A simulation modeling method for the assembly process of all-steel engineering machinery tires and rims

Abstract

The present invention provides a simulation modeling method for an assembly process of an all-steel engineering machinery tire and a rim, simulating the assembly and inflation process of a tubeless all-steel engineering machinery tire and a rim. The method comprises the following steps: S1: simplifying a rim geometric model; S2: establishing a two-dimensional tire and rim mesh model, and adding a sealing ring component model; S3: defining material parameters; S4: constructing connection relationships and constraints; S5: defining analysis types and boundary conditions; S6: calculating and outputting simulation results, extracting two parameters: tire bead bottom contact pressure CPRESS and sealing ring strain NE; and using the parameters to adjust the bead bead diameter d and the sealing ring model to find the optimal bead bead diameter d and the sealing ring model, thereby reducing the risks of product disassembly difficulty, air leakage and sealing ring cracking, avoiding repeated outdoor testing, shortening the development cycle, and reducing development costs.

Description

Technical Field

[0001] The invention belongs to the technical field of tire and rim finite element simulation, and particularly relates to a simulation modeling method for an assembly process of an all-steel engineering machinery tire and a rim. Background Art

[0002] Tubeless all-steel engineering machinery tires are directly installed on tubeless rims when in use. The seal at the junction of the bead and the rim mainly relies on two aspects: (1) the interference fit between the bead and the rim, that is, the tire bead diameter d is smaller than the rim calibration diameter D; (2) the sealing ring between the bottom of the live rim seat and the rim body. Practice has shown that the difficulty of tire removal, air leakage, and sealing ring cracks are closely related to the bead diameter d and the sealing ring diameter. If the bead diameter d is designed to be too large, the contact pressure CPRESS at the bottom of the bead will be too small, and there is a risk of air leakage during product use. If the bead diameter d is designed to be too small, the contact pressure CPRESS at the bottom of the bead will be too large, making it difficult to remove the product during use, affecting work efficiency. If the rim sealing ring diameter is too large, the large extrusion deformation of the live rim seat during assembly can easily lead to sealing ring cracking and tire leakage, requiring continuous replacement of the sealing ring, which seriously affects work efficiency. If the rim sealing ring diameter is too small, it cannot play a sealing role, and gas leaks from the bottom of the live rim seat and the rim body.

[0003] In the actual tire design process, due to the lack of a method to obtain the bead bottom contact pressure CPRESS and sealing ring strain NE parameters, the bead diameter d and the sealing ring selection are mainly based on the engineers' experience. Usually, it is necessary to produce sample tires and send them to the market for testing. If there are problems such as disassembly difficulty, tire leakage, sealing ring cracks, etc., the bead design and sealing ring selection are adjusted and tested again. This cycle is repeated until the problem is solved. This trial and error method has a long cycle and high cost.

[0004] To this end, the technical problem to be solved by the present invention is: the existing technology lacks a method to obtain the tire bead bottom contact pressure CPRESS and the sealing ring strain NE parameters. The tire bead diameter d and the sealing ring selection require the production of sample tires, which are sent to the market for testing, and finally the appropriate tire bead and sealing ring are selected. This method has a long cycle and high cost. Summary of the Invention

[0005] In order to solve the technical problems that the existing technology lacks a method for obtaining the tire bead bottom contact pressure CPRESS and the sealing ring strain NE parameters, the tire bead diameter d and the sealing ring selection require the production of sample tires, which are sent to the market for testing, and finally the appropriate tire bead and sealing ring are selected. This method has a long cycle and high cost. The present invention provides a simulation modeling method for the assembly process of an all-steel engineering machinery tire and a rim.

[0006] The specific plan is as follows:

[0007] A simulation modeling method for the assembly process of an all-steel engineering machinery tire and a rim specifically comprises the following steps:

[0008] Step S1: simplifying the rim geometric model, combining the rim body and the locking ring into one component according to the actual rim drawing, and only taking the outlines of the rim body and the locking ring;

[0009] Step S2: Establish a two-dimensional tire and rim mesh model, and add a sealing ring component model;

[0010] Step S3: defining material parameters;

[0011] Step S4: construct connection relationships and constraints;

[0012] Step S5: define the analysis type and boundary conditions;

[0013] Step S6: Calculate and output the simulation results, obtain the result file, and extract the two parameters of the tire bead bottom contact pressure CPRESS and the sealing ring strain NE.

