A method, system and electronic device for determining a transient temperature field of an aircraft tire
Patent Information
- Application Number
- CN202311151226.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-09-07
- Publication Date
- 2026-10-27
- Estimated Expiration
- 2043-09-07
AI Technical Summary
另一方面，航空轮胎起飞-滑行与着陆-滑行的时间有限，轮胎内部的温度场远远没有达到平衡
[0029]在航空轮胎温度场的求解过程中，主要包括航空轮胎几何模型建立、材料及部件属性、边界条件设置、应力和应变场求解、生热率计算以及温度场求解等主要环节。其中，航空轮胎真实工况瞬态温度场求解过程中几何模型建立与材料及部件属性定义均与稳态温度场的求解过程相同。航空轮胎几何模型的建立基于航空轮胎的具体结构，首先顺应骨架材料排布走势对橡胶部件进行网格划分，随后依据橡胶部件的网格对骨架材料划分；针对速度和载荷将航空轮胎整个工况过程划分出不同的阶段，包括：匀速阶段、匀加速极端或匀减速阶段等。首先，基于划分处的不同阶段，分别计算求解不同阶段节点处的应力和应变场，为后续生热率的计算提供数据基础。其次，在力场求解结果中提取二维断面所有网格的应力、应变在整个滚动周期内的变化曲线，计算获得阶段节点处的生热率分布情况。随后，将不同阶段节点的生热率线性连接，从而获得整个工况下的生热率变化历程曲线。此外，航空轮胎真实工况下的边界条件建立主要包括了轮辋热传导边界条件以及外轮廓热对流边界条件。其中，轮辋热传导边界条件依据由于刹车热等造成轮辋实时温度变化曲线；而外轮廓热对流边界条件的关键是轮胎不同位置表面的热对流扩散系数，其数值与轮胎表面不同位置的半径、线速度以及滚转角速度有关。同样地，在计算航空轮胎外轮廓热对流扩散系数时基于整个工况中的阶段划分，求解阶段节点处不同位置表面的流扩散系数数值，并用线性代替获得整个过程中的热对流扩散系数变化曲线。最后，基于生热率及边界条件变化曲线，求解整个工况历程的瞬态温度场。
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Figure CN117131744B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aircraft tire technology, and in particular to a method, system, and electronic device for determining the transient temperature field of an aircraft tire. Background Technology
[0002] Aircraft tires, also known as aircraft tires, are the only components of an aircraft in contact with the ground, playing a crucial role in the safety of the aircraft during takeoff / landing and taxiing. However, due to significant deformation and high speeds, aircraft tires generate a large amount of heat during rolling, causing their temperature to rise significantly (up to 150°C or higher). This high temperature is a key factor contributing to aircraft tire failures such as delamination and bursting. Therefore, determining the temperature field of aircraft tires under real-world operating conditions such as takeoff, landing, and taxiing is essential for understanding aircraft tire failures and optimizing their structure and materials. Due to the complex structure of aircraft tires, it is difficult to obtain the global temperature field of aircraft tires under operating conditions through experimental methods.
[0003] Conventional methods for calculating the temperature field of aircraft tires are mostly derived from those for automobile tires and other ground-based tires. These methods calculate the steady-state temperature field of the tire under steady-state rolling conditions, assuming the tire continues to roll at the same speed and load until the heat generation and dissipation of the entire tire reach equilibrium, achieving a dynamic equilibrium (steady-state) temperature distribution. Automobile tires, in real-world operating conditions, typically roll over long distances at constant speed and load, thus their internal temperature can achieve dynamic equilibrium. Therefore, the calculated steady-state temperature field is close to the temperature field under real-world conditions. However, aircraft tires, in real-world operating conditions, include takeoff-taxiing and landing-taxiing, and their load changes with the aircraft's acceleration / deceleration. Furthermore, the takeoff-taxiing and landing-taxiing times for aircraft tires are finite, and the internal temperature field of the tire is far from reaching equilibrium. Therefore, the calculated steady-state temperature field differs significantly from the temperature field of aircraft tires under real-world operating conditions. Summary of the Invention
[0004] The purpose of this invention is to provide a method, system, and electronic device for determining the transient temperature field of aircraft tires, which can effectively obtain the distribution of the transient temperature field of aircraft tires under real operating conditions.
