contact properties between the tire and the rigid road surface; and apply loads and boundary conditions representing the tire's operating state.

[0196] Optionally, when the rolling analysis module 203 determines the deformation distribution of the tire during rolling based on the finite element model, it is used to: run the finite element model to simulate the rolling of the tire on the rigid road surface; acquire and analyze the simulation results of the finite element model to determine the radial deformation field of the tread rubber; extract a deformation decreasing gradient model from the center region of the tread to the edge regions of the two tire shoulders based on the radial deformation field; and determine the deformation distribution of the tire during rolling based on the deformation decreasing gradient model.

[0197] Optionally, when the rolling analysis module 203 determines the longitudinal tensile strain of the tire during rolling based on the finite element model, it is used to: extract the tensile and compressive strain components of the tread in the rolling direction of the tire based on the simulation results; calculate the average longitudinal tensile strain values ​​of the longitudinal tread block region and the transverse tread block region based on the distribution area of ​​the transverse tread blocks and the distribution number of the longitudinal tread blocks respectively; and determine the average longitudinal tensile strain value as the longitudinal tensile strain of the tire during rolling.

[0198] Optionally, when the rolling analysis module 203 determines the road surface contact stiffness of the tire during the rolling process based on the finite element model, it is used to: calculate the normal force and normal displacement of each contact node in the ground imprint under load and boundary conditions based on the simulation results; determine the node contact stiffness representing the local contact hardness by fitting calculation based on the normal force and the normal displacement; and integrate the node contact stiffness of all grounding nodes to determine the road surface contact stiffness.

[0199] Optionally, when the resistance assessment module 204 determines the rolling resistance assessment value based on the deformation distribution, the longitudinal tensile strain, the ground pressure distribution, and the road surface contact stiffness, it is used to: calculate the deformation energy loss caused by the hysteresis of rubber deformation based on the deformation reduction gradient model; obtain rubber material information, analyze the rubber material information, and determine the material loss factor; calculate the material energy loss caused by internal friction of the material based on the average longitudinal tensile strain value and the material loss factor; calculate the friction energy loss caused by friction between the tire tread and the road surface based on the ground pressure distribution and the road surface contact stiffness; and determine the total energy loss by weighted summation based on the deformation energy loss, the material energy loss, and the friction energy loss, and convert the total energy loss into a rolling resistance assessment value.

[0200] Optionally, when the resistance assessment module 204 calculates the frictional energy loss caused by the friction between the tire tread and the road surface based on the ground pressure distribution and the road surface contact stiffness, it is used to: analyze the ground pressure distribution and identify the pressure active area and the corresponding pressure peak point; determine the micro-slippage trend between the tire tread and the road surface based on the road surface contact stiffness; and calculate the frictional energy loss based on the pressure peak point and the micro-slippage trend.

[0201] Optionally, the simulation and evaluation system for the tread pattern and rolling resistance of the rubber engineering tire also includes a suggestion output module 205, which is used to: compare and analyze the rolling resistance evaluation values ​​calculated under different combinations of longitudinal tread block parameters and lateral tread block parameters; and output suggestions for modifying the geometric parameters of the longitudinal and lateral tread blocks with the optimization goal of reducing rolling resistance based on the comparison results.

[0202] The system in this embodiment can be used to execute the methods of any of the above embodiments, and its implementation principle and technical effect are similar, so they will not be described again here.

Claims

1. A method for simulating and evaluating the pattern and rolling resistance of a rubber engineering tire, characterized by, The method comprises: acquiring tire pattern parameters; constructing a finite element model of tire-pavement contact according to the tire pattern parameters; determining deformation distribution, longitudinal tensile strain, ground pressure distribution and pavement contact stiffness of the tire during rolling according to the finite element model; determining rolling resistance evaluation value according to the deformation distribution, the longitudinal tensile strain, the ground pressure distribution and the pavement contact stiffness.

2. The method of claim 1, wherein, The acquiring tire pattern parameters comprises: acquiring longitudinal block parameters and transverse block parameters; the longitudinal block parameters comprise the direction, shape, distribution quantity and geometric size of the longitudinal block; the transverse block parameters comprise the direction, shape, distribution area and geometric size of the transverse block; determining longitudinal groove width and longitudinal groove depth according to the direction, shape, distribution quantity and geometric size of the longitudinal block; determining transverse groove width and transverse groove depth according to the direction, shape, distribution area and geometric size of the transverse block; taking the longitudinal block parameters, the transverse block parameters, the transverse groove width, the transverse groove depth, the longitudinal groove width and the longitudinal groove depth as the tire pattern parameters.

3. The method of claim 2, wherein, The constructing a finite element model of tire-pavement contact according to the tire pattern parameters comprises: generating longitudinal grooves with "track" shape characteristics and transverse blocks with "fence" shape characteristics in a tire tread model according to the longitudinal block parameters and the transverse block parameters; setting an elastic constitutive model of rubber material; defining contact properties between the tire and the rigid pavement; applying load and boundary conditions representing the running state of the tire.

4. The method of claim 3, wherein, The determining deformation distribution of the tire during rolling according to the finite element model comprises: running the finite element model to make the tire perform rolling simulation on the rigid pavement; acquiring and analyzing simulation results of the finite element model to determine the radial deformation field of the tread rubber; extracting a deformation decreasing gradient model from the tread center area to the two side shoulder edge areas according to the radial deformation field; determining the deformation distribution of the tire during rolling according to the deformation decreasing gradient model.

5. The method of claim 4, wherein, The determining longitudinal tensile strain of the tire during rolling according to the finite element model comprises: extracting tensile and compressive strain components of the tread in the rolling direction of the tire according to the simulation results; calculating average longitudinal tensile strain values of longitudinal block areas and transverse block areas respectively according to the distribution area of the transverse block and the distribution quantity of the longitudinal block; determining the longitudinal tensile strain of the tire during rolling as the average longitudinal tensile strain values.

6. The method of claim 4, wherein, The determining pavement contact stiffness of the tire during rolling according to the finite element model comprises: calculating the normal force and the normal displacement of each contact node within the footprint under the load and boundary conditions according to the simulation results; determining node contact stiffness representing local contact hardness through fitting calculation according to the normal force and the normal displacement; integrating the node contact stiffness of all ground nodes to determine the pavement contact stiffness.

7. The method of claim 5, wherein, The method further comprises: comparing and analyzing the rolling resistance evaluation values calculated under different combinations of longitudinal pattern block parameters and transverse pattern block parameters; outputting modification suggestions of the geometric parameters of the longitudinal and transverse pattern blocks with the optimization target of reducing the rolling resistance according to the comparison results. The method is applied to any one of claims 1-9, comprising: a parameter acquisition module for acquiring tire pattern parameters; a model construction module for constructing a finite element model of tire-pavement contact according to the tire pattern parameters; 8. The method of claim 7, wherein, a rolling analysis module for determining the deformation distribution, the longitudinal tensile strain, the ground pressure distribution, and the pavement contact stiffness of the tire in the rolling process according to the finite element model; a resistance evaluation module for determining the rolling resistance evaluation value according to the deformation distribution, the longitudinal tensile strain, the ground pressure distribution, and the pavement contact stiffness. ​ ​ 9. The method of claim 5, wherein, ​ ​ ​ 10. A system for simulation evaluation of pattern and rolling resistance of a rubber engineering tire, characterized by, ​ ​ ​ ​ ​

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