[0014] The step S2 includes modeling the rubber body component, the unit type adopts CGAX4H / CGAX3H, modeling the reinforcement body component, the unit type adopts SFGMAX1, modeling the rim body component, the type adopts analytical rigid body, modeling the live rim seat component, the unit type adopts CGAX4H, and modeling the sealing ring component, the unit type adopts CGAX4H.

[0015] The step S3 comprises:

[0016] S31: Define the cross-section type. The rubber body adopts the uniform solid cross-section properties, and the reinforcement adopts the shell cross-section properties.

[0017] S32: Define the material properties of the rubber body. The Mooney-Rivlin hyperelastic constitutive model is used for the rubber element. Different rubber body parts are created with corresponding constitutive models based on DMA experimental data and assigned to the corresponding rubber body part cross-sections.

[0018] S33: Define the material properties of the reinforcement. The reinforcement unit adopts the Marlow model. Different reinforcements are created with corresponding constitutive models based on the experimental data of the electronic tensile testing machine and assigned to the corresponding reinforcement sections.

[0019] In step S4, the contact pairs and contact properties are defined as follows:

[0020] The top of the live rim seat and the bottom of the bead, as well as the rim body and the bottom of the bead adopt node-surface contact, with hard contact in the normal direction and penalty function method in the tangential direction, and the friction coefficient is 0.05-0.20;

[0021] The bottom of the live rim seat ring and the sealing ring, as well as the rim body and the sealing ring adopt surface-to-surface contact, with hard contact in the normal direction and penalty function method in the tangential direction, and the friction coefficient is 0.00-0.10;

[0022] The bottom of the movable wheel flange seat ring and the rim body adopt point-surface contact, with hard contact in the normal direction and penalty function method in the tangential direction, and the friction coefficient is 0.01-0.10;

[0023] Define constraints and use embedding constraints between rubber body elements and reinforcement body elements.

[0024] The step S5 comprises:

[0025] S51: Define the solver, and use nonlinear static general analysis for the tire and rim assembly process and the inflation process;

[0026] S52: Define boundary conditions, including displacement and pressure loading.

[0027] Wherein, the step S52 includes:

[0028] S521: Install the rim body and temporarily suppress the contact between the bottom of the movable wheel flange seat ring and the rim body;

[0029] S522: Install the live rim seat, the actual rim width is less than the standard rim width;

[0030] S523: Install the sealing ring to temporarily suppress the contact between the bottom of the movable rim seat ring and the sealing ring, and between the rim body and the sealing ring;

[0031] S524: Install the locking ring and inflate it, activate the three contact pairs between the bottom of the live rim seat and the rim body, the bottom of the live rim seat and the sealing ring, and the rim body and the sealing ring, and apply a uniform pressure load to the inner surface of the tire.

[0032] A computer device includes a memory, a processor and a display, wherein the memory stores models and program files, the processor draws and runs the models and program files in the memory, and the display displays the models and result files in the memory.

[0033] The beneficial effects of the present invention are:

[0034] The present invention provides a simulation modeling method for an assembly process of an all-steel engineering machinery tire and a rim. The method can simulate the assembly and inflation process of a tubeless all-steel engineering machinery tire and a rim using finite element analysis software ABAQUS during the tire design stage, obtain two parameters: a bead bottom contact pressure CPRESS and a sealing ring strain NE, and adjust the bead contact pressure CPRESS and the sealing ring strain NE to meet design specifications by adjusting the bead contact pressure and diameter d and the sealing ring model. Thus, the optimal bead contact pressure and diameter d and the sealing ring model are found, thereby reducing the risks of difficult disassembly, air leakage, and sealing ring cracks in the product, avoiding repeated outdoor testing, shortening the development cycle, and reducing development costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a flow chart of the simulation modeling method of the present invention.

[0036] Figure 2 2 is a cross-sectional view of a rim according to an embodiment of the present invention.

[0037] Figure 3 1 is a simplified geometric diagram of the rim according to an embodiment of the present invention.

[0038] Figure 4 3 is an unloaded two-dimensional rim and tire model diagram of an embodiment of the present invention.