[0005] To achieve the above objectives, the present invention provides the following solution:
[0006] A method for determining the transient temperature field of an aircraft tire, the method comprising:
[0007] Construct a geometric model of the target aircraft tire;
[0008] Based on the geometric model of the target aircraft tire, the stress and strain fields at the stage nodes between adjacent working stages are calculated; the stage node is the critical point when the working stage changes; the working stage is a uniform speed stage, a uniform acceleration stage, or a uniform deceleration stage; the uniform speed stage is a stage composed of continuous uniform speed states, the uniform acceleration stage is a stage composed of continuous uniform acceleration states, and the uniform deceleration stage is a stage composed of continuous uniform deceleration states.
[0009] Based on the stress and strain fields at all stage nodes within a rolling cycle, calculate the stress variation curve and strain field variation curve of the two-dimensional model section of the target aircraft tire within a rolling cycle; the rolling cycle includes a uniform speed stage, a uniform acceleration stage, and a uniform deceleration stage.
[0010] Based on the stress change curve and strain field change curve, the heat generation rate at each stage node within a rolling cycle is calculated, and the heat generation rate curve for the entire operating condition is determined based on the heat generation rate at all stage nodes; the entire operating condition includes multiple rolling cycles.
[0011] Based on the heat generation rate curve, preset boundary conditions, and heat transfer control equation under the entire operating condition, the transient temperature field of the target aircraft tire under the entire operating condition is calculated; the boundary conditions include rim heat conduction boundary conditions and outer contour heat convection boundary conditions; the rim heat conduction boundary condition is the preset real-time temperature change curve of the rim; the outer contour heat convection boundary condition is the heat convection diffusion coefficient curve of the surface of the target aircraft tire.
[0012] Optionally, based on the stress variation curve and strain field variation curve, the heat generation rate at each stage node within a rolling cycle is calculated, and the heat generation rate curve for the entire operating condition is determined based on the heat generation rate at all stage nodes, specifically including:
[0013] The stress variation curve and the strain field variation curve are decomposed using Fourier transform to obtain the harmonic functions of the stress variation curve and the strain field variation curve with respect to time.
[0014] Based on the corresponding time at each stage node within a rolling cycle, the values of the harmonic function of the stress change curve with respect to time and the harmonic function of the strain field change curve with respect to time at each stage node are determined respectively.
[0015] Based on the values of the harmonic function of the stress change curve with respect to time and the harmonic function of the strain field change curve with respect to time at each stage node, the heat generation rate at each corresponding stage node is calculated using the energy dissipation calculation formula for rubber materials.
[0016] Based on the heat generation rate at each stage node within a rolling cycle, the heat generation rate curve under the entire operating condition is obtained.
[0017] Optionally, the transient temperature field of the target aircraft tire under all operating conditions can be calculated using the finite element analysis method.
[0018] Optionally, the stress and strain fields at the stage nodes can be calculated using the finite element analysis method.
[0019] Optionally, the thermal convection diffusion coefficient of the target aircraft tire surface at the stage node is calculated by applying the third type of boundary conditions, thereby obtaining the thermal convection diffusion coefficient curve of the target aircraft tire surface under the entire operating condition.
