Dynamic safety evaluation method and device for steel wire ring and electronic equipment

Abstract

The application discloses a kind of steel wire ring dynamic safety evaluation method, device and electronic equipment.The method comprises: obtaining the driving speed of target vehicle and vehicle parameter, wherein, vehicle parameter includes: tire parameter and steel wire ring parameter;Dynamic force suffered by the steel wire ring of target vehicle is determined based on driving speed and vehicle parameter, and dynamic tension generated by dynamic force suffered by the steel wire ring is determined, wherein, dynamic tension includes: first tension generated by inflation internal pressure, second tension generated by rim reaction force, third tension generated by torque force, fourth tension generated by centrifugal force;Dynamic safety factor of steel wire ring is determined based on dynamic tension, and when the preset dynamic safety threshold is less than dynamic safety factor, it is determined that the steel wire ring of target vehicle is in safe state.The application solves the technical problem that the dynamic safety performance of steel wire ring is poor and the tire bead is easily damaged due to the fact that the related art does not analyze the dynamic tension of steel wire ring.

Description

Technical Field

[0001] This application relates to the field of tire technology, and more specifically, to a method, apparatus, and electronic device for dynamic safety assessment of steel wire rings. Background Technology

[0002] Tires are the only vital component of a vehicle that comes into contact with the ground, and the tire bead is the connection point between the vehicle's rim and the tire. The steel wire bead is the primary force-transmitting component of the bead, tightly secured to the rim. It plays a crucial role in directly transmitting the vehicle's control forces (driving force, braking force, and steering force, etc.) to the tire and the road surface; or conversely, transmitting forces from the road surface and tire to the vehicle. Simultaneously, the steel wire bead, along with the tire carcass and belt layers, forms a skeleton supporting the tire's air pressure and load. Therefore, the steel wire bead can be considered the foundational part of the tire's "feet" (bead). Consequently, the stress on the steel wire bead and its safety must be carefully studied during tire structural design, especially for heavy-duty or overloaded tires, where this is a critical design element.

[0003] However, current analyses of tire bead systems only simplify the calculation of static tension to determine the safety factor. This static stress-based safety assessment cannot accurately evaluate the design flaws of tire bead systems under heavy loads and demanding operating conditions. Alternatively, methods may aim to improve bead performance by altering the bead arrangement, but neither of these approaches deeply analyzes and calculates the comprehensive tension of the bead under dynamic conditions. This leads to significant risks in heavy-duty tires operating under harsh conditions, especially when trailer wheels experience large lateral drag forces during cornering. These risks result in the tire reaching or exceeding its design limits in actual use, failing to meet the dynamic safety requirements of the bead system. Consequently, the dynamic load-bearing capacity of the bead system cannot be scientifically evaluated under different market conditions, potentially leading to bead breakage, cracking, and other damage issues.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a method, apparatus, and electronic device for dynamic safety assessment of steel wire rings, in order to at least solve the technical problem that the dynamic safety performance of steel wire rings is poor and easily causes tire bead damage because related technologies do not perform dynamic tension analysis on steel wire rings.

[0006] According to one aspect of the embodiments of this application, a method for dynamic safety assessment of a steel wire ring is provided, comprising: acquiring the driving speed and vehicle parameters of a target vehicle, wherein the vehicle parameters include tire parameters and steel wire ring parameters; determining the dynamic force on the steel wire ring of the target vehicle based on the driving speed and vehicle parameters, and determining the dynamic tension generated by the dynamic force on the steel wire ring, wherein the dynamic tension includes: a first tension generated by the inflation internal pressure, a second tension generated by the rim reaction force, a third tension generated by the torque force, and a fourth tension generated by the centrifugal force; determining the dynamic safety multiple of the steel wire ring based on the dynamic tension, and determining that the steel wire ring of the target vehicle is in a safe state when a preset dynamic safety threshold is less than the dynamic safety multiple.

[0007] Optionally, the vehicle parameters of the target vehicle are obtained, including: obtaining the tire parameters of the target vehicle, wherein the tire parameters include at least one of the following: tire carcass ply radius of the tire crown, maximum tire section radius, tire center of gravity radius, tire load radius, tire load, tire weight, inflation pressure, and tire dynamic centrifugal radius; and obtaining the wire bead parameters of the target vehicle, wherein the wire bead parameters include at least one of the following: wire bead diameter, wire bead radius, maximum wire bead width, compressibility coefficient of the component under the wire bead, total thickness of the component under the wire bead, compression amount of the component under the wire bead, cross-sectional area of ​​the wire bead, elastic coefficient of the wire bead, and wire strength of the wire bead.

[0008] Optionally, the dynamic forces acting on the steel wire ring of the target vehicle are determined based on the driving speed and vehicle parameters, including: determining the first tension generated by the inflation pressure acting on the steel wire ring of the target vehicle based on the inflation internal pressure, the radius of the tire carcass layer at the tire crown, and the maximum radius of the tire section; determining the second tension generated by the rim reaction force acting on the steel wire ring of the target vehicle based on the steel wire ring diameter, the maximum width of the steel wire ring, the compressibility of the underside component of the steel wire ring, the compression amount of the underside component of the steel wire ring, and the total thickness of the underside component of the steel wire ring; determining the third tension generated by the torque force acting on the steel wire ring of the target vehicle based on the driving speed, tire load, tire load radius, and steel wire ring diameter; and determining the fourth tension generated by the centrifugal force acting on the steel wire ring of the target vehicle based on the tire weight, driving speed, tire load radius, and tire dynamic centrifugal radius.

