Tire design method for reducing temperature of rolling tire based on finite element analysis

Abstract

The invention provides a tire design method for reducing the temperature of a rolling tire based on finite element analysis, and belongs to the technical field of tires. According to the tire design method for reducing the temperature of the rolling tire based on finite element analysis, when the center line of the rotation direction is 0 degree when the tire moves forwards, the tire design method comprises the following steps that 1, belt plies are laid, and belt ply laying comprises the following steps that 1.1, when a first belt ply in the tire is laid, the left angle is 29 degrees; 1.2, the right angle is 29 degrees when a second belt bundle in the tire is laid; and 2, finite element analysis: during rolling test at the environment temperature of 0 DEG C, when the angle of the belted layer is 29 DEG C, the temperature of the tail end of the belted layer reaches 56 DEG C. The problems of doping, poor process and the like in the manufacturing process can be avoided by applying a finite element analysis principle through a tire analogue simulation technology. An experiment result can be obtained even if a new tire is not manufactured.

Description

Technical Field

[0001] The present application relates to the field of tires, and in particular to a tire design method for reducing rolling tire temperature based on finite element analysis. Background Art

[0002] The birth and development of automobiles is a great achievement of the world's scientific and technological progress and an important footprint of human progress, which has enabled mankind to move from the horse-drawn carriage era to an automobile industry era. In the early days of automobiles, in order to meet the comfort, handling stability and power of automobiles, scientists continued to conduct research and innovation, and continuously promoted the progress and innovation of the tire industry.

[0003] Tires are circular elastic rubber products that roll on the ground and are installed on various vehicles or machines. They are usually installed on metal rims, can support the vehicle body, buffer external impacts, achieve contact with the road surface and ensure the driving performance of the vehicle. Tires are often used under complex and harsh conditions. They are subjected to various deformations, loads, forces, and high and low temperature effects when driving, so they must have high load-bearing performance, traction performance, and buffering performance. At the same time, they are also required to have high wear resistance and flex resistance, as well as low rolling resistance and heat generation.

[0004] As the only part of a car that comes into contact with the ground, the performance of tires directly affects the safety of vehicle drivers and passengers. The importance of tire performance can be imagined, and various countries have also made clear requirements for tire safety performance. With the rapid development of the automotive industry, consumers have begun to pay attention to the comfort, handling stability, NVH and other performance of the entire vehicle in addition to paying attention to tire safety performance.

[0005] When the tire rolls, the tread in contact with the ground will be compressed and produce greater deformation and friction, causing the temperature inside and outside the tire to rise, creating a safety hazard. Currently, it is impossible to measure tire temperature using experimental equipment or subjectively.

[0006] In the field of tires, finite element analysis technology is widely used. However, due to the lack of comprehensive application of intelligent manufacturing equipment, there are great differences between experimental tires and actual designed tires. For example, rubber material mixing, unstable structure and rubber bonding during manufacturing. In the prior art, when the center line of the rotation direction of the tire is 0° when moving forward, the laying angles of the first belt layer and the second belt layer are generally 21°. Figure 1 As shown in , the temperature the tire is subjected to is 59°, which is relatively high and reduces the service life of the tire. Summary of the invention

[0007] In order to make up for the above shortcomings, the present application provides a tire design method for reducing the rolling tire temperature based on finite element analysis, aiming to improve the problem that when the center line of the rotation direction of the tire is 0° when moving forward, the laying angles of the first belt layer and the second belt layer are generally 21°. At this time, the temperature to which the tire is subjected is 59°, which is a relatively high temperature and reduces the service life of the tire.

[0008] The embodiment of the present application provides a tire design method for reducing rolling tire temperature based on finite element analysis, and when the center line of the rotation direction of the tire is 0° when the tire is moving forward, the method comprises the following steps:

[0009] Step 1: Belt laying, belt laying includes the following steps:

[0010] Step 1.1: The first belt layer in the tire is laid at a left angle of 29°;

[0011] Step 1.2: The second belt in the tire is laid at a right angle of 29°;

[0012] Step 2: Finite element analysis: During the rolling test at an ambient temperature of 0°C, when the belt angle was 29°, the belt end temperature reached 56°C.

[0013] In a specific implementation, in step 2, the establishment of the finite element analysis model includes the following steps: step 2.1: establishing a tire temperature field model; step 2.2: obtaining tire temperature samples; step 2.3: data preprocessing; step 2.4: establishing a prediction model; step 2.5: prediction output.

[0014] In a specific embodiment, in step 2.1, a finite element model of the tire is established according to the angles of the first belt layer and the second belt layer of the tire.

[0015] In a specific implementation scheme, in step 2.2, finite element calculation is performed on the tire by applying ground pressure and load to obtain a temperature field distribution cloud map of the tire, and the nodes corresponding to the angles at which the first belt layer and the second belt layer are laid are selected to query the corresponding temperature data and obtain sample data.

[0016] In a specific implementation scheme, in step 2.3, the original sample data of tire temperature and other measurable parameters obtained in step 2.2 are normalized, and the input variable of the prediction model is selected as X, and the output variable is selected as Y.

[0017] In a specific implementation scheme, in step 2.4, after the input variables are determined, a neural network is used to train the data to establish a prediction model for tire temperature.

[0018] In a specific embodiment, in step 2.5, the measurable parameters are normalized and input into the well-trained neural network in step 2.4, so that the predicted temperature of the tire at each belt layer laying angle when the ground contact pressure is applied can be obtained.

