A method, device and computer program for calculating the ratio of tread bending energy to compression energy

Abstract

The present invention relates to the technical field of computer intelligent design of tires, and in particular to a method, device and computer program for calculating the proportion of bending energy and compression energy of a tread. The method comprises the following steps: 1) establishing a tire finite element model and performing a two-dimensional axisymmetric inflation analysis; 2) on the basis of the inflation analysis, rotating the two-dimensional axisymmetric model for one circle to generate a three-dimensional tire model, placing a rigid straight road surface at a distance of 1 mm from the tire surface, fixing the tire rim, applying a rated load to the rigid road surface, performing tire load analysis, and outputting the total strain energy Ws stored in the tread; 3) keeping the parts of the tire belt layer, carcass and cap layer containing skeleton materials in the position unchanged after deformation in step 2), unloading the road surface force, and outputting the strain energy Wb stored in the tread after calculation; 4) using the Ws calculated in step 2) to subtract the Wb obtained in step 3) to obtain Wc. The present invention realizes the energy refinement analysis of the tread part under different deformation modes, and provides an analysis means for reducing the rolling resistance of the tire.

Description

Technical Field

[0001] The present invention relates to the technical field of computer intelligent design of tires, and in particular to a method, device and computer program for calculating the proportion of tread bending energy and compression energy. Background Art

[0002] As green and clean energy vehicles are booming, tires, as an essential component of automobiles, will cause rolling energy loss, i.e. rolling resistance, during service due to the viscoelastic properties of the rubber material itself. Rolling resistance will consume a certain amount of electrical energy and reduce the mileage of the car. Low rolling resistance tires have long been a consensus pursuit in the tire industry. The factors that affect the rolling resistance of tires mainly include materials, structures, road conditions and operating conditions. How to adjust the structural design to minimize the rolling resistance of tires is the key core technology of each tire company. When the tire rolls, the energy loss of the tread accounts for 40% to 80% of the entire tire rolling resistance, which is the largest component among all tire components. By regulating the energy distribution inside the tread material, the rolling resistance of the tire can be significantly reduced. The deformation of the tread material is mainly divided into compression deformation and bending deformation. Since the rolling resistance of the tire can be calculated by multiplying the stored energy and the loss tangent of the rubber material, and the loss tangent of the rubber material is generally an inherent property of the material, the stored energy of the tread material can be used as a simple evaluation index of the rolling resistance. The energy size of each of the two deformations can be obtained to analyze the influence of different structural parameters on the rolling resistance of the tire tread, and point out the direction of structural improvement for tire design engineers. However, the current testing methods can only obtain the contact patch, rolling resistance, stiffness and other characteristics of the entire tire, but cannot obtain the specific tread deformation energy. The simulation method focuses more on the overall rolling resistance of the tire, but does not distinguish the impact of different tread deformation modes on stored energy, resulting in a lack of guidance for tire design engineers when improving tire structure. Summary of the invention

[0003] The purpose of the present invention is to solve the problems existing in the above-mentioned prior art, that is, the current testing method can only obtain the characteristics of the entire tire such as contact footprint, rolling resistance and stiffness, but cannot obtain the specific tread deformation energy, while the simulation method pays more attention to the overall rolling resistance of the tire, but does not distinguish the influence of different tread deformation modes on the stored energy, resulting in a lack of guidance for tire design engineers when improving tire structure. Furthermore, the present invention provides a method for calculating the proportion of tread bending energy and compression energy, realizing the detailed analysis of the energy of the tread part under different deformation modes, and providing an analysis means for reducing tire rolling resistance.

