Tire pattern groove design method and tire pattern groove structure

Abstract

The invention relates to the technical field of automobile tires, in particular to a tire pattern groove design method and a tire pattern groove structure.The coefficient lambda is adopted for judgment, and lambda is the ratio of the horizontal length alpha of an arc line on the side, close to the center of a tire crown, of a tire half-section pattern groove to the horizontal length beta of a pattern block arc line; lambda is introduced to take a pattern groove arc length parameter as a design standard of the arc length in a pattern groove structure, and a parameter reference is provided, so that the problems that in the prior art, no design method for the arc length of pattern groove design exists, judgment mainly depends on experiences of engineers in actual design operation, the damaged position of a pattern groove is difficult to predict, and the like are solved. Therefore, the technical problem of better design effect is solved, the design method of the pattern groove structure is optimized, the most easily damaged position of the tread pattern groove is predicted, reference is provided for the durability design of the tire, and the groove bottom crack is effectively prevented during design.

Description

Technical Field

[0001] The invention relates to the technical field of automobile tires, and in particular to a tire tread groove design method and a tire tread groove structure. Background Art

[0002] Tire tread strain refers to the local relative deformation of the tire tread when it is subjected to external forces (uneven road surface, load changes, etc.). Tread strain is one of the important factors affecting the tire contact footprint. Different tread strain patterns will lead to different contact footprint shapes and contact pressure distributions.

[0003] For example, in the shoulder area, large longitudinal tensile strains often occur at the edges of the transverse grooves, which may cause the contact patch to appear noticeably concave or uneven in these areas. When the tread undergoes large longitudinal tensile strains, it may cause the contact patch to become longer or shorter in the longitudinal direction, thereby changing the contact area. When the tread strain is uneven, the pressure distribution within the contact patch may also be uneven, which may cause uneven tire wear or affect driving stability. Among them, the structural position of the tire groove has a very important influence on the shape of the tire contact patch and the distribution of contact pressure. The existing tire groove design parameters mainly involve fine calculation of the shape of the groove, thereby setting the groove wall angle.

[0004] However, the current tread groove design does not have a design method for its arc length. In actual design operations, it mainly relies on engineers' experience and judgment, and it is difficult to predict the location of tread groove damage and achieve a better design effect. Summary of the invention

[0005] The purpose of the present invention is to provide a tire groove design method and a tire groove structure to solve the technical problem that in the prior art, there is no design method for the arc length of the groove design, and in actual design operation, it mainly depends on the experience and judgment of engineers, and it is difficult to predict the location of groove damage, so as to achieve a better design effect.

[0006] In a first aspect, the present invention provides a tire groove design method and a tire groove structure, wherein the tire groove design method uses a coefficient λ to describe the tire groove position; The coefficient λ is the ratio of the horizontal length of the arc of the groove near the center of the crown to the horizontal length of the arc of the pattern block; The groove design method comprises the following steps: Step 1: for the tire model to be set, obtain the material distribution data of any tire structure and set multiple sets of coefficient λ values; Step 2: constructing a data model for the tire structure of multiple groups of the coefficient λ, performing finite element analysis, and obtaining static stress-strain data of the tire structure; Step three: draw a tire strain curve diagram according to the static stress-strain data, determine the tire strain extreme value position, and optimize the coefficient λ.

[0007] Furthermore, after acquiring the static stress-strain data of the tire structure, the damaged position of the tread groove is predicted according to the position of the extreme value of the tire strain.

[0008] Furthermore, the coefficient λ is optimized, and according to the value range of the optimized coefficient λ, the magnitude of the extreme value of the tread strain is determined, and the result of the tread groove design is determined.

[0009] The present invention also provides a tire tread groove structure, which is designed using the above tire tread groove design method and is characterized in that a plurality of the tread grooves are sequentially arranged on the tire cross section, and the coefficients λ of all the tread grooves are greater than or equal to 0.2 and less than or equal to 0.8.

[0010] Furthermore, the number of the grooves is 3-5.

[0011] Furthermore, there are three grooves, and the coefficients of the three grooves are respectively set to 0.52, 0.58, and 0.76.