[0019] In a specific implementation scheme, in step 2.4, a BP neural network is selected to establish a tire temperature prediction model, the hidden layer excitation function of the BP neural network is set to tan-sigmoid, the output layer is set to Linear function, and the mapminmax function is used to normalize the data.

[0020] In a specific implementation scheme, in step 2.3, the input variable X = {x1(1), ..., x1(n), ... xk(1), ..., xk(n), and the output variable is Y = {y(n), y(n+1), ..., y(n+m)}.

[0021] Beneficial effect: This application provides a tire design method for reducing rolling tire temperature based on finite element analysis. Taking the current market large-load 7-seater SUV vehicle 255 / 55R19 specification as an example, when the rolling test is carried out at an ambient temperature of 0°C, when the angle between the first belt layer and the second belt layer is 29°, the temperature at the end of the first belt layer and the second belt layer reaches 56°C. On the contrary, when the angle between the first belt layer and the second belt layer is 21°, the temperature at the end of the belt layer is 59°C. The tire itself is an elastomer. When the internal components have steel wire materials to become a rigid body, the stress on the belt layer steel wire and the carcass steel wire increases, and the end of the belt layer (tire shoulder area) contacts the rubber to generate greater heat. Therefore, to improve the tire temperature, adjustments should be made to the belt layer structure to reduce the tire temperature. Through finite element analysis technology, the radial tire of a passenger car is modeled and analyzed. Through the combined simulation calculation of the tire rubber material and the frame material, the temperature of each component in the rolling state is calculated under a certain inflation pressure and load. This invention is that when the fitting angle of the steel wire material of the tire tread layer and the belt layer changes, the tire temperature will change, and the rolling resistance and tire grip performance are also improved, thereby improving fuel saving performance and safety performance. Through tire simulation technology and the application of finite element analysis principles, problems such as doping and poor process in the manufacturing process can be avoided. Experimental results can be obtained without making new tires. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the implementation methods of the present application, the drawings required for use in the implementation methods will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 It is a schematic diagram of the background technology structure of a tire design method for reducing rolling tire temperature based on finite element analysis provided in an embodiment of the present application;

[0024] Figure 2 A schematic diagram of the structure of a tire design method for reducing rolling tire temperature based on finite element analysis provided in an embodiment of the present application;

[0025] Figure 3 A schematic diagram of the limited analysis post-processing effect structure provided for the implementation method of the present application;

[0026] Figure 4 A schematic diagram of a tire structure provided in an embodiment of the present application;

[0027] Figure 5 A schematic diagram of a ground pressure simulation structure with a beam angle of 29° provided in an embodiment of the present application;

[0028] Figure 6 A schematic diagram of the belt layer laying steps provided in the embodiment of the present application;

[0029] Figure 7 A line graph showing the relationship between the belt layer laying angle and the temperature during tire driving provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0031] See also Figure 1-Figure 7 The present application provides a tire design method for reducing rolling tire temperature based on finite element analysis, and when the center line of the tire's rotation direction is 0° when the tire is moving forward, the method comprises the following steps:

[0032] See also Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 , Step 1: Belt layer laying, belt layer laying includes the following steps: Step 1.1: When the first belt layer in the tire is laid, the left angle is 29°; Step 1.2: When the second belt layer in the tire is laid, the right angle is 29°; Step 2: Finite element analysis: When the rolling test is carried out under the ambient temperature of 0°C, when the belt layer angle is 29°, the belt layer end temperature reaches 56°C. Among them, when the center line of the rotation direction of the tire is 0° when moving forward, the belt layer laying method: the first belt layer left angle is 21° and the second belt layer right angle is 21° ( Figure 1 The first belt layer has a left angle of 29° and the second belt layer has a right angle of 29° (as shown in the figure). Figure 2Then use step 2 to perform finite element analysis and post-processing effect diagram ( Figure 3 and Figure 4 shown).

[0033] Taking the current market large-load 7-seater SUV vehicle 255 / 55R19 specification as an example, when the ambient temperature is 0℃, when the angle between the first belt layer and the second belt layer is 29°, the temperature at the end of the first belt layer and the second belt layer reaches 56℃. On the contrary, when the angle between the first belt layer and the second belt layer is 21°, the temperature at the end of the belt layer is 59℃. Therefore, when the angle between the first belt layer and the second belt layer is increased from 21° to 29°, the angle is increased by 8°, and the temperature of the tire will be reduced from the original 59℃ to 56℃. When the belt layer angle is 29°, the ground pressure simulation results show that the contact area increases by more than 3% when the belt layer angle is 21°. Thereby increasing the ground contact area and improving safety. The tire itself is an elastic body. When the internal components have steel wire materials to become a rigid body, the stress on the belt layer steel wire and the carcass steel wire increases, and the belt layer end (tire shoulder area) contacts the rubber to generate greater heat. Therefore, to improve the tire temperature, we need to adjust the belt layer structure and reduce the tire temperature. Through finite element analysis technology, the radial tire of a passenger car is modeled and analyzed. Through the combined simulation calculation of the tire rubber material and the frame material, the temperature of each component in the rolling state is calculated under a certain inflation pressure and load. This invention is that when the fitting angle of the steel wire material of the tire tread layer and the belt layer changes, the tire temperature will change, and the rolling resistance and tire grip performance are also improved, thereby improving fuel saving performance and safety performance. Through tire simulation technