A tire tread longitudinal groove edge optimization design method, system and computer program product

Abstract

This invention relates to the field of tire simulation design technology, and more particularly to a method, system, and computer program product for optimizing the design of tire tread groove edges. The method includes: extracting actual tire contact pressure data; establishing a geometric planar model of the tread blocks and applying appropriate boundary conditions; adjusting the shape of the tread block contact surface to achieve uniform distribution based on uneven contact pressure distribution; optimizing the contact pressure distribution at the tread block edges by minimizing the contact pressure skew value; and finally, calculating and adjusting the tire's outer contour curve to achieve the final optimized design. This method can significantly improve tire grip, handling, and driving stability, extend tire life, and has lower modeling and calculation time, significantly reducing design and development costs.

Description

Technical Field

[0001] The present invention relates to the technical field of tire simulation design, and in particular to a tire pattern longitudinal groove edge optimization design method, system and computer program product. Background Art

[0002] As the only part of the vehicle that contacts the ground, the tire carries various functions of the vehicle, such as carrying loads, steering, braking, etc. The ground pressure distribution of the tire directly affects the performance and service life of the tire, especially the ground pressure at the edge of the longitudinal groove of the tire pattern. If the ground pressure at the edge of the longitudinal groove of the tire is too large, it is easy to cause the edge of the tire to wear too quickly, while other parts will wear less, resulting in uneven wear. This not only reduces the service life of the tire, but may also affect the handling performance and safety of the vehicle.

[0003] Specifically, when the ground pressure at the edge of the tire longitudinal groove is too large, it may cause the following problems:

[0004] 1. Impaired handling and safety: Uneven tire wear, especially when driving at high speeds or emergency braking, will weaken the tire's grip, which can easily cause the vehicle to skid or slip, affecting driving safety.

[0005] 2. Reduced driving stability: After the tire is worn, its surface becomes uneven, and the vehicle may vibrate or bump during driving, affecting ride comfort and driving stability, especially when driving at high speeds, this instability is more obvious.

[0006] 3. Reduced economy: Uneven wear will increase the friction between the tire and the ground, thereby increasing the vehicle's driving resistance, leading to increased fuel consumption and increased operating costs.

[0007] In order to avoid these problems, it has become an important research topic to reasonably optimize the ground contact pressure at the edge of the longitudinal groove of the tire pattern and evenly distribute the tire ground contact pressure.

[0008] At present, there are two main methods to evaluate the ground contact pressure of the tire longitudinal groove edge: experimental method and numerical simulation method.

[0009] 1. Test method: The test method requires multiple processes such as designing the longitudinal groove edge of the tire pattern, developing molds, tire molding, vulcanization and testing. Although this method can directly obtain the actual ground pressure value, due to its complexity and time consumption, the cost is high, and the test cycle is long, it is difficult to meet the needs of rapid optimization design.

[0010] 2. Numerical simulation method: The numerical simulation method models the two-dimensional longitudinal groove section of the tire, rotates to generate a complete three-dimensional tire model, or directly establishes an overall finite element model of the tire with a pattern to simulate the ground pressure. Although this method can obtain the ground pressure data of the edge of the longitudinal groove of the tire in a shorter time and is more timely than the experimental method, its modeling process is complicated and optimization iteration is difficult. Especially in the case of complex tire patterns, numerical simulation methods require a lot of computing resources and time costs. Model optimization of this type of method usually faces problems such as difficult iteration, insufficient calculation accuracy and low efficiency, and it is impossible to quickly and effectively obtain optimization results.