[0009] Optionally, determining the first tension generated by the inflation pressure on the target vehicle's wire bead based on the inflation internal pressure value, the radius of the tire carcass layer at the tire crown, and the maximum radius of the tire section includes: determining the fifth tension generated by the inflation pressure on the target vehicle's tire carcass based on the tire weight, the radius of the tire carcass layer at the tire crown, the maximum radius of the tire section, and the radius of the wire bead; and determining the first tension based on the fifth tension, the first angle between the fifth tension and the first tension, and the radius of the wire bead.

[0010] Optionally, determining the second tension generated by the rim reaction force on the target vehicle's wire coil based on the wire coil diameter, the maximum width of the wire coil, the compressive elastic modulus of the component below the wire coil, the compression amount of the component below the wire coil, and the total thickness of the component below the wire coil includes: determining the compression amount of the component below the wire coil based on the change in the wire coil radius and the change in the thickness of the component below the wire coil, wherein the change in the wire coil radius is determined by the cross-sectional area of ​​the wire coil, the elastic modulus of the wire coil, and the radius of the wire coil, and the change in the thickness of the component below the wire coil is determined by the compressive elastic modulus of the component below the wire coil and the total thickness of the component below the wire coil; determining the elastic interference coefficient of the wire coil based on the compression amount of the component below the wire coil, and determining the sixth tension based on the elastic interference coefficient of the wire coil, the first tension, the maximum width of the wire coil, and the radius of the wire coil, wherein the sixth tension is used to characterize the tension generated by the target vehicle's wire coil when subjected to the fifth tension; and determining the second tension based on the sixth tension and the first tension.

[0011] Optionally, determining the third tension generated by the torque force on the steel wire ring of the target vehicle based on the driving speed, tire load, tire load radius, and inner diameter of the steel wire ring includes: determining the target friction coefficient of the target vehicle during driving based on the driving speed and a preset initial friction coefficient; determining the first friction force between the tire and the ground of the target vehicle based on the target friction coefficient, and determining the first torque force based on the first friction force, tire load, and tire load radius; determining the second friction force between the tire bead and the rim of the target vehicle based on the target friction coefficient, and determining the second torque force based on the second friction force and the diameter of the steel wire ring; and determining the third tension based on the first torque force and the second torque force.

[0012] Optionally, the fourth tension generated by the centrifugal force on the steel wire ring of the target vehicle is determined based on the tire weight, driving speed, tire load radius, and tire dynamic centrifugal radius. This includes: determining the centrifugal force generated by the tire rotation during the driving process of the target vehicle based on the tire weight, driving speed, tire load radius, and tire dynamic centrifugal radius; determining the seventh tension acting on the steel wire ring by the centrifugal force, and determining the second angle between the seventh tension and the centrifugal force; and determining the fourth tension based on the centrifugal force, the steel wire ring radius, and the second angle.

[0013] Optionally, determining the dynamic safety factor of the wire coil based on dynamic tension includes using the ratio of the wire hardness of the wire coil to the dynamic tension as the dynamic safety factor.

[0014] According to another aspect of the embodiments of this application, a dynamic safety assessment device for a steel wire ring is also provided, comprising: an acquisition module for acquiring the driving speed and vehicle parameters of a target vehicle, wherein the vehicle parameters include: tire parameters and steel wire ring parameters; a determination module for determining the dynamic force on the steel wire ring of the target vehicle based on the driving speed and vehicle parameters, and determining the dynamic tension generated by the dynamic force on the steel wire ring, wherein the dynamic tension includes: a first tension generated by the inflation internal pressure, a second tension generated by the rim reaction force, a third tension generated by the torque force, and a fourth tension generated by the centrifugal force; and an assessment module for determining the dynamic safety multiple of the steel wire ring based on the dynamic tension, and determining that the steel wire ring of the target vehicle is in a safe state when a preset dynamic safety threshold is less than the dynamic safety multiple.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, the electronic device including: a memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the above-described dynamic safety assessment method for steel wire coils through the computer program.

[0016] In this embodiment, the driving speed and vehicle parameters of the target vehicle are obtained, including tire parameters and wire rod parameters. Based on the driving speed and vehicle parameters, the dynamic force on the wire rod of the target vehicle is determined, and the dynamic tension generated by the dynamic force on the wire rod is determined. The dynamic tension includes a first tension generated by the inflation internal pressure, a second tension generated by the rim reaction force, a third tension generated by the torque force, and a fourth tension generated by the centrifugal force. Based on the dynamic tension, the dynamic safety multiple of the wire rod is determined, and when the preset dynamic safety threshold is less than the dynamic safety multiple, the wire rod of the target vehicle is determined to be in a safe state.

[0017] In the above technical solution, by analyzing the dynamic comprehensive tension of the target vehicle's tire during actual operation—the first tension generated by the internal pressure inflation force, the second tension generated by the rim reaction force, the third tension generated by the torque force, and the fourth tension generated by the centrifugal force—the dynamic safety multiple of the steel wire ring is determined. This allows for a more accurate analysis of the dynamic safety performance of the steel wire ring, thereby solving the technical problem that the lack of dynamic tension analysis in related technologies leads to poor dynamic safety performance of the steel wire ring, making it highly susceptible to tire bead damage. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0019] Figure 1This is a flowchart of an optional dynamic safety assessment method for steel wire coils according to an embodiment of this application;

[0020] Figure 2 This is a schematic diagram of an optional tire wire bead structure according to an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of an optional stress analysis of a wire coil according to an embodiment of this application;

[0022] Figure 4 This is a schematic diagram of an optional inflation internal pressure tension generating a first tension F1 according to an embodiment of this application;

[0023] Figure 5 This is a schematic diagram of an optional torque force generating a third tension F3 according to an embodiment of this application;

[0024] Figure 6 This is a schematic diagram of an optional centrifugal force according to an embodiment of this application;

[0025] Figure 7 This is a schematic diagram of an optional centrifugal force generating a fourth tension F4 according to an embodiment of this application;

[0026] Figure 8 This is a schematic diagram of an optional dynamic safety assessment device for steel wire coils according to an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first," "second," etc., used in the specification, claims, and drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] Furthermore, all information and data (including but not limited to user device information, user personal information, etc.) involved in this application are information and data authorized by the user or fully authorized by all parties. For example, this system has an interface with the relevant user or organization. Before obtaining relevant information, it needs to send an acquisition request to the aforementioned user or organization through the interface, and obtain the relevant information after receiving the consent information from the aforementioned user or organization.