[0012] Compared with the prior art, the tire groove design method provided by the present invention adopts a coefficient λ for judgment, where λ is the ratio of the horizontal length α of the arc line on the side of the groove near the crown center to the horizontal length β of the arc line of the pattern block. By introducing λ, the groove arc length parameter is used as the design standard for the arc length in the groove structure, and a parameter reference is provided. This solves the technical problem that the prior art groove design has no design method for its arc length, and in actual design operations it mainly relies on the experience of engineers to judge, and it is difficult to predict the damaged position of the groove, thereby achieving a better design effect. The design method of the groove structure is optimized, and the position where the tread groove is most susceptible to damage is predicted, which provides a reference for the design of tire durability performance and effectively prevents groove bottom cracks during design. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0014] Figure 1 This is a cross-sectional view of the overall structure of a tire provided by an embodiment of the present invention.

[0015] Reference numerals: 100, tire; 200, tread groove. DETAILED DESCRIPTION

[0016] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0017] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0018] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0019] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate the orientation or position relationship based on the orientation or position relationship shown in the drawings, or the orientation or position relationship in which the product of the application is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", "third", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0020] In addition, the terms "horizontal", "vertical", "overhanging" and the like do not mean that the components are required to be absolutely horizontal or overhanging, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0021] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0022] Some embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0023] like Figure 1 As shown, the present invention provides a tire groove design method and a tire groove structure, wherein the tire groove design method uses a coefficient λ to describe the tire groove position; the coefficient λ is the ratio of the horizontal length of the arc line of the tire half-section groove near the crown center to the horizontal length of the arc line of the pattern block; the tire groove design method comprises the following steps: Step 1: for the tire model to be set, obtain the material distribution data of any tire structure and set multiple sets of coefficient λ values; Step 2: construct a data model for tire structures with multiple sets of coefficients λ, perform finite element analysis, and obtain static stress and strain data of the tire structure; Step 3: Draw a tire strain curve according to the static stress-strain data, determine the tire strain extreme value position, and optimize the coefficient λ.

[0024] That is, the present invention provides a tire groove design method, which introduces λ to use the groove arc length parameter as the design standard of the arc length in the groove structure, and provides parameter references, thereby solving the technical problem that the prior art has no design method for the arc length of the groove design, and in actual design operations, it mainly relies on the experience and judgment of engineers, and it is difficult to predict the damaged position of the groove, thereby achieving a better design effect. The design method of the groove structure is optimized, and the position where the tread groove is most susceptible to damage is predicted, which provides a reference for the design of tire durability performance and effectively prevents groove bottom cracks during design.

[0025] Specifically, α is the horizontal length of the arc of the tire half-section groove near the crown center, β is the horizontal length of the arc of the pattern block, and the formula for λ is as follows:

[0026] The outer contour design of tires of different specifications (driving surface width, section width, tire outer diameter, rim size; tire height is determined according to outer diameter and rim height) has a national standard range, while the upper sidewall height and lower sidewall height need to be designed according to the tire model and actual production needs. Therefore, after confirming the tire model to be designed, the material distribution map of any tire structure is obtained, so as to obtain the tire structure without grooves and various types of groove structures, and the position of the grooves can be set according to the coefficient λ. In this way, the tire structure model corresponding to different coefficients λ can be obtained by three-dimensional modeling, and then the finite element analysis of the model is performed to obtain the static stress strain data of the tire structure, so as to obtain the strain extreme value distribution of the tire structure model and the strain extreme value data, and draw the tire strain curve of the coefficient λ-strain extreme value. Then, the optimal coefficient λ is obtained by mathematical means such as regression analysis. When multiple grooves need to be set on the tire, the optimal value range of the coefficient λ can be obtained according to the above strain data, and each groove is guaranteed to be within the above range, so that the reasonable design of the groove can be achieved.

[0027] Furthermore, after obtaining the static stress-strain data of the tire structure, the groove damage position is predicted according to the tire strain extreme value position.

[0028] Specifically, by performing finite element analysis on the model, the static stress-strain data of the tire structure can be obtained, thereby obtaining the strain extreme value distribution of the tire structure model, and the tire groove strain extreme value position can be obtained. The tire groove strain extreme value position is the position where the groove is most susceptible to damage. In this embodiment, the tire groove strain extreme value position is at the bottom of the groove. According to the above prediction results, the designer can pre-treat the groove strain extreme value by local reinforcement, thereby preventing possible damage such as groove bottom cracking.

[0029] Furthermore, the coefficient λ is optimized, and the magnitude of the extreme value of the tread strain is determined according to the value range of the optimized coefficient λ, thereby determining the design result of the tread groove.

[0030] Specifically, the value range of the optimized coefficient λ is set to 0.2-0.8; when λ>0.8, the tread strain extreme value is large, and the tire wear is uneven and the risk of groove bottom cracks is high; when 0.2≤λ≤0.8, the tread strain extreme value is small, and the tire wear is uneven and the risk of groove bottom cracks is low; when λ<0.2, the tread strain extreme value is large, and the tire wear is uneven and the risk of groove bottom cracks is high.

[0031] The present invention also provides a tire tread groove structure, which is designed using a tire tread groove design method, wherein a plurality of the tread grooves are sequentially arranged on a tire section, and coefficients λ of all the tread grooves are greater than or equal to 0.2 and less than or equal to 0.8.

[0032] Specifically, by setting the value range of the coefficient λ of the tire tread groove arc length to 0.2-0.8, the stress concentration at the bottom of the tire tread groove can be reduced, the tread strain distribution can be made more uniform, the tire contact patch shape and contact pressure distribution can be improved, and the problem of tire tread groove bottom cracking can be solved.

[0033] Furthermore, 3-5 grooves are provided.

[0034] Specifically, the number of grooves designed mainly depends on the design requirements and use environment of the tire. In the use scenarios that require greater grip, a large contact area, high-speed driving and emergency braking, the number of grooves should be relatively reduced. In the use scenarios that require better drainage and reduced risk of slipping, the number of grooves should be relatively increased. In this embodiment, the number of grooves is set to 3-5.

[0035] Furthermore, there are three grooves, and the coefficients of the three grooves are respectively set to 0.52, 0.58, and 0.76.

[0036] Specifically, the strain curve of the tire can be obtained by finite element analysis to be approximately parabolic, and when the value range of the coefficient λ is set to 0.2-0.5, the position of the tread strain extreme value is offset in the direction away from the crown center, and when the value range of the coefficient λ is set to be greater than 0.8, the position of the tread strain extreme value is offset in the direction close to the crown center. In order to further ensure uniform tread strain distribution and reduce stress concentration at the bottom of the tire groove, the value range of the coefficient λ is preferably 0.5-0.8. In this embodiment, the λ of the tire groove structure is set to 0.58, α is set to 75.95mm, and β is set to 132.5mm. At this time, the strain extreme point is offset by 97mm from the center of the tread. The strain curve of the tire can be obtained by finite element analysis. The strain curve is wavy, without obvious extreme values, and the risk of groove bottom crack damage is extremely low.

[0037] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A tire tread groove design method, characterized in that: The tire tread groove design method uses coefficient λ to describe the tire tread groove position; The coefficient λ is the ratio of the horizontal length of the arc line of the tire half-section groove near the crown center to the horizontal length of the arc line of the tread block; The groove design method comprises the following steps: Step 1: for the tire model to be set, obtain the material distribution data of any tire structure and set multiple sets of coefficient λ values; Step 2: constructing a data model for the tire structure of multiple groups of the coefficient λ, performing finite element analysis, and obtaining static stress-strain data of the tire structure; Step three: draw a tire strain curve diagram according to the static stress-strain data, determine the tire strain extreme value position, and optimize the coefficient λ.

2. The tire tread groove design method according to claim 1, characterized in that: After acquiring the static stress-strain data of the tire structure, the damaged position of the tread groove is predicted according to the extreme value position of the tire strain.

3. The tire groove design method according to claim 2, characterized in that: The coefficient λ is optimized, and according to the value range of the optimized coefficient λ, the magnitude of the extreme value of the tread strain is determined, and the result of the tread groove design is determined.

4. A tire tread groove structure, designed using the tire tread groove design method according to any one of claims 1 to 3, characterized in that: The plurality of tread grooves are sequentially arranged on the tire section, and the coefficients λ of all the tread grooves are greater than or equal to 0.2 and less than or equal to 0.

8.

5. The tire groove structure according to claim 4, characterized in that: The number of the grooves is 3-5.

6. The tire groove structure according to claim 5, characterized in that: There are three grooves, and the coefficients of the three grooves are set to 0.52, 0.58, and 0.76 respectively.

Images