[0011] Although the Chinese invention patents applied for by the applicant (such as Patent 2021116135564, Patent 2022100923567 and Patent 2022105620611) have proposed several simulation analysis methods for tire performance, some of which can be used to evaluate and optimize the ground contact pressure at the edge of the longitudinal groove of the tire pattern, there are still problems such as high modeling difficulty, low optimization efficiency and high computational cost. There is an urgent need for a more efficient, simple and accurate optimization design method. Summary of the invention

[0012] In order to solve the above technical problems, the purpose of the present invention is to provide a tire tread longitudinal groove edge optimization design method, which has the advantages of low modeling difficulty, easy structural optimization iteration, high calculation efficiency and accurate results. Through this method, not only can the ground contact pressure distribution of the tire tread longitudinal groove edge be effectively optimized, but also the development cost and time can be significantly reduced, and the tire design efficiency can be improved.

[0013] In order to achieve the above-mentioned purpose, the present invention adopts the following technical solutions:

[0014] A tire tread longitudinal groove edge optimization design method, characterized in that the method comprises the following steps:

[0015] 1) According to the actual test results of tire ground contact pressure, the ground contact pressure values ​​at n positions along the tread block cross section at a certain interval are extracted as reference values, and the unit width load F is obtained;

[0016] 2) According to the structure and size of a single tread block, a geometric plane model of the tread block is established, and the plane strain unit is used to divide the tread block model into grids. The grid in the edge area is required to be fine, and the grid density in the middle area is relatively loose;

[0017] 3) Place a rigid straight road surface near the tread block contact surface, set the contact pair and contact properties between the tread contact surface and the road surface, apply full constraints to the bottom surface of the tread block, and apply a load F to the road surface reference point;

[0018] 4) According to the rule that if the ground pressure value is too large, the contact surface of the single pattern block mold is adjusted to be concave, and if the ground pressure value is too small, the contact surface is adjusted to be convex, and the coordinates of the contact surface nodes in the Y direction are adjusted to establish a new model, so that the ground pressure result of the newly created model is close to the measured result;

[0019] 5) Extract the ground pressure value corresponding to the position of the mark point on the calculation model, and calculate the tolerance value of the mark point according to the set tolerance α. If the tolerance value exceeds α, repeat the adjustment until the requirements are met;

[0020] 6) Based on the optimized model, calculate the coordinates of the tire outer contour and complete the tire outer contour curve.

[0021] Preferably, the adjustment rule of the ground contact pressure value in step 4) is: when the ground contact pressure value is too large, the contact surface of the pattern block mold is adjusted to be concave; when the ground contact pressure value is too small, the contact surface of the pattern block mold is adjusted to be convex.

[0022] Preferably, the tolerance value α of each alignment point in step 5) n The calculation formula is:

[0023]

[0024] Among them, P sn is the actual ground pressure value, P fn is the calculated ground pressure value.

[0025] Preferably, in step 5), if there is a tolerance value α for the punctuation point n >α, then repeat step 5) until the requirements are met. The model that meets the requirements is used as the initial model for subsequent optimization, and the Y-direction coordinates of the initial model marking points are recorded. I n .

[0026] Preferably, the calculation formula of the ground contact pressure deviation value γ in step 6) is:

[0027] ;

[0028] ;

[0029] in, is the average ground contact pressure; M is the total number of nodes considered at the edge of a single tread block; i is the i-th node at the edge of the tread block; s i is the ground pressure of the ith node; P i is the ground pressure at the ith node.

[0030] As a preference, in step 6), the Y coordinates of the marking points after the target is achieved are N n; Calculate the difference between the initial model and the optimized model at each reference point Y coordinate is δ n =I n -N n ; In step 7), the δ of each alignment point will be calculated n The value is applied to the actual tire outer contour to calculate the coordinate value of the new contour alignment point, and finally complete the tire outer contour curve.

[0031] Furthermore, the present invention also discloses a tire tread longitudinal groove edge optimization design system, which implements the method described, including:

[0032] The data acquisition module is used to obtain the actual test results of the tire ground contact pressure and extract the ground contact pressure values ​​at n positions at a certain interval;

[0033] The model building module is used to establish the geometric plane model of the tread block according to the structure and size of the tread block, and to perform mesh division. The mesh density in the edge area is finer, and the mesh density in other areas is looser.