[0030] Example 1

[0031] As the main force transmission component of the tire bead, the steel wire ring plays an important role in the vehicle. Therefore, the stress and safety of the steel wire ring must be carefully studied during the tire structure design, especially for heavy-duty or overloaded tires, where this is a critical design part.

[0032] Regarding the analysis of the steel wire bead, the relevant technologies mainly improve the performance of the tire bead by changing the arrangement of the steel wire bead structure. For example, patent (CN 102107590 B) provides a steel wire bead structure for an all-steel tubeless radial truck tire. The cross-section of this steel wire bead consists of 63 steel wires arranged in a left-sloping heptagonal shape. There are eight rows of steel wires stacked from the bottom to the top. The number of steel wires in the first to eighth rows are 8, 9, 10, 10, 9, 7, 6, and 4, respectively. The line connecting the center points of the steel wires in the first row forms a 10°-20° angle with the horizontal position. The line connecting the center points of the first steel wires in the first to fourth rows forms a 130°-140° angle with the horizontal position. The tire bead of this invention adopts a left-sloping heptagonal shape, which greatly improves the tire's service life. Alternatively, it can be used to calculate and evaluate the safety of the steel wire ring under static stress to achieve static analysis of the steel wire ring. For example, patent (CN 104182610 A) provides a method for calculating the safety multiple of the steel wire ring of an all-steel radial tire. It combines a large amount of water pressure burst test data and uses a calculation method that multiplies the breaking force B of a single steel wire by the number of steel wires U in the steel wire ring and then compares it with the circumferential force F of the steel wire ring. The calculation of the safety multiple of the steel wire ring is more accurate and reasonable, and the deviation from the water pressure burst test value is controlled within 5%-10%, which greatly improves the calculation accuracy.

[0033] However, both of the above methods have the drawback of not being able to accurately evaluate the safety and reliability of the steel wire bead design for heavy-duty and demanding operating conditions. Especially for heavy-duty tires, the operating conditions are more demanding, with higher loads, air pressures, and driving speeds. Furthermore, trailer wheels are often subjected to large lateral drag forces when turning in corners. If the steel wire bead is designed and calculated based on simplified static steel wire bead tension, although the static safety factor may meet the requirements, there is a significant risk that the design limits may be reached or exceeded in actual use of heavy-duty tires. This would fail to meet the dynamic safety requirements of the steel wire bead and would not be able to scientifically evaluate the dynamic load-bearing performance of the steel wire bead under different market operating conditions, leading to damage problems such as bead breakage and cracking.

[0034] To address the aforementioned technical problems, this application provides a method for dynamic safety assessment of steel wire coils. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0035] Figure 1 This is a flowchart of an optional dynamic safety assessment method for steel wire coils according to an embodiment of this application, such as... Figure 1 As shown, the method includes at least steps S102-S106, wherein:

[0036] Step S102: Obtain the target vehicle's speed and vehicle parameters.

[0037] In the technical solution provided in step S102, the aforementioned driving speed can be denoted as v, with the unit being km / h. The aforementioned vehicle parameters include tire parameters and steel wire bead parameters.

[0038] As an optional implementation, the tire parameters of the target vehicle are obtained, wherein the tire parameters include at least one of the following: the radius R of the tire carcass ply at the tire crown. A (m), Maximum radius of tire section R C (m), tire center of gravity radius R t (m), tire load radius R L (m), tire load L (Kg), tire weight N (Kg), inflation pressure P (Kg·f / m) 2 ), tire dynamic centrifugal radius C (m); obtain the wire carbide parameters of the target vehicle, wherein the wire carbide parameters include at least one of the following: wire carbide diameter D d (m), wire coil radius R d (m), Maximum width of the wire coil B b (m), the compressive elastic modulus E of the component below the wire ring u (Kg / m2 ), the total thickness G of the components below the wire ring u (m), compression amount ε(m) of the component below the wire ring, cross-sectional area F(m²) of the wire ring 2 The elastic modulus E of the wire coil (Kg·f / m) 2 The wire strength U (N / m) of the wire ring 2 ).

[0039] The compressive elastic modulus of the component below the steel wire coil can be understood as the compressive elastic modulus of the rubber / cord composite material below the steel wire coil, which is typically taken as 2.5 × 10⁻⁶. 6 ~3.5×10 6 Kg / m 2 The total thickness of the components beneath the bead ring can be understood as the total thickness of the bead wrapping, tire carcass, bead wrapping, inner liner, and wear-resistant rubber. Furthermore, the aforementioned dynamic centrifugal radius C of the tire can be derived from the bead ring radius R. d and tire center of gravity radius R t Calculated using the following formula:

[0040] C = 0.2 × R d +0.3×R t

[0041] Specifically, Figure 2 This is a schematic diagram of an optional tire wire bead structure according to an embodiment of this application, as shown below. Figure 2 As shown, the specific locations for obtaining the vehicle parameters and wire ring parameters involved in the embodiments of this application can be found in [reference needed]. Figure 2 .