[0020] A system for determining the transient temperature field of an aircraft tire, applying the aforementioned method for determining the transient temperature field of an aircraft tire, the system comprising:
[0021] The first building module is used to build the geometric model of the target aircraft tire;
[0022] The first calculation module is used to calculate the stress and strain fields at the stage nodes between adjacent working stages based on the geometric model of the target aircraft tire; the stage node is the critical point when the working stage changes; the working stage is a uniform speed stage, a uniform acceleration stage, or a uniform deceleration stage; the uniform speed stage is a stage composed of continuous uniform speed states, the uniform acceleration stage is a stage composed of continuous uniform acceleration states, and the uniform deceleration stage is a stage composed of continuous uniform deceleration states.
[0023] The second calculation module is used to calculate the stress change curve and strain field change curve of the two-dimensional model section of the target aircraft tire within a rolling cycle based on the stress and strain fields at all stage nodes within a rolling cycle; the rolling cycle includes a uniform speed stage, a uniform acceleration stage, and a uniform deceleration stage.
[0024] The third calculation module is used to calculate the heat generation rate at each stage node within a rolling cycle based on the stress change curve and the strain field change curve, and to determine the heat generation rate curve for the entire operating condition based on the heat generation rate at all stage nodes; the entire operating condition includes multiple rolling cycles.
[0025] The fourth calculation module is used to calculate the transient temperature field of the target aircraft tire under the entire operating condition based on the heat generation rate curve, preset boundary conditions, and heat transfer control equations under the entire operating condition. The boundary conditions include rim heat conduction boundary conditions and outer contour heat convection boundary conditions. The rim heat conduction boundary condition is a preset real-time temperature change curve of the rim. The outer contour heat convection boundary condition is the heat convection diffusion coefficient curve of the surface of the target aircraft tire.
[0026] An electronic device includes a memory and a processor, the memory storing a computer program, and the processor running the computer program to enable the electronic device to perform the above-described method for determining the transient temperature field of an aircraft tire.
[0027] Optionally, the memory is a readable storage medium.
[0028] According to specific embodiments provided by the present invention, the present invention discloses the following technical effects:
[0029] The solution process for the temperature field of aircraft tires mainly includes the establishment of the aircraft tire geometric model, material and component properties, boundary condition settings, stress and strain field solutions, heat generation rate calculation, and temperature field solution. The establishment of the geometric model and the definition of material and component properties in the transient temperature field solution under actual operating conditions are the same as those in the steady-state temperature field solution process. The establishment of the aircraft tire geometric model is based on the specific structure of the aircraft tire. First, the rubber components are meshed according to the arrangement of the skeleton materials, and then the skeleton materials are meshed based on the mesh of the rubber components. The entire operating process of the aircraft tire is divided into different stages based on speed and load, including: a uniform speed stage, a uniform acceleration extreme stage, or a uniform deceleration stage. First, based on the different stages, the stress and strain fields at the nodes of different stages are calculated to provide a data foundation for the subsequent calculation of the heat generation rate. Second, the stress and strain variation curves of all meshes in the two-dimensional cross-section are extracted from the force field solution results during the entire rolling cycle to calculate the heat generation rate distribution at the stage nodes. Then, the heat generation rates of the different stage nodes are linearly connected to obtain the heat generation rate variation history curve under the entire operating condition. Furthermore, the boundary conditions established for aircraft tires under real-world operating conditions mainly include rim heat conduction boundary conditions and outer contour heat convection boundary conditions. The rim heat conduction boundary condition is based on the real-time temperature change curve of the rim caused by braking heat, etc.; while the key to the outer contour heat convection boundary condition is the heat convection diffusion coefficient at different locations on the tire surface, the value of which is related to the radius, linear velocity, and roll angular velocity at different locations on the tire surface. Similarly, when calculating the outer contour heat convection diffusion coefficient of the aircraft tire, the process is based on a stage division throughout the entire operating condition. The flow diffusion coefficient values at different locations on the surface at the stage nodes are solved, and a linear substitution is used to obtain the heat convection diffusion coefficient change curve throughout the entire process. Finally, based on the heat generation rate and the boundary condition change curves, the transient temperature field throughout the entire operating condition process is solved. Attached Figure Description
[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0031] Figure 1 This is a flowchart of the method for determining the transient temperature field of an aircraft tire according to the present invention;
[0032] Figure 2 This is a roadmap for solving the transient temperature field of aircraft tires during takeoff or landing-taxiing, as described in this invention.