[0039] Figure 5 2. It is a diagram of a two-dimensional rim and tire model loaded in an embodiment of the present invention.

[0040] Figure 6 3 is a cloud diagram of the contact pressure CPRESS at the bottom of the tire bead according to an embodiment of the present invention.

[0041] Figure 7 FIG. 4 shows the NE cloud diagram of the sealing ring strain according to an embodiment of the present invention.

[0042] Among them, 1 is the rim calibration diameter A, 2 is the live rim seat, 3 is the lock ring, 4 is the rim body, 5 is the sealing ring groove, 6 is the rim diameter D, 7 is the rim body + lock ring, 8 is the rubber body, 9 is the reinforcement body, 10 is the inner surface of the tire DETAILED DESCRIPTION

[0043] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the implementation of the present invention, not the entire implementation. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0044] In the embodiment of the present invention, a tire with a specification of 16.00R25, a simulated inflation pressure of 1500 kPa, and a rim with a size of 11.25 / 2.0-25 are used to obtain the bead bottom contact pressure CPRESS and the sealing ring strain NE.

[0045] like Figure 1 As shown, a simulation modeling method for the assembly process of an all-steel engineering machinery tire and a rim specifically includes the following steps:

[0046] Step S1: simplifying the rim geometric model, combining the rim body 4 and the locking ring 3 into one component according to the actual rim drawing, and only taking the outlines of the rim body 4 and the locking ring 3;

[0047] Step S2: establishing a two-dimensional tire and rim mesh model, and adding a sealing ring 11 component model;

[0048] Step S3: defining material parameters;

[0049] Step S4: construct connection relationships and constraints;

[0050] Step S5: define the analysis type and boundary conditions;

[0051] Step S6: Calculate and output the simulation results, obtain the result file, and extract the two parameters of the tire bead bottom contact pressure CPRESS and the sealing ring strain NE.

[0052] Figure 2 It is a cross-sectional view of the rim, in which the upper part is the rim calibration diameter A1, the lower left part is the rim diameter D6, and a sealing ring groove 11 is provided below the live rim seat ring 2. In the step S1, the present invention takes into account the role of the actual locking ring 3 to prevent the live rim seat ring 2 from moving. At the same time, taking into account that excessive contact will bring about model convergence problems, under the premise of not affecting the practicality of the model engineering, the rim body 4 and the locking ring 3 are merged into one component according to the rim drawing actually used to reduce contact pairs and reduce the amount of model calculation, and only the contour lines of the rim body 4 and the locking ring 3 are taken, and they are used as analytical rigid bodies during the simulation process; the live rim seat ring 2 needs to be in contact with the tire bead and the rim body 4, and its cross-sectional geometry must be taken. It is used as a non-deformable steel component during the simulation process. The simplified geometric model is as follows Figure 3 Middle rim body + locking ring 7 shown.

[0053] like Figure 4As shown, the mesh model after the tire and rim are meshed using HYPERMESH, the step S2 includes modeling the rubber body 8 components, the unit type adopts CGAX4H / CGAX3H, modeling the reinforcement 9 components, the unit type adopts SFGMAX1, modeling the rim body 4 components, the type adopts analytical rigid body, modeling the live rim seat 2 components, the unit type adopts CGAX4H, and modeling the sealing ring 11 components, the unit type adopts CGAX4H.

[0054] The step S3 comprises:

[0055] S31: define the cross-section type: the rubber body 8, which includes the live rim seat 2, adopts uniform solid cross-section properties, and the reinforcement body 9 adopts shell cross-section properties, which include area, spacing, and angle;

[0056] S32: Define the material properties of the rubber body 8. The rubber unit adopts the Mooney-Rivlin hyperelastic constitutive model. Different constitutive models of the rubber body 8 are created based on DMA experimental data and assigned to the corresponding cross-sections of the rubber body 8 components.

[0057] S33: Define the material properties of reinforcement 9. The reinforcement 9 unit adopts the Marlow model. Different reinforcements 9 are created with corresponding constitutive models based on the experimental data of the electronic tensile testing machine and assigned to the corresponding reinforcement 9 sections.