[0042] It should be noted that the radius R of the tire carcass ply at the tire crown is... A With the maximum radius R of the tire section C The values ​​are determined when the tire reaches a balanced profile after inflation. Theoretically, these two values ​​remain unchanged for tires of the same specification and with the same profile. In addition, the inflation pressure P, tire load L, and driving speed v are values ​​inferred based on the actual usage conditions of the tire and are not necessarily the standard values ​​marked on the tire sidewall.

[0043] Step S104: Determine the dynamic force on the wire ring of the target vehicle based on the driving speed and vehicle parameters, and determine the dynamic tension generated by the dynamic force on the wire ring. The dynamic tension includes: the first tension generated by the internal pressure of inflation, the second tension generated by the rim reaction force, the third tension generated by the torque force, and the fourth tension generated by the centrifugal force.

[0044] In the technical solution provided in step S104, Figure 3 This is a schematic diagram of an optional stress analysis of a wire coil according to an embodiment of this application, as shown below. Figure 3 As shown, the aforementioned dynamic tension can be specifically divided into the following four categories: Since the internal pressure of inflation acts on the tension of the tire carcass, the steel wire ring, as a component that anchors the tire carcass—a pressure vessel—is also subject to the first tension transmitted by the tire carcass, denoted as F1 in this embodiment; To ensure a tight fit with the rim, there will be an interference force due to the tire bead design interference and a reaction force formed by the rim on the steel wire ring. Therefore, the steel wire ring will experience a second tension due to this reaction force, denoted as F2 in this embodiment; During the driving, braking, and steering processes of the vehicle, the rim will transmit the first tension to the tire carcass. The torque force is transmitted to the tire bead and then to the tire crown and the ground. The tire surface and the ground generate friction to provide the force required for the tire to move forward, brake and turn. As the main component for transmitting torque force, the steel wire bead is also affected by it and its tension changes. Therefore, the steel wire bead will generate a third tension due to this torque force, which is referred to as F3 in this embodiment. In actual operation, the tire will generate centrifugal force due to high-speed rotation. This centrifugal force is related to the type, specification and usage conditions of the tire. Therefore, the steel wire bead will generate a fourth tension due to this centrifugal force, which is referred to as F4 in this embodiment.

[0045] The following will determine the analysis and calculation methods for each dynamic tension based on its causes. Therefore, the dynamic tension can be calculated according to the following steps S1041-S1044, including:

[0046] Step S1041: Determine the first tension generated by the inflation pressure on the steel wire ring of the target vehicle based on the inflation internal pressure value, the radius of the tire carcass layer of the tire crown, and the maximum radius of the tire cross section.

[0047] Optionally, the fifth tension generated by the inflation pressure on the tire carcass of the target vehicle can be determined based on the tire weight, the radius of the carcass layer of the tire crown, the maximum radius of the tire section, and the radius of the wire bead; the first tension can be determined based on the fifth tension, the first angle between the fifth tension and the first tension, and the radius of the wire bead.

[0048] Specifically, when a vehicle tire is inflated to a certain pressure, the internal pressure from the tire carcass is transmitted through the tire bead. This internal pressure acts on the tire carcass to generate a fifth tension, which is expressed as follows:

[0049]

[0050] The above t can be obtained from the Akasaka formula, that is, the expression for t is:

[0051] Since the tire is a symmetrical circle, this application embodiment can focus only on the study of... Figure 4The diagram shows the inflation balance profile of half a tire. Therefore, the first tension F1 can be determined based on the fifth tension T, the first angle θ between the fifth tension T and the first tension F1, and the radius R of the wire coil. d And it is obtained according to the following calculation formula:

[0052]

[0053] Substituting the expression for the fifth tension T into the above formula, and deriving it step by step as follows, we can obtain:

[0054]

[0055]

[0056] Therefore, the expression for the first tension F1 above can be written as:

[0057]

[0058] Step S1042: Determine the second tension generated by the rim reaction force on the steel wire ring of the target vehicle based on the diameter of the steel wire ring, the maximum width of the steel wire ring, the compressibility of the component below the steel wire ring, the compression amount of the component below the steel wire ring, and the total thickness of the component below the steel wire ring.

[0059] Optionally, the compression of the component below the wire coil can be determined based on the change in the radius of the wire coil and the change in the thickness of the component below the wire coil. The change in the radius of the wire coil is determined by the cross-sectional area of ​​the wire coil, the elastic modulus of the wire coil, and the radius of the wire coil. The change in the thickness of the component below the wire coil is determined by the compressive elastic modulus of the component below the wire coil and the total thickness of the component below the wire coil. The elastic interference coefficient of the wire coil is determined based on the compression of the component below the wire coil. A sixth tension is determined based on the elastic interference coefficient of the wire coil, the first tension, the maximum width of the wire coil, and the radius of the wire coil. The sixth tension characterizes the tension generated when the wire coil of the target vehicle is subjected to a fifth tension. A second tension is determined based on the sixth tension and the first tension.