[0033] Figure 3 This is a graph showing the load and speed changes of the aircraft tire during the taxiing-takeoff process of the present invention;
[0034] Figure 4 This is a graph showing the change in heat generation rate of an example unit in the taxiing-takeoff process of an aircraft tire according to the present invention.
[0035] Figure 5 This is a graph showing the change in the thermal convection diffusion coefficient of an example unit in the aircraft tire taxiing-takeoff process of the present invention.
[0036] Figure 6 This is a graph showing the load and speed changes of the aircraft tire during the landing and taxiing process of the present invention.
[0037] Figure 7 This is a graph showing the change in heat generation rate of an example unit in the landing-tagging process of an aircraft tire according to the present invention.
[0038] Figure 8 This is a graph showing the change in thermal convection diffusion coefficient of an example unit in the landing-gliding process of an aircraft tire according to the present invention. Detailed Implementation
[0039] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0040] The purpose of this invention is to provide a method, system, and electronic device for determining the transient temperature field of aircraft tires, which can effectively obtain the distribution of the transient temperature field of aircraft tires under real operating conditions.
[0041] This invention encompasses real-world operating conditions such as normal taxiing-takeoff, overloaded taxiing-takeoff, normal landing-taxiing, overloaded landing-taxiing, and aborted takeoff. Under these conditions, key parameters of the aircraft tire, such as speed and load, are not constant. On one hand, changes in speed and load lead to variations in the stress and strain fields of the aircraft tire, consequently affecting its heat generation rate. On the other hand, changes in speed alter the relative velocity between the aircraft tire and the air, resulting in changes in the thermal convection diffusion coefficient between the tire surface and the air. Both the internal heat generation rate and the surface thermal convection diffusion coefficient significantly impact the temperature changes of the aircraft tire. Therefore, understanding the speed and load variations of the aircraft tire under real-world conditions and appropriately dividing and equipping these variations is crucial for solving its transient temperature field.
[0042] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0043] Example 1
[0044] like Figure 1 and Figure 2 As shown, the present invention provides a method for determining the transient temperature field of an aircraft tire, the method comprising:
[0045] Step S1: Construct the geometric model of the target aircraft tire.
[0046] In practical applications, the establishment of the geometric model of aircraft tires is based on the specific structure of aircraft tires. First, the rubber parts are meshed according to the arrangement trend of the skeleton material, and then the skeleton material is meshed. The resulting geometric model is used to solve the stress and strain field.
[0047] Step S2: Based on the geometric model of the target aircraft tire, calculate the stress and strain fields at the stage nodes between adjacent working stages.
[0048] Wherein, the stage node is the critical point when the working stage changes; the working stage is a uniform speed stage, a uniform acceleration stage, or a uniform deceleration stage; the uniform speed stage is a stage composed of continuous uniform speed states, the uniform acceleration stage is a stage composed of continuous uniform acceleration states, and the uniform deceleration stage is a stage composed of continuous uniform deceleration states.
[0049] Specifically, the stress and strain fields at the stage nodes are calculated using the finite element analysis method.
[0050] In practical applications, the entire operating process of aircraft tires is divided into different stages based on speed and load, including: uniform speed stage, uniform acceleration extreme stage, or uniform deceleration stage. Based on the different stages, the stress and strain fields at the nodes of different stages are calculated and solved using finite element analysis software, providing a data basis for the subsequent calculation of heat generation rate.
[0051] Step S3: Based on the stress and strain fields at all stage nodes within a rolling cycle, calculate the stress variation curve and strain field variation curve of the two-dimensional model cross-section of the target aircraft tire within a rolling cycle.