[0034] The optimization calculation module is used to adjust the ground pressure value of the tread block. If the ground pressure value is too large, the contact surface of the tread block is adjusted to be concave, and if the ground pressure value is too small, the contact surface is adjusted to be convex. The optimized model calculates the ground pressure distribution and compares it with the actual test results;

[0035] The tolerance detection module is used to calculate the tolerance value of the alignment point and determine whether the ground pressure distribution needs to be readjusted according to the set tolerance α until the tolerance requirement is met;

[0036] The profile generation module is used to generate a new tire outer profile curve based on the optimized model.

[0037] Preferably, the system further comprises a finite element analysis module for simulating the ground contact pressure distribution of the tread block by means of finite element analysis software and performing optimization calculations.

[0038] Furthermore, the present invention also discloses a computer-readable storage medium on which a computer program or instruction is stored. When the computer program or instruction is executed by a processor, the method is implemented.

[0039] Furthermore, the present invention also discloses a computer program product, including a computer program or instructions, which implement the method when executed by a processor.

[0040] Due to the adoption of the above technical solution, the method has the advantages of low modeling difficulty, easy structural optimization iteration, high calculation efficiency and accurate results. Through this method, not only can the ground contact pressure distribution at the edge of the longitudinal groove of the tire pattern be effectively optimized, but also the development cost and time can be significantly reduced, and the efficiency of tire design can be improved. This is specifically reflected in the following aspects:

[0041] 1. Low modeling difficulty: Compared with the existing numerical simulation methods, the present invention adopts a simplified geometric model and finite element analysis method, which greatly reduces the modeling difficulty of the longitudinal groove edge of the tire pattern. By reasonably selecting the grid density and optimizing the position of the contact surface nodes, the present invention makes the modeling process of the pattern block more efficient and simple.

[0042] 2. Easy structural optimization iteration: The present invention gradually optimizes and adjusts the ground pressure, and adopts the rule of adjusting the ground pressure to be concave if it is too large and convex if it is too small, so that the structural optimization iteration is easier and the optimization results that meet the requirements can be obtained quickly. Compared with the complex iterative process in the prior art, the optimization method of the present invention is more intuitive and easy to implement.

[0043] 3. High computational efficiency: The present invention significantly improves computational efficiency by simplifying the model, reasonably setting the computational area, and optimizing the grid division. Compared with traditional experimental methods and numerical simulation methods, the present invention can reduce the time cost of modeling and calculation, greatly save computing resources, and enable the optimization design to be completed more quickly.

[0044] 4. The results are accurate and effective: By optimizing the ground pressure distribution and minimizing the pressure deflection value, the present invention can achieve uniform distribution of ground pressure in the edge area of ​​the pattern block. The optimized tire ground pressure distribution is highly consistent with the measured data, which verifies the effectiveness and accuracy of the method of the present invention. The optimized design can significantly improve the performance of the tire, including handling, safety, driving stability and economy.

[0045] 5. Save time and cost: Through the implementation of the method of the present invention, the modeling time, calculation time and overall time are significantly reduced, and compared with the traditional tire model with longitudinal grooves or tire model with patterns, more than 95% of time and resource costs are saved. Therefore, the application of the method of the present invention can not only shorten the development cycle of tire design, but also reduce development costs and improve design efficiency.

[0046] 6. Improve tire performance and service life: The optimized design of the present invention effectively balances the ground pressure at the edge of the longitudinal groove of the tire pattern, reduces edge wear caused by excessive ground pressure, and thus extends the service life of the tire. At the same time, the optimized ground pressure distribution improves the tire's grip and enhances the vehicle's handling performance and safety in high-speed driving, emergency braking, and other situations.

[0047] 7. Wide applicability: The method of the present invention is applicable to tires of various specifications and types, especially in situations where high requirements are placed on tire pattern design. Whether in the design of light passenger car tires, truck tires or special-purpose tires, the method can exert its optimization effect and has a wide range of application prospects.