[0060] Specifically, the tire bead is subjected to a fifth tension T from the tire carcass (i.e., after internal pressure filling) and a reaction force F2 from the rim side. If rim deformation is negligible, the sixth tension T′ generated when the target vehicle's steel wire bead is stretched by the fifth tension T, and the compression ε of the components beneath the steel wire bead, affect the inner diameter of the tire after the steel wire bead is engaged. In other words, the compression ε of the components beneath the steel wire bead and the change in the inner diameter ΔR of the steel wire bead caused by the stretching of the steel wire bead by the fifth tension T... d The thickness change ΔG of the component below the wire coil uTherefore, the compression ε of the component below the wire coil can first be correlated with the change in the inner diameter ΔR of the wire coil. d The thickness change ΔG of the component below the wire coil u The relationship can be written as:

[0061] ε=2ΔR d +2ΔG u

[0062] Among them, the change in the inner diameter of the steel wire coil caused by the fifth tension T is ΔR. d The stress can be determined by the sixth tension T′ generated when the wire loop is subjected to a fifth tension T, the cross-sectional area E of the wire loop, the elastic modulus F of the wire loop, and the radius R of the wire loop. d And determine according to the following formula:

[0063]

[0064] The thickness change ΔG of the component beneath the steel wire ring caused by the fifth tension T is... u It can be determined by the elastic interference coefficient q of the wire ring and the compressive elastic modulus E of the component below the wire ring. u And the total thickness G of the components below the wire ring u And determine according to the following formula:

[0065]

[0066] Therefore, the expression for ε above can also be written as:

[0067]

[0068] Next, the expression for the elastic interference coefficient q of the wire ring can be derived based on the compression ε of the component below the wire ring:

[0069]

[0070] Then, based on the elastic interference coefficient q of the wire coil, the first tension F1, and the maximum width B of the wire coil... b Wire coil radius R d The sixth tension T′ is determined according to the following expression: T′=F1+q×B b ×R d Substituting the expression for the elastic interference coefficient q into the equation, the expression for the sixth tension T′ can be written as:

[0071]

[0072] Because of the denominator in the above expression Since it is much less than 1, the above expression can be further simplified to:

[0073]

[0074] Therefore, by substituting the expression for F1, the expression for the second tension F2 can be written as follows:

[0075]

[0076] It should be noted that since the compressibility of the bead in an all-steel inner tube is almost non-existent, the compressibility coefficient E of the components beneath the steel bead is not considered. u And the compression ε of the components below the bead; while for all-steel tubeless tires with a large interference fit in the bead, the compressive elastic modulus E of the components below the bead needs to be considered in the calculation. u And the compression ε of the components below the wire ring.

[0077] Step S1043: Determine the third tension generated by the torque force on the steel wire of the target vehicle based on the driving speed, tire load, tire load radius and steel wire diameter.

[0078] Optionally, the target friction coefficient of the target vehicle during driving can be determined based on the driving speed and the preset initial friction coefficient; the third tension can be determined based on the target friction coefficient, tire load, wire diameter and tire load radius.

[0079] Specifically, the target coefficient of friction μ between the tire and the ground can be determined according to the following formula:

[0080] μ=μ0+α×v

[0081] Where μ0 represents the preset initial friction coefficient, which is usually 0.6 to 0.8; α represents the speed proportionality coefficient, which is usually 0.005 to 0.007.

[0082] like Figure 5 As shown, the product of the first frictional force between the tire and the ground and the first torque force generated by the tire load radius is equal to the product of the target friction coefficient, the tire load, and the tire load radius. Furthermore, the product of the second frictional force between the tire bead and the rim and the second torque force generated by the rim diameter is equal to the product of the wire bead diameter and the third tension. Therefore, when the product of the first frictional force between the tire and the ground and the first torque force generated by the tire load radius is balanced with the product of the second frictional force between the tire bead and the rim and the second torque force generated by the rim diameter, i.e., D... d ×F3=μ×L×R L Then, the expression for the third tension F3 can be written as:

[0083]

[0084] Next, substituting the expression for the target friction coefficient μ into the above equation, we obtain the following expression for the third tension F3:

[0085]

[0086] Step S1044: Determine the fourth tension generated by the centrifugal force on the steel wire ring of the target vehicle based on the tire weight, driving speed, tire load radius and tire dynamic centrifugal radius.

[0087] Optionally, the centrifugal force generated by the rotation of the tires during the driving process of the target vehicle can be determined based on the tire weight, driving speed, tire load radius and tire dynamic centrifugal radius; the seventh tension acting on the steel wire ring by the centrifugal force can be determined, and the second angle between the seventh tension and the centrifugal force can be determined; the fourth tension can be determined based on the centrifugal force, the radius of the steel wire ring and the second angle.

[0088] Specifically, centrifugal force is usually given by the formula m×r×w. 2 This is expressed as follows: where m represents mass, r represents radius, and w represents angular velocity. For example... Figure 6 As shown, the centrifugal force F generated by the rotation of the tires during the driving process of the target vehicle can be represented. L Expression writing:

[0089]

[0090] Where g is the acceleration due to gravity. The force exerted by this centrifugal force on the steel wire coil is the seventh tension, denoted as f2, and its expression can be written as:

[0091] Further, refer to Figure 7 It can be seen that the second angle between the seventh tension f2 and the centrifugal force is ψ. Therefore, the relationship between the fourth tension and the seventh tension can be written as:

[0092]

[0093] Simplifying both sides of the above formula and substituting them into the expression for the seventh tension f2, we get:

[0094]

[0095] Therefore, introducing centrifugal force F L From the expression for the fourth tension F4, we can obtain the expression for the fourth tension:

[0096]

[0097] In the scheme defined in steps S1041 to S1044 above, by specifically analyzing the various forces under dynamic conditions when the steel wire ring is in contact with the rim during actual operation, namely the internal pressure inflation force of the steel wire ring, the reaction force of the rim, the torsional force and the centrifugal force, a calculation method is formed for the comprehensive dynamic tension generated by the steel wire ring under the synergistic action of various forces.

[0098] Therefore, the dynamic tension T can be obtained through the above steps S1041 to S1044. D The expression:

[0099]

[0100] It should be noted that there are no specific restrictions on the execution flow of steps S1041 to S1044 above, and any one of steps S1041 to S1044 can be executed first.