[0052] One rolling cycle includes a constant speed phase, a constant acceleration phase, and a constant deceleration phase. Both the stress change curve and the strain field change curve are time-dependent. Here, one rolling cycle refers to one revolution of the target aircraft tire.
[0053] In practical applications, the stress and strain variation curves of all meshes on the cross-section of the two-dimensional model are extracted from the force field solution results within one rolling cycle (one revolution).
[0054] Step S4: Calculate the heat generation rate at each stage node within a rolling cycle based on the stress change curve and strain field change curve, and determine the heat generation rate curve for the entire operating condition based on the heat generation rate at all stage nodes.
[0055] The entire operating condition includes multiple rolling cycles.
[0056] S4 specifically includes:
[0057] Step S41: Use Fourier transform to decompose the stress change curve and the strain field change curve respectively to obtain the harmonic function of the stress change curve with respect to time and the harmonic function of the strain field change curve with respect to time.
[0058] In practical applications, Fourier transform is used to decompose the stress variation curve and strain field variation curve into multi-order harmonic functions, so that the stress variation curve and strain field variation curve are transformed from irregular waveforms into sine and cosine waveforms.
[0059] Step S42: Based on the corresponding time at each stage node within a rolling cycle, determine the values of the harmonic function of the stress change curve with respect to time and the harmonic function of the strain field change curve with respect to time at each stage node.
[0060] Step S43: Based on the values of the harmonic function of the stress change curve with respect to time and the harmonic function of the strain field change curve with respect to time at each stage node, apply the energy dissipation calculation formula for rubber materials to calculate the heat generation rate at each stage node.
[0061] In practical applications, the heat generation rate of each unit at each stage node is calculated using the energy dissipation formula for rubber materials. In this invention, each unit refers to each mesh in the geometric model that constructs the target aircraft tire, and here it refers to each mesh in all meshes on the cross-section of the two-dimensional model.
[0062] Step S43: Based on the heat generation rate at each stage node within a rolling cycle, obtain the heat generation rate curve for the entire operating condition.
[0063] In practical applications, the heat generation rates at different stages are linearly connected to obtain the heat generation rate change history curve under the entire operating condition.
[0064] Step S5: Calculate the transient temperature field of the target aircraft tire under the entire operating condition based on the heat generation rate curve, preset boundary conditions, and heat transfer control equations.
[0065] The boundary conditions include rim heat conduction boundary conditions and outer contour heat convection boundary conditions. The rim heat conduction boundary condition is a preset real-time temperature change curve of the rim; the outer contour heat convection boundary condition is the heat convection diffusion coefficient curve of the target aircraft tire surface. Specifically, the transient temperature field of the target aircraft tire under the entire operating condition is calculated using the finite element analysis method. Specifically, the temperature of the aircraft tire obtained is the transient temperature field that continuously changes throughout the tire's actual operating conditions, and does not represent the temperature field that has reached an equilibrium state (steady state).
[0066] The heat transfer control equation is as follows:
[0067]
[0068] in, Let T be the internal heat source per unit volume, K be the thermal conductivity, and r be the thermal conductivity. z is a cylindrical coordinate.
[0069] Furthermore, the thermal convection diffusion coefficient of the target aircraft tire surface at the stage node is calculated by applying the third type of boundary condition, and the thermal convection diffusion coefficient curve of the target aircraft tire surface under the whole operating condition is obtained; the third type of boundary condition is the thermal boundary condition of the convective heat transfer coefficient between the object and the surrounding fluid and the temperature of the surrounding fluid on a given boundary.