[0004] In order to achieve the above-mentioned purpose, the present invention adopts the following technical solutions:

[0005] A method for calculating the ratio of tread bending energy to compression energy, the method comprising the following steps:

[0006] 1) Establish a tire finite element model and conduct a two-dimensional axisymmetric inflation analysis: mesh the tire design drawings, assign material properties, apply the rated inflation pressure to the tire internal boundary layer, and conduct inflation analysis;

[0007] 2) Based on the inflation analysis, the two-dimensional axisymmetric model is rotated for one circle to generate a three-dimensional tire model. A rigid straight road surface is placed 1 mm away from the tire surface, the tire rim is fixed, and a rated load is applied to the rigid road surface. The tire load analysis is performed and the total strain energy Ws stored in the tread is output;

[0008] 3) Keep the parts of the tire belt layer, carcass and cap layer containing skeleton materials in the position unchanged after deformation in step 2), unload the road force, that is, apply a load of 0 to the rigid road surface, and output the strain energy Wb stored in the tread after calculation, which is the energy generated by bending deformation;

[0009] 4) Subtract Wb obtained in step 3) from Ws calculated in step 2) to obtain Wc, which is the strain energy generated by the compression deformation of the tread.

[0010] Preferably, the step 1) meshes the tire material distribution map into triangular or quadrilateral units, divides the skeleton material into 2-node one-dimensional units, and assigns material properties to each component material to establish a tire finite element model.

[0011] Preferably, in step 1), 0.25 MPa air pressure is applied to the inner surface of the tire inner liner, and inflation analysis is performed using Abaqus software.

[0012] Preferably, in step 2), based on the two-dimensional inflation analysis, the tire section is rotated 360 degrees and the section is divided circumferentially, with one circle being divided into 74 sections. The tire rim is fixed, a load is applied to the road surface, the road surface is moved toward the rim, and a load analysis is performed.

[0013] Furthermore, the present invention also discloses the strain energy Wc generated by the compression deformation of the tread portion obtained by the method as an indicator of the influence of the deformation mode on the rolling resistance of the tire.

[0014] Furthermore, the present invention also discloses a computer device, including a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in any one of the above technical solutions.

[0015] Furthermore, the present invention also discloses a computer-readable storage medium on which a computer program or instruction is stored. When the computer program or instruction is executed by a processor, the steps of the method described in any one of the above technical solutions are implemented.

[0016] Furthermore, the present invention also discloses a computer program product, including a computer program or instructions, which implement the steps of the method described in any one of the above technical solutions when executed by a processor.

[0017] The present invention adopts the above technical solution to achieve detailed energy analysis of the tread portion under different deformation modes, thereby providing an analysis method for reducing the rolling resistance of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is the material distribution map of 21550R15 tire;

[0019] Figure 2 It is the 21550R15 tire section mesh and material components;

[0020] Figure 3 The deformation result of 21550R15 tire inflation;

[0021] Figure 4 The three-dimensional circumferential mesh division result of the 21550R15 tire;

[0022] Figure 5 The three-dimensional load results and direction identification of the 21550R15 tire;

[0023] Figure 6 The tread of the 21550R15 tire is bent and deformed;

[0024] Figure 7 The tread deformation of the 21550R15 tire when the load is applied and after unloading;

[0025] Figure 8 The contact stress of the tread of 21550R15 tire; DETAILED DESCRIPTION

[0026] The present invention will be further described in detail below in conjunction with the accompanying drawings: This embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation method is given, but the protection scope of the present invention is not limited to the following embodiments.

[0027] Take 21550R15 tire as an example:

[0028] The first step is to analyze the tire material distribution map ( Figure 1 ) to divide the mesh into triangular or quadrilateral elements ( Figure 2), the skeleton material is divided into 2-node one-dimensional units, and the material properties of each component are assigned (Table 1) to establish a tire finite element model. A 0.25MPa air pressure is applied to the inner surface of the tire inner liner, and the inflation analysis is performed using Abaqus software. The results are as follows Figure 3 shown.

[0029] Table 1 Material properties of various components of 21550R15 tire

[0030] Part Name Material modulus (MPa) Poisson's ratio <![CDATA[Density (10-9t / mm 3 )]]> tanδ Carcass 2 0.49 1 0.1 Protective glue 3 0.49 1 0.12 Lining 2 0.49 1 0.14 Base glue 3.5 0.49 1 0.08 Cap layer 3 0.49 1 0.13 Second belt layer 3 0.49 1 0.12 First belt layer 3 0.49 1 0.12 Tread 4 0.49 1 0.16 Sidewall 3 0.49 1 0.17 Triangle 8 0.49 1 0.15 Traveller 21000 0.3 7 0.0 The crown layer skeleton 1000 0.3 1.2 0.0 Carcass frame 2000 0.3 1.2 0.0 Belt skeleton 100000 0.3 6 0.0

[0031] In the second step, based on the two-dimensional inflation analysis, the tire section is rotated 360 degrees and the section is divided in the circumferential direction, and a circle is divided into 74 sections ( Figure 4 ), fix the tire rim, apply a load of 5881N to the road surface, move the road surface toward the rim, and perform load analysis ( Figure 5 ), after the calculation is completed, the total strain energy stored in the tread area Ws is output to be 1925mJ.