[0101] In addition, when the tire load L = 0 and the driving speed v = 0 in the calculation formulas provided in steps S1041 to S1044, the static comprehensive tension can be calculated.

[0102] Step S106: Determine the dynamic safety factor of the wire ring based on the dynamic tension, and determine that the wire ring of the target vehicle is in a safe state when the preset dynamic safety threshold is less than the dynamic safety factor.

[0103] As an optional implementation, in the technical solution provided in step S106, the wire hardness U of the wire coil can be related to the dynamic tension T. D The ratio is used as the dynamic safety factor.

[0104] Furthermore, the dynamic safety factor is compared with the preset dynamic safety threshold. When the preset dynamic safety threshold is less than the dynamic safety factor, the steel wire ring of the target vehicle is determined to be in a safe state, that is, the safety is relatively high. When the preset dynamic safety threshold is greater than the dynamic safety factor, the steel wire ring of the target vehicle is determined to be in an abnormal state, that is, the safety is poor. In this case, the number of steel wire rings can be increased to improve the safety and stability of the steel wire ring.

[0105] Based on the scheme defined in steps S102 to S106 above, it can be understood that in the embodiment, the driving speed and vehicle parameters of the target vehicle are obtained, wherein the vehicle parameters include: tire parameters and steel wire wheel parameters; the dynamic force on the steel wire wheel of the target vehicle is determined based on the driving speed and vehicle parameters, and the dynamic tension generated by the dynamic force on the steel wire wheel is determined, wherein the dynamic tension includes: the first tension generated by the inflation internal pressure, the second tension generated by the rim reaction force, the third tension generated by the torque force, and the fourth tension generated by the centrifugal force; the dynamic safety multiple of the steel wire wheel is determined based on the dynamic tension, and when the preset dynamic safety threshold is less than the dynamic safety multiple, the steel wire wheel of the target vehicle is determined to be in a safe state.

[0106] Therefore, the technical solution of this application, through comprehensive analysis of the internal pressure tension of the steel wire ring, the reaction force of the rim, the torsional force and the centrifugal force, forms a calculation method for the combined effect of various forces, achieving the purpose of scientifically and accurately evaluating the safety and reliability of the steel wire ring under dynamic tire conditions. This ensures that the tire meets the requirements for the dynamic safety of the steel wire ring in actual use of heavy-duty tires, thereby solving the technical problem that the dynamic safety performance of the steel wire ring is poor and easily causes tire bead damage because related technologies do not perform dynamic tension analysis on the steel wire ring.

[0107] Example 2

[0108] According to an embodiment of this application, a dynamic safety assessment device for steel wire coils is also provided for implementing the above-described dynamic safety assessment method for steel wire coils. Figure 8 This is a schematic diagram of an optional dynamic safety assessment device for steel wire coils according to an embodiment of this application, as shown below. Figure 8 As shown, the dynamic safety assessment device for steel wire coils includes at least an acquisition module 81, a determination module 82, and an assessment module 83, wherein:

[0109] The acquisition module 81 is used to acquire the driving speed and vehicle parameters of the target vehicle, including tire parameters and wire wheel parameters.

[0110] Specifically, the aforementioned driving speed can be denoted as v, with the unit being km / h. The vehicle parameters mentioned above include tire parameters and steel bead parameters.

[0111] As an optional implementation, the acquisition module 81 can acquire the tire parameters of the target vehicle, wherein the tire parameters include at least one of the following: the radius R of the tire carcass ply at the tire crown. A (m), Maximum radius of tire section R C (m), tire center of gravity radius R t (m), tire load radius R L(m), tire load L (Kg), tire weight N (Kg), inflation pressure P (Kg·f / m) 2 ), tire dynamic centrifugal radius C (m); obtain the wire carbide parameters of the target vehicle, wherein the wire carbide parameters include at least one of the following: wire carbide diameter D d (m), wire coil radius R d (m), Maximum width of the wire coil B b (m), the compressive elastic modulus E of the component below the wire ring u (Kg / m 2 ), the total thickness G of the components below the wire ring u (m), compression amount ε(m) of the component below the wire ring, cross-sectional area F(m²) of the wire ring 2 The elastic modulus E of the wire coil (Kg·f / m) 2 The wire strength U (N / m) of the wire ring 2 ).

[0112] The compressive elastic modulus of the component below the steel wire coil can be understood as the compressive elastic modulus of the rubber / cord composite material below the steel wire coil, which is typically taken as 2.5 × 10⁻⁶. 6 ~3.5×10 6 Kg / m 2 The total thickness of the components beneath the bead ring can be understood as the total thickness of the bead wrapping, tire carcass, bead wrapping, inner liner, and wear-resistant rubber. Furthermore, the aforementioned dynamic centrifugal radius C of the tire can be derived from the bead ring radius R. d and tire center of gravity radius R t Calculated using the following formula:

[0113] C = 0.2 × R d +0.3×R t

[0114] It should be noted that the radius R of the tire carcass ply at the tire crown is... A With the maximum radius R of the tire section C The values ​​are determined when the tire reaches a balanced profile after inflation. Theoretically, these two values ​​remain unchanged for tires of the same specification and with the same profile. In addition, the inflation pressure P, tire load L, and driving speed v are values ​​inferred based on the actual usage conditions of the tire and are not necessarily the standard values ​​marked on the tire sidewall.

[0115] The determination module 82 is used to determine the dynamic force on the wire ring of the target vehicle based on the driving speed and vehicle parameters, and to determine the dynamic tension generated by the dynamic force on the wire ring. The dynamic tension includes: the first tension generated by the internal pressure of the air, the second tension generated by the reaction force of the wheel rim, the third tension generated by the torque force, and the fourth tension generated by the centrifugal force.