[0070] In practical applications, the boundary conditions established for aircraft tires under real-world operating conditions mainly include rim heat conduction boundary conditions and outer contour heat convection boundary conditions. The rim heat conduction boundary condition is based on a given real-time temperature change curve of the rim; while the key to the outer contour heat convection boundary condition is the heat convection diffusion coefficient at different locations on the tire surface, the value of which is related to the radius, linear velocity, and roll angular velocity at different locations on the tire surface. Similarly, when calculating the outer contour heat convection diffusion coefficient of the aircraft tire, a third type of boundary condition is used to solve for the flow diffusion coefficient value of each element on the tire surface at different stage nodes, and a linear substitution is used to obtain the heat convection diffusion coefficient change curve throughout the entire process.
[0071] like Figure 2 As shown, the technical roadmap for solving the transient temperature field under real-world operating conditions of aircraft tires includes the process of equivalence under real-world operating conditions of aircraft tires, establishment of geometric models, material and component properties, setting of boundary conditions, solving of stress and strain fields, calculation of heat generation rate, and solving of temperature field.
[0072] The operating conditions include normal taxiing-takeoff, overloaded taxiing-takeoff, normal landing-taxiing, overloaded landing-taxiing, and aborted takeoff.
[0073] like Figure 3 As shown, the speed and load curves for the taxiing-takeoff condition are based on the dynamic simulation test curves in GJB 108B-1998 "Test Methods for Military Aircraft Tires". Specific speed and load parameters depend on the specific aircraft model and specifications. Figure 3 In the diagram, the horizontal axis represents time, the left vertical axis represents velocity, and the right vertical axis represents load.
[0074] like Figure 4 As shown, during the entire taxiing-takeoff process of an aircraft tire, a specific internal element represents a location on the cross-section of the aircraft tire. The heat generation rate varies across different elements, which is related to the force field analysis results. Figure 4 In the diagram, the horizontal axis represents time, and the vertical axis on the left represents the heat generation rate.
[0075] like Figure 5 As shown, an example surface element represents a specific location on the entire aircraft tire surface during the taxiing-takeoff process. The thermal convection diffusion coefficient varies across different elements, which is related to the force field analysis results. Figure 5 In the diagram, the horizontal axis represents time, and the vertical axis on the left represents the heat generation rate.
[0076] like Figure 6 As shown, the speed and load curves for the landing-taxiing condition are based on the dynamic simulation test curves in GJB 108B-1998 "Test Methods for Military Aircraft Tires". Specific speed and load parameters depend on the specific aircraft model and specifications. Figure 6In the diagram, the horizontal axis represents time, the left vertical axis represents velocity, and the right vertical axis represents load.
[0077] like Figure 7 As shown, during the landing-tagging process of an aircraft tire, a specific internal element represents a location on the cross-section of the entire aircraft tire. The heat generation rate varies across different elements, which is related to the force field analysis results. Figure 7 In the diagram, the horizontal axis represents time, and the vertical axis on the left represents the heat generation rate.
[0078] like Figure 8 As shown, an example surface element represents a specific location on the entire aircraft tire surface during the landing-tagging process. The thermal convection diffusion coefficient varies across different elements, which is related to the force field analysis results. Figure 8 In the diagram, the horizontal axis represents time, and the vertical axis on the left represents the thermal convection diffusion coefficient.
[0079] This invention utilizes finite element analysis to calculate the temperature field of aircraft tires under operating conditions. This method offers advantages such as high accuracy, fast calculation time, and low cost. Furthermore, it effectively solves for the transient temperature field distribution of aircraft tires under real-world operating conditions, providing a more comprehensive and accurate understanding of tire temperature. Therefore, the temperature field results calculated using the method provided in this patent can directly guide the structural and material design of aircraft tires.
[0080] The transient temperature field solution for aircraft tires under real-world operating conditions in this invention first proposes an equivalent method for handling variable loads and speeds in actual aircraft tire operation, calculating the heat generation rate and thermal diffusivity history curves at all locations on the tire cross-section. Secondly, considering the limited time required for actual aircraft tire use, the transient temperature field is solved, and the tire temperature variation curve over time is analyzed. Based on this, the method for determining the transient temperature field of aircraft tires under real-world operating conditions proposed in this invention can effectively reveal the temperature variation over time across the entire tire of different specifications under various operating conditions, providing a more accurate representation of real-world conditions.
[0081] Example 2
[0082] To execute the method corresponding to Embodiment 1 above and achieve the corresponding functions and technical effects, a system for determining the transient temperature field of an aircraft tire is provided below. The system includes:
[0083] The first building block is used to construct the geometric model of the target aircraft tire.
[0084] The first calculation module is used to calculate the stress and strain fields at the stage nodes between adjacent working stages based on the geometric model of the target aircraft tire; the stage node is the critical point when the working stage changes; the working stage is a uniform speed stage, a uniform acceleration stage, or a uniform deceleration stage; the uniform speed stage is a stage composed of continuous uniform speed states, the uniform acceleration stage is a stage composed of continuous uniform acceleration states, and the uniform deceleration stage is a stage composed of continuous uniform deceleration states.
[0085] The second calculation module is used to calculate the stress change curve and strain field change curve of the two-dimensional model section of the target aircraft tire within a rolling cycle based on the stress and strain fields at all stage nodes within a rolling cycle; the rolling cycle includes a uniform speed stage, a uniform acceleration stage, and a uniform deceleration stage.
[0086] The third calculation module is used to calculate the heat generation rate at each stage node within a rolling cycle based on the stress change curve and the strain field change curve, and to determine the heat generation rate curve for the entire operating condition based on the heat generation rate at all stage nodes; the entire operating condition includes multiple rolling cycles.
[0087] The fourth calculation module is used to calculate the transient temperature field of the target aircraft tire under the entire operating condition based on the heat generation rate curve, preset boundary conditions, and heat transfer control equations under the entire operating condition. The boundary conditions include rim heat conduction boundary conditions and outer contour heat convection boundary conditions. The rim heat conduction boundary condition is a preset real-time temperature change curve of the rim. The outer contour heat convection boundary condition is the heat convection diffusion coefficient curve of the surface of the target aircraft tire.
[0088] Example 3
[0089] This invention provides an electronic device, including a memory and a processor. The memory stores a computer program, and the processor runs the computer program to enable the electronic device to perform the method for determining the transient temperature field of an aircraft tire according to Embodiment 1.
[0090] Alternatively, the aforementioned electronic device may be a server.
[0091] In addition, embodiments of the present invention also provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method for determining the transient temperature field of an aircraft tire as described in Embodiment 1.
[0092] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple; relevant parts can be referred to the method section.
[0093] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.
Claims
1. A method for determining the transient temperature field of an aircraft tire, characterized in that, The determination method includes: Construct a geometric model of the target aircraft tire; Based on the geometric model of the target aircraft tire, the stress and strain fields at the stage nodes between adjacent working stages are calculated; the stage node is the critical point when the working stage changes; the working stage is a uniform speed stage, a uniform acceleration stage, or a uniform deceleration stage; the uniform speed stage is a stage composed of continuous uniform speed states, the uniform acceleration stage is a stage composed of continuous uniform acceleration states, and the uniform deceleration stage is a stage composed of continuous uniform deceleration states. Based on the stress and strain fields at all stage nodes within a rolling cycle, calculate the stress variation curve and strain field variation curve of the two-dimensional model section of the target aircraft tire within a rolling cycle; the rolling cycle includes a uniform speed stage, a uniform acceleration stage, and a uniform deceleration stage. Based on the stress change curve and the strain field change curve, the heat generation rate at each stage node within a rolling cycle is calculated, and the heat generation rate curve for the entire operating condition is determined based on the heat generation rate at all stage nodes; the entire operating condition includes multiple rolling cycles. Based on the heat generation rate curve, preset boundary conditions, and heat transfer control equation under the entire operating condition, the transient temperature field of the target aircraft tire under the entire operating condition is calculated; the boundary conditions include rim heat conduction boundary conditions and outer contour heat convection boundary conditions; the rim heat conduction boundary condition is the preset real-time temperature change curve of the rim; the outer contour heat convection boundary condition is the heat convection diffusion coefficient curve of the surface of the target aircraft tire.
2. The method for determining the transient temperature field of an aircraft tire according to claim 1, characterized in that, Based on the stress variation curve and strain field variation curve, the heat generation rate at each stage node within a rolling cycle is calculated, and the heat generation rate curve for the entire operating condition is determined based on the heat generation rate at all stage nodes, specifically including: The stress variation curve and the strain field variation curve are decomposed using Fourier transform to obtain the harmonic functions of the stress variation curve and the strain field variation curve with respect to time. Based on the corresponding time at each stage node within a rolling cycle, the values of the harmonic function of the stress change curve with respect to time and the harmonic function of the strain field change curve with respect to time at each stage node are determined respectively. Based on the values of the harmonic function of the stress change curve with respect to time and the harmonic function of the strain field change curve with respect to time at each stage node, the heat generation rate at each corresponding stage node is calculated using the energy dissipation calculation formula for rubber materials. Based on the heat generation rate at each stage node within a rolling cycle, the heat generation rate curve under the entire operating condition is obtained.
3. The method for determining the transient temperature field of an aircraft tire according to claim 1, characterized in that, The transient temperature field of the target aircraft tire under all operating conditions was calculated using the finite element analysis method.
4. The method for determining the transient temperature field of an aircraft tire according to claim 1, characterized in that, The stress and strain fields at the stage nodes are calculated using the finite element analysis method.
5. The method for determining the transient temperature field of an aircraft tire according to claim 1, characterized in that, The thermal convection diffusion coefficient of the target aircraft tire surface at the stage node is calculated by applying the third type of boundary conditions, and the thermal convection diffusion coefficient curve of the target aircraft tire surface under the whole operating conditions is obtained.
6. A system for determining the transient temperature field of an aircraft tire, characterized in that, The determining system includes: The first building module is used to build the geometric model of the target aircraft tire; The first calculation module is used to calculate the stress and strain fields at the stage nodes between adjacent working stages based on the geometric model of the target aircraft tire; the stage node is the critical point when the working stage changes; the working stage is a uniform speed stage, a uniform acceleration stage, or a uniform deceleration stage; the uniform speed stage is a stage composed of continuous uniform speed states, the uniform acceleration stage is a stage composed of continuous uniform acceleration states, and the uniform deceleration stage is a stage composed of continuous uniform deceleration states. The second calculation module is used to calculate the stress change curve and strain field change curve of the two-dimensional model section of the target aircraft tire within a rolling cycle based on the stress and strain fields at all stage nodes within a rolling cycle; the rolling cycle includes a uniform speed stage, a uniform acceleration stage, and a uniform deceleration stage. The third calculation module is used to calculate the heat generation rate at each stage node within a rolling cycle based on the stress change curve and the strain field change curve, and to determine the heat generation rate curve for the entire operating condition based on the heat generation rate at all stage nodes; the entire operating condition includes multiple rolling cycles. The fourth calculation module is used to calculate the transient temperature field of the target aircraft tire under the entire operating condition based on the heat generation rate curve, preset boundary conditions, and heat transfer control equations under the entire operating condition. The boundary conditions include rim heat conduction boundary conditions and outer contour heat convection boundary conditions. The rim heat conduction boundary condition is a preset real-time temperature change curve of the rim. The outer contour heat convection boundary condition is the heat convection diffusion coefficient curve of the surface of the target aircraft tire.
7. An electronic device, characterized in that, The device includes a memory and a processor, the memory being used to store a computer program, and the processor running the computer program to cause the electronic device to perform the method for determining the transient temperature field of an aircraft tire according to any one of claims 1 to 5.
8. An electronic device according to claim 7, characterized in that, The memory is a readable storage medium.