[0048] In summary, the tire pattern longitudinal groove edge optimization design method of the present invention has many advantages such as simple modeling, easy optimization iteration, high calculation efficiency, accurate results, cost savings and improved tire performance, etc., providing an efficient, reliable and practical technical solution for the field of tire design. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 A schematic diagram for extracting information such as pressure value and load value of the alignment point from the contact print;

[0050] Figure 2 It is a schematic diagram of the geometric plane model of a single pattern block;

[0051] Figure 3 It is a schematic diagram of the unit size and finite element model of a single tread block;

[0052] Figure 4 It is a schematic diagram of the finite element model of the initial tread block after adjustment;

[0053] Figure 5 This is a schematic diagram of uniform ground pressure distribution at the edge of a single tread block;

[0054] Figure 6 It is a schematic diagram of the actual tire tread block curve profile;

[0055] Figure 7 This is the actual tire ground contact pressure distribution diagram after optimization. DETAILED DESCRIPTION

[0056] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. 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.

[0057] A tire tread longitudinal groove edge optimization design method and application of the present invention comprises the following steps:

[0058] The first step is to extract the ground contact pressure values ​​of n positions at a certain interval along the cross-section direction of the tread block according to the actual test results of the tire ground contact pressure as the benchmark value, recorded as P sn The unit width load is obtained and recorded as F.

[0059] The second step is to establish a geometric plane model of the tread block based on the structure and size of the single tread block. The tread block model is meshed using plane strain units, with fine mesh requirements in the edge area and relatively loose mesh density in the middle area.

[0060] The third step is to place a rigid straight road surface near the tread block contact surface, set the contact pair and contact properties between the tread contact surface and the road surface, apply full constraints to the bottom surface of the tread block, and apply a load F to the road surface reference point.

[0061] The fourth step is to adjust the coordinates of the contact surface nodes in the Y direction to establish a new model based on the rule that if the ground pressure value is too large, the contact surface of the single pattern block mold will be concave, and if the ground pressure value is too small, the contact surface will be convex. The goal is to make the ground pressure results of the newly created model close to the measured results and submit them for calculation.

[0062] The fifth step is to extract the P sn The ground pressure value P at the corresponding position fn , set the tolerance α of the alignment point according to actual needs. The tolerance value formula for each alignment point is as follows:

[0063]

[0064] If there is a tolerance value α for the punctuation point n >α, then repeat step 5 until the requirements are met. The model that meets the requirements is used as the initial model for subsequent optimization, and the Y-direction coordinates of the initial model marking points are recorded. I n .

[0065] Step 6. Based on the initial model obtained in step 5, the contact surface of a single tread block is concave if the ground pressure value is too large, and convex if the ground pressure value is too small. The coordinates of the block contact surface node in the Y direction are adjusted to establish a new model. The goal is to make the ground pressure distribution of the edge area of ​​a single tread block relatively uniform, which is expressed by minimizing the ground pressure deflection value γ in the following formula (the area range is set independently according to actual needs):

[0066] ;

[0067] ;

[0068] in, is the average ground contact pressure; M is the total number of nodes considered at the edge of a single tread block; i is the i-th node at the edge of the tread block; s i is the ground pressure of the ith node; P i is the ground pressure at the ith node.

[0069] After the goal is achieved, the Y coordinates of the punctuation points are Nn ; Calculate the difference between the initial model and the optimized model at each reference point Y coordinate is δ n =I n -N n .

[0070] Step 7: Calculate the δ of each alignment point obtained in step 6 n The value is applied to the actual tire outer contour to calculate the coordinate value of the new contour alignment point, and finally complete the tire outer contour curve.

[0071] Taking a tire with a specification of 245 / 60R18 as an example, an optimized design is performed according to the implementation steps of the present invention.

[0072] The first step is to extract the ground pressure values ​​of n=6 reference points at a spacing of 4mm along the cross section of the tread block according to the actual test results of the tire ground pressure, and record them as P sn , see Table 1. The unit width load is F = 12.62N. Figure 1 shown.