[0032] The third step is to keep the tire's belt layer, carcass and cap layer, which contain skeleton materials, in the same position after deformation in the second step, and unload the road force, that is, apply a load of 0 to the rigid road surface. At this time, the tread is not subject to compression force, and only bending deformation occurs (such as Figure 6 ), the road moves 1.3mm away from the rim, and the tread rebounds (such as Figure 7 ), proving that no compression contact occurs at this time. By extracting the contact pressure, it can also be proved that the tread is not compressed at this time ( Figure 8 ), the calculated strain energy Wb stored in the tread is 1302mJ, which is the energy generated by bending deformation;

[0033] The fourth step is to subtract Wb obtained in the third step from Ws calculated in the second step to obtain Wc, that is, Wc=Ws-Wb=1925mJ-1302mJ=623mJ, which is the energy generated by the compression deformation of the tread.

[0034] The above technology can be used to calculate the energy of the tire tread in different deformation modes, which can be used as an indicator of the impact of the deformation mode on the tire rolling resistance.

[0035] The above are only preferred specific embodiments of the present invention, which are all different implementations based on the overall concept of the present invention, and the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for calculating the ratio of tread bending energy to compression energy, characterized in that The method comprises the following steps: 1) Establish a tire finite element model and conduct a two-dimensional axisymmetric inflation analysis: mesh the tire design drawings, assign material properties, apply the rated inflation pressure to the tire internal boundary layer, and conduct inflation analysis; 2) Based on the inflation analysis, the two-dimensional axisymmetric model is rotated once to generate a three-dimensional tire model. A rigid straight road surface is placed 1 mm away from the tire surface, the tire rim is fixed, and a rated load is applied to the rigid road surface. The tire load analysis is performed and the total strain energy Ws stored in the tread is output; 3) Keep the parts of the tire belt, carcass and cap layer containing skeleton materials in the same position after deformation in step 2), unload the road force, that is, apply a load of 0 to the rigid road surface, and output the strain energy Wb stored in the tread after calculation. This strain energy is the energy generated by bending deformation; 4) Subtract Wb obtained in step 3) from Ws calculated in step 2) to obtain Wc, which is the strain energy generated by the compression deformation of the tread.

2. A method for calculating the ratio of tread bending energy to compression energy according to claim 1, characterized in that: Step 1) meshing the tire material distribution map into triangular or quadrilateral units, dividing the skeleton material into 2-node one-dimensional units, and assigning material properties to each component material to establish a tire finite element model.

3. The method for calculating the ratio of tread bending energy to compression energy according to claim 1, characterized in that: Step 1) Apply 0.25 MPa air pressure to the inner surface of the tire inner liner and perform inflation analysis using Abaqus software.

4. The method for calculating the ratio of tread bending energy to compression energy according to claim 1, characterized in that: Step 2) Based on the two-dimensional inflation analysis, the tire section is rotated 360 degrees and divided circumferentially into 74 sections. The tire rim is fixed, a load is applied to the road surface, and the road surface is moved toward the rim for load analysis.

5. The strain energy Wc generated by the compressive deformation of the tread portion obtained by the method according to any one of claims 1 to 4 is used as an indicator of the influence of the deformation mode on the rolling resistance of the tire.

6. A computer device comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 4.

7. A computer-readable storage medium having a computer program or instruction stored thereon, characterized in that: When the computer program or instruction is executed by a processor, the steps of the method described in any one of claims 1 to 4 are implemented.

8. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the steps of the method described in any one of claims 1 to 4 are implemented.

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