[0116] As an optional implementation, the determining module 82 can determine the first tension generated by the inflation pressure on the target vehicle's wire ring based on the inflation internal pressure value, the radius of the tire carcass layer at the tire crown, and the maximum radius of the tire section; determine the second tension generated by the rim reaction force on the target vehicle's wire ring based on the wire ring diameter, the maximum width of the wire ring, the compressibility of the component under the wire ring, the compression amount of the component under the wire ring, and the total thickness of the component under the wire ring; determine the third tension generated by the torque force on the target vehicle's wire ring based on the driving speed, tire load, tire load radius, and wire ring diameter; and determine the fourth tension generated by the centrifugal force on the target vehicle's wire ring based on the tire weight, driving speed, tire load radius, and tire dynamic centrifugal radius.

[0117] The calculation methods for each tension will be explained further below.

[0118] Optionally, the determining module 82 can determine the fifth tension generated by the inflation pressure on the tire carcass of the target vehicle based on the tire weight, the radius of the carcass layer of the tire crown, the maximum radius of the tire section, and the radius of the wire bead; and determine the first tension based on the fifth tension, the first angle between the fifth tension and the first tension, and the radius of the wire bead.

[0119] Optionally, the determining module 82 can determine the compression of the component below the wire coil based on the change in the radius of the wire coil and the change in the thickness of the component below the wire coil. The change in the radius of the wire coil is determined by the cross-sectional area of ​​the wire coil, the elastic modulus of the wire coil, and the radius of the wire coil. The change in the thickness of the component below the wire coil is determined by the compressive elastic modulus of the component below the wire coil and the total thickness of the component below the wire coil. The module then determines the elastic interference coefficient of the wire coil based on the compression of the component below the wire coil, and determines a sixth tension based on the elastic interference coefficient of the wire coil, the first tension, the maximum width of the wire coil, and the radius of the wire coil. The sixth tension characterizes the tension generated when the wire coil of the target vehicle is subjected to a fifth tension. Finally, the module determines a second tension based on the sixth tension and the first tension.

[0120] Optionally, the determining module 82 can determine the target friction coefficient of the target vehicle during driving based on the driving speed and a preset initial friction coefficient; determine the first friction force between the tire and the ground of the target vehicle based on the target friction coefficient, and determine the first torque force based on the first friction force, tire load, and tire load radius; determine the second friction force between the tire bead and the rim of the target vehicle based on the target friction coefficient, and determine the second torque force based on the second friction force and the diameter of the wire bead; and determine the third tension based on the first torque force and the second torque force.

[0121] Optionally, the determining module 82 can determine the centrifugal force generated by the rotation of the tire during the driving process of the target vehicle based on the tire weight, driving speed, tire load radius and tire dynamic centrifugal radius; determine the seventh tension acting on the steel wire ring by the centrifugal force, and determine the second angle between the seventh tension and the centrifugal force; and determine the fourth tension based on the centrifugal force, the steel wire ring radius and the second angle.

[0122] Therefore, by specifically analyzing the various forces that the steel wire ring experiences in the actual operation of the tire under dynamic conditions after it is in contact with the rim, namely the internal pressure inflation force of the steel wire ring, the reaction force of the rim, the torsional force, and the centrifugal force, a calculation method is formed for the comprehensive dynamic tension generated by the steel wire ring under the synergistic action of these forces.

[0123] Evaluation module 83 is used to determine the dynamic safety factor of the wire coil based on dynamic tension, and to determine that the wire coil of the target vehicle is in a safe state when the preset dynamic safety threshold is less than the dynamic safety factor.

[0124] As an alternative implementation, the ratio of the wire hardness of the wire coil to the dynamic tension can be used as the dynamic safety factor.

[0125] Furthermore, the evaluation module 83 compares the dynamic safety multiple with a preset dynamic safety threshold. When the preset dynamic safety threshold is less than the dynamic safety multiple, the target vehicle's wire coil is determined to be in a safe state, i.e., with high safety. When the preset dynamic safety threshold is greater than the dynamic safety multiple, the target vehicle's wire coil is determined to be in an abnormal state, i.e., with poor safety. In this case, the number of wire coils can be increased to improve the safety and stability of the wire coil.

[0126] It should be noted that each module in the wire loop dynamic safety assessment device in this application embodiment corresponds one-to-one with each implementation step of the wire loop dynamic safety assessment method in embodiment 1. Since embodiment 1 has been described in detail, some details not shown in this embodiment can be referred to embodiment 1, and will not be elaborated further here.

[0127] Example 3

[0128] According to an embodiment of this application, an electronic device is also provided, comprising: a memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the wire coil dynamic safety assessment method of Embodiment 1 through the computer program.

[0129] Specifically, the processor is configured to execute the following steps via a computer program:

[0130] Step S102: Obtain the target vehicle's speed and vehicle parameters, including tire parameters and wire wheel parameters.

[0131] Step S104: Determine the dynamic force on the wire ring of the target vehicle based on the driving speed and vehicle parameters, and determine the dynamic tension generated by the dynamic force on the wire ring. The dynamic tension includes: the first tension generated by the inflation internal pressure, the second tension generated by the rim reaction force, the third tension generated by the torque force, and the fourth tension generated by the centrifugal force.

[0132] Step S106: Determine the dynamic safety factor of the wire ring based on the dynamic tension, and determine that the wire ring of the target vehicle is in a safe state when the preset dynamic safety threshold is less than the dynamic safety factor.

[0133] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0134] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0135] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0136] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0137] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0138] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0139] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for dynamic safety assessment of steel wire coils, characterized in that, include: The vehicle's speed and parameters are obtained, including tire parameters and wire bead parameters. Based on the driving speed and the vehicle parameters, the dynamic force on the wire ring of the target vehicle is determined, and the dynamic tension generated by the dynamic force on the wire ring is determined. The dynamic tension includes: a first tension generated by the internal pressure of inflation, a second tension generated by the rim reaction force, a third tension generated by the torque force, and a fourth tension generated by the centrifugal force. The dynamic safety factor of the wire ring is determined based on the dynamic tension, and the wire ring of the target vehicle is determined to be in a safe state when the preset dynamic safety threshold is less than the dynamic safety factor. The determination of the dynamic force on the steel wire ring of the target vehicle based on the driving speed and vehicle parameters includes: determining the fifth tension generated by the inflation pressure on the tire carcass of the target vehicle based on the tire weight, tire crown radius, maximum tire cross-sectional radius, and steel wire ring radius in the tire parameters; determining the first tension generated by the inflation pressure on the steel wire ring of the target vehicle based on the fifth tension, the first angle between the fifth tension and the first tension, and the steel wire ring radius; and determining the compression of the component below the steel wire ring based on the change in steel wire ring radius and the change in thickness of the component below the steel wire ring, wherein the change in steel wire ring radius is determined by the cross-sectional area of ​​the steel wire ring, the elastic modulus of the steel wire ring, and the steel wire ring radius in the steel wire ring parameters, and the change in thickness of the component below the steel wire ring is determined by the compressive elastic modulus of the component below the steel wire ring and the steel wire ring... The total thickness of the lower component is determined; the elastic interference coefficient of the wire coil is determined based on the compression of the lower component in the wire coil parameters; and the sixth tension is determined based on the elastic interference coefficient of the wire coil, the first tension, the maximum width of the wire coil and the radius of the wire coil in the wire coil parameters, wherein the sixth tension is used to characterize the tension generated by the wire coil of the target vehicle when it is stretched by the fifth tension; the second tension generated by the rim reaction force on the wire coil of the target vehicle is determined based on the sixth tension and the first tension; the third tension generated by the torque force on the wire coil of the target vehicle is determined based on the driving speed, the wire coil diameter in the wire coil parameters, the tire load and the tire load radius in the tire parameters; and the fourth tension generated by the centrifugal force on the wire coil of the target vehicle is determined based on the driving speed, the tire weight, the tire load radius and the tire dynamic centrifugal radius in the tire parameters.

2. The method according to claim 1, characterized in that, Obtain the vehicle parameters of the target vehicle, including: Obtain the tire parameters of the target vehicle, wherein the tire parameters include: tire carcass ply radius of the tire crown, maximum tire section radius, tire center of gravity radius, tire load radius, tire load, tire weight, inflation pressure, and tire dynamic centrifugal radius. Obtain the wire coil parameters of the target vehicle, wherein the wire coil parameters include: wire coil diameter, wire coil radius, maximum wire coil width, compressive elasticity of the component below the wire coil, total thickness of the component below the wire coil, compression amount of the component below the wire coil, cross-sectional area of ​​the wire coil, elastic coefficient of the wire coil, and wire strength of the wire coil.

3. The method according to claim 1, characterized in that, The third tension generated by the torque force on the steel wire ring of the target vehicle is determined based on the driving speed, the steel wire ring diameter in the steel wire ring parameters, and the tire load and tire load radius in the tire parameters, including: The target friction coefficient of the target vehicle during the driving process is determined based on the driving speed and the preset initial friction coefficient; The third tension is determined based on the target coefficient of friction, the tire load, the diameter of the wire bead, and the tire load radius.

4. The method according to claim 1, characterized in that, The fourth tension generated by the centrifugal force on the steel wire coil of the target vehicle is determined based on the driving speed, tire weight, tire load radius, and tire dynamic centrifugal radius, including: The centrifugal force generated by the tire rotation during the driving process of the target vehicle is determined based on the tire weight, the driving speed, the tire load radius, and the tire dynamic centrifugal radius. Determine the seventh tension acting on the steel wire coil by the centrifugal force, and determine the second angle between the seventh tension and the centrifugal force; The fourth tension is determined based on the centrifugal force, the radius of the steel wire coil, and the second included angle.

5. The method according to claim 2, characterized in that, Determining the dynamic safety factor of the wire coil based on the dynamic tension includes: The ratio of the wire strength of the wire coil to the dynamic tension is used as the dynamic safety factor.

6. A dynamic safety assessment device for steel wire coils, wherein the dynamic safety assessment device for steel wire coils performs the dynamic safety assessment method for steel wire coils according to any one of claims 1 to 5, characterized in that, include: The acquisition module is used to acquire the driving speed and vehicle parameters of the target vehicle, wherein the vehicle parameters include: tire parameters and wire bead parameters; The determination module is used to determine the dynamic force on the wire ring of the target vehicle based on the driving speed and the vehicle parameters, and to determine the dynamic tension generated by the dynamic force on the wire ring, wherein the dynamic tension includes: a first tension generated by the internal pressure of inflation, a second tension generated by the rim reaction force, a third tension generated by the torque force, and a fourth tension generated by the centrifugal force. The evaluation module is used to determine the dynamic safety factor of the wire coil based on the dynamic tension, and to determine that the wire coil of the target vehicle is in a safe state when the preset dynamic safety threshold is less than the dynamic safety factor.

7. An electronic device, characterized in that, include: A memory and a processor, wherein the memory stores a computer program, and the processor is configured to execute the dynamic safety assessment method for wire coils according to any one of claims 1 to 5 through the computer program.

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