[0058] In step S4, the contact pairs and contact properties are defined as follows:

[0059] The top of the live rim seat 2 and the bottom of the bead, and the rim body 4 and the bottom of the bead adopt node-surface contact, with hard contact in the normal direction and impenetrable, and penalty function method in the tangential direction, with a friction coefficient of 0.05-0.20;

[0060] The bottom of the movable rim seat ring 2 and the sealing ring 11, the rim body 4 and the sealing ring 11 adopt surface-to-surface contact, the normal direction is hard contact and cannot be penetrated, the tangential direction is a penalty function method, and the friction coefficient is 0.00-0.10;

[0061] The bottom of the movable wheel flange seat ring 2 and the rim body 4 adopt point-surface contact, the normal direction is hard contact and cannot be penetrated, the tangential direction is a penalty function method, and the friction coefficient is 0.01-0.10;

[0062] Define constraints and use embedding constraints between the rubber body 8 units and the reinforcement body 9 units.

[0063] The step S5 comprises:

[0064] S51: Define the solver, and use nonlinear static general analysis for the tire and rim assembly process and the inflation process;

[0065] S52: Define boundary conditions, including displacement and pressure loading.

[0066] The step S52 includes:

[0067] S521: Install the rim body 4. During this process, it is necessary to temporarily suppress the contact between the bottom of the movable wheel flange seat ring 2 and the rim body 4 to avoid interference.

[0068] S522: Install the live wheel rim 2. During this process, ensure that the actual wheel rim width is less than the standard wheel rim width of 286 mm to facilitate the installation of the sealing ring 11 and the locking ring 3.

[0069] S523: Install the sealing ring 11. This process requires temporarily suppressing the contact between the bottom of the movable rim seat ring 2 and the sealing ring 11, and between the rim body 4 and the sealing ring 11 to avoid interference.

[0070] S524: Install the locking ring 3 and inflate it. This process requires activating three contact pairs: the bottom of the live rim seat 2 and the rim body 4, the bottom of the live rim seat 2 and the sealing ring 11, and the rim body 4 and the sealing ring 11. A uniformly distributed pressure load of 1500 kPa is applied to the inner surface 10 of the tire.

[0071] In step S6, the created tire model file, rim model file, material parameter file, model definition file and Windows execution command file are placed in the same file, and the execution command file.bat is clicked to start the simulation calculation and output the simulation results, such as Figure 5 The figure shows the loaded two-dimensional rim and tire model. The simulation results are extracted to obtain the tire bead bottom contact pressure CPRESS, as shown in Figure 6 The figure shows the contact pressure CPRESS cloud diagram at the bottom of the tire bead. Figure 6 In the figure, the contact surface between the top of the live wheel rim 2 and the bottom of the tire bead has a maximum contact pressure of 12.03 MPa, which meets the design specification of 10.00-13.00 MPa. The seal ring strain NE is obtained, as shown in the following example: Figure 7 The figure shows the NE cloud diagram of the sealing ring strain. Figure 7 The middle black area represents the contact surface between the rim body 4 and the sealing ring 11 , and the maximum strain NE is 1.113, which meets the design specification of 1.10-1.20. Through the modeling and simulation method of the present invention, the risks of disassembly difficulty, air leakage, and cracking of the sealing ring 11 are low.

[0072] Through the above six steps, the present invention obtains two parameters, namely the bead bottom contact pressure CPRESS and the sealing ring strain NE, during the actual tire assembly process. By observing whether the two parameters meet the design specifications, the optimal bead contact and diameter d and the sealing ring 11 model are found, and it is determined whether disassembly difficulty, air leakage, and sealing ring 11 cracks will occur during the actual assembly process, thereby avoiding repeated outdoor testing, shortening the development cycle, and reducing development costs.

[0073] A computer device includes a memory, a processor and a display, wherein the memory stores models and program files, the processor draws and runs relevant models and program files stored in the memory, and the display displays the models and result files stored in the memory.