[0073] Table 1 shows the comparison between ground pressure test and simulation and the optimization value of the calibration point

[0074]

[0075] The second step is to establish a geometric plane model of the tread block according to the structure and size of the single tread block. Figure 2 The plane strain unit is used to divide the mesh of the tread block model. The mesh in the edge area is required to be fine, and the mesh density in the middle area is relatively loose. Figure 3 shown.

[0076] The third step is to place a rigid straight road surface near the contact surface of a single tread block, set the contact pair and contact properties between the tread contact surface and the road surface, apply full constraints to the bottom surface of the tread block, and apply a load F to the road surface reference point. Figure 3 shown.

[0077] The fourth step is to adjust the coordinates of the contact surface nodes in the Y direction to establish a new model based on the rule that if the ground pressure value is too large, the contact surface of the single pattern block mold will be concave, and if the ground pressure value is too small, the contact surface will be convex. The goal is to make the ground pressure results of the newly created model close to the measured results and submit them for calculation.

[0078] Step 5: Extract the model with P sn The ground pressure value P at the corresponding position fn See Table 1. According to actual needs, the tolerance of the alignment point is set to α=10%. The tolerance value formula for each alignment point is as follows:

[0079]

[0080] If there is a tolerance value α for the punctuation point n >α, then repeat step 5 until the requirements are met, and the model that meets the requirements is used as the initial model for subsequent optimization. Figure 4 As shown, the Y coordinate of the initial model mark point I is recorded n See Table 1.

[0081] Step 6. Based on the initial model obtained in step 5, the contact surface of the tread block is concave if the ground pressure value is too large and convex if the ground pressure value is too small. The coordinates of the contact surface nodes in the Y direction are adjusted to establish a new model. The goal is to make the ground pressure distribution of the edge area of ​​the tread block relatively uniform, and the area range is about 2mm away from the edge of the tread block. Figure 5 The uniformity is expressed by the minimum ground pressure deviation value γ in the following formula:

[0082]

[0083]

[0084] in, is the average ground pressure; M=44 is the total number of nodes considered in the edge area of ​​a single tread block; i is the i-th node on the edge of the tread block; s i is the ground pressure of the ith node; P i is the ground pressure at the ith node.

[0085] After the goal is achieved, the Y coordinates of the punctuation points are N n . Calculate the difference between the initial model and the optimized model at each reference point Y coordinate is δ n =I n -N n See Table 1.

[0086] Step 7: Calculate the δ of each alignment point obtained in step 6 n The value is applied to the actual tire outer contour to calculate the coordinate value of the new contour alignment point, and finally the tire outer contour curve is completed. Figure 6 shown.

[0087] The above technology realizes the optimization design and application of the longitudinal groove edge of the tire pattern. As shown in Table 2, the total time of modeling and calculation using the method of the present invention saves more than 95% of the time cost and resource cost compared with the tire model with longitudinal grooves or tires with complete patterns. The present invention establishes a reasonable criterion for the pressure distribution at the edge of the tread block, that is, the ground pressure distribution in the edge area of ​​the tread block is relatively uniform, such as Figure 5 As shown, from Figure 7It can be seen that the ground contact pressure distribution of the tread block edge of the actual tire after the method of the present invention is applied is significantly improved, which proves the effectiveness of the method of the present invention. Therefore, the present invention has the advantages of low modeling difficulty, easy structural optimization iteration, high calculation efficiency and effective results.

[0088] Table 2 Comparison of time and accuracy between the method of the present invention and other methods

[0089]

[0090] The above is a description of the embodiments of the present invention. Through the above description of the disclosed embodiments, professionals and technicians in the field can implement or use the present invention. Various modifications to these embodiments will be apparent to professionals and technicians in the field. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown in this article, but will conform to the widest range consistent with the principles and novelties disclosed herein.

Claims

1. A tire tread longitudinal groove edge optimization design method, characterized in that: The method comprises the following steps: 1) According to the actual test results of tire ground contact pressure, the ground contact pressure values ​​at n positions along the tread block cross section at a certain interval are extracted as reference values, and the unit width load F is obtained; 2) According to the structure and size of a single tread block, a geometric plane model of the tread block is established, and the plane strain unit is used to divide the tread block model into grids. The grid in the edge area is required to be fine, and the grid density in the middle area is relatively loose; 3) Place a rigid straight road surface near the tread block contact surface, set the contact pair and contact properties between the tread contact surface and the road surface, apply full constraints to the bottom surface of the tread block, and apply a load F to the road surface reference point; 4) According to the rule that if the ground pressure value is too large, the contact surface of the single pattern block mold is adjusted to be concave, and if the ground pressure value is too small, the contact surface is adjusted to be convex, and the coordinates of the contact surface nodes in the Y direction are adjusted to establish a new model, so that the ground pressure result of the newly created model is close to the measured result; 5) Extract the ground pressure value corresponding to the position of the mark point on the calculation model, and calculate the tolerance value of the mark point according to the set tolerance α. If the tolerance value exceeds α, repeat the adjustment until the requirements are met; 6) Based on the optimized model, calculate the coordinates of the tire outer contour and complete the tire outer contour curve.

2. The method according to claim 1, characterized in that The adjustment rule of the ground contact pressure value in step 4) is: when the ground contact pressure value is too large, the contact surface of the tread block mold is adjusted to be concave; when the ground contact pressure value is too small, the contact surface of the tread block mold is adjusted to be convex.

3. The method according to claim 1, characterized in that The tolerance value α of each alignment point in step 5) n The calculation formula is: ； Among them, P sn is the actual ground pressure value, P fn is the calculated ground pressure value.

4. The method according to claim 1, characterized in that: In step 5), if there is a tolerance value α for the punctuation point n >α, then repeat step 5) until the requirements are met. The model that meets the requirements is used as the initial model for subsequent optimization, and the Y-direction coordinates of the initial model marking points are recorded. I n .

5. The method according to claim 4, characterized in that The calculation formula of the ground pressure deviation value γ in step 6) is: ； ； in, is the average ground contact pressure; M is the total number of nodes considered at the edge of a single tread block; i is the i-th node at the edge of the tread block; s i is the ground pressure of the ith node; P i is the ground pressure at the ith node.

6. The method according to claim 5, characterized in that In step 6), the Y coordinates of the punctuation points after the target is achieved are N n ; Calculate the difference between the initial model and the optimized model at each reference point Y coordinate is δ n =I n -N n ; In step 7), the δ of each alignment point will be calculated n The value is applied to the actual tire outer contour to calculate the coordinate value of the new contour alignment point, and finally complete the tire outer contour curve.

7. A tire tread longitudinal groove edge optimization design system, characterized in that: The method implements the method described in any one of claims 1 to 6, including: The data acquisition module is used to obtain the actual test results of the tire ground contact pressure and extract the ground contact pressure values ​​at n positions at a certain interval; The model building module is used to establish the geometric plane model of the tread block according to the structure and size of the tread block, and to perform mesh division. The mesh density in the edge area is finer, and the mesh density in other areas is looser. The optimization calculation module is used to adjust the ground pressure value of the tread block. If the ground pressure value is too large, the contact surface of the tread block is adjusted to be concave, and if the ground pressure value is too small, the contact surface is adjusted to be convex. The optimized model calculates the ground pressure distribution and compares it with the actual test results; The tolerance detection module is used to calculate the tolerance value of the alignment point and determine whether the ground pressure distribution needs to be readjusted according to the set tolerance α until the tolerance requirement is met; The profile generation module is used to generate a new tire outer profile curve based on the optimized model.

8. The system according to claim 7, characterized in that The system further comprises a finite element analysis module, which is used to simulate the ground contact pressure distribution of the tread block through finite element analysis software and perform optimization calculation.

9. A computer-readable storage medium having a computer program or instruction stored thereon, characterized in that: When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

10. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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