[0074] The technical means disclosed in the solutions of the present invention are not limited to those disclosed in the above-mentioned embodiments, but also include technical solutions composed of any combination of the above-mentioned technical features. It should be noted that those skilled in the art may make various improvements and modifications without departing from the principles of the present invention, and such improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A simulation modeling method for the assembly process of an all-steel engineering machinery tire and a rim, characterized by: The specific steps include: Step S1: simplifying the rim geometry model, combining the rim body (4) and the locking ring (3) into one component according to the actual rim drawing, and taking only the outlines of the rim body (4) and the locking ring (3); the movable wheel flange seat (2) needs to be in contact with the tire bead and the rim body (4), and its cross-sectional geometry must be taken, and it is treated as a non-deformable steel component during the simulation process; Step S2: Establish a two-dimensional tire and rim mesh model, and add a sealing ring component model; Step S3: defining material parameters; Step S4: construct connection relationships and constraints; Step S5: define the analysis type and boundary conditions; Step S6: Calculate and output simulation results, obtain result files, and extract two parameters: tire bead bottom contact pressure CPRESS and seal ring strain NE; The step S5 comprises: S51: Define the solver, and use nonlinear static general analysis for the tire and rim assembly process and the inflation process; S52: Define boundary conditions, including displacement and pressure loading; The step S52 includes: S521: Install the rim body (4) and temporarily suppress the contact between the bottom of the movable wheel flange seat ring (2) and the rim body (4); S522: Install the live wheel rim seat (2), the actual wheel rim width is smaller than the standard wheel rim width; S523: Install the sealing ring (11) to temporarily suppress the two contact pairs between the bottom of the movable rim seat ring (2) and the sealing ring (11), and the rim body (4) and the sealing ring (11); S524: Install the locking ring (3) and inflate it, activate the three contact pairs of the bottom of the live rim seat (2) and the rim body (4), the bottom of the live rim seat (2) and the sealing ring (11), and the rim body (4) and the sealing ring (11), and apply a uniform pressure load to the inner surface (10) of the tire.

2. The simulation modeling method for the assembly process of an all-steel engineering machinery tire and a rim according to claim 1, characterized in that: The step S2 includes modeling the rubber body (8) component, using CGAX4H / CGAX3H as the unit type, modeling the reinforcement body (9) component, using SFGMAX1 as the unit type, modeling the rim body (4) component, using an analytical rigid body as the type, modeling the live rim seat (2) component, using CGAX4H as the unit type, and modeling the sealing ring (11) component, using CGAX4H as the unit type.

3. The simulation modeling method for the assembly process of an all-steel engineering machinery tire and a rim according to claim 1, characterized in that: The step S3 comprises: S31: Define the cross-section type. The rubber body (8) uses the uniform solid cross-section property, and the reinforcement body (9) uses the shell cross-section property. S32: Define the material properties of the rubber body (8). The rubber unit adopts the Mooney-Rivlin hyperelastic constitutive model. Different rubber body (8) components are created with corresponding constitutive models based on DMA experimental data and assigned to the corresponding rubber body (8) component cross-sections. S33: Define the material properties of the reinforcement (9). The reinforcement (9) unit adopts the Marlow model. Different reinforcements (9) are created with corresponding constitutive models based on the experimental data of the electronic tensile testing machine and assigned to the corresponding reinforcement (9) sections.

4. The simulation modeling method for the assembly process of an all-steel engineering machinery tire and a rim according to claim 1, characterized in that: In step S4, the contact pairs and contact properties are defined as follows: The top of the live rim seat (2) and the bottom of the tire bead, and the rim body (4) and the bottom of the tire bead adopt node-surface contact, the normal direction is hard contact, the tangential direction is penalty function method, and the friction coefficient is 0.05-0.20; The bottom of the movable wheel rim seat ring (2) and the sealing ring (11), and the wheel rim body (4) and the sealing ring (11) adopt surface-to-surface contact, the normal direction is hard contact, the tangential direction is a penalty function method, and the friction coefficient is 0.00-0.10; The bottom of the movable wheel flange seat ring (2) and the wheel rim body (4) adopt point-surface contact, the normal direction is hard contact, the tangential direction is penalty function method, and the friction coefficient is 0.01-0.10; Define the constraints, and use embedding constraints between the rubber body (8) unit and the reinforcement body (9) unit.

5. A computer device applied to the method according to any one of claims 1 to 4, characterized in that: It includes a memory, a processor and a display. The memory stores models and program files. The processor draws and runs the models and program files in the memory. The display displays the models and result files in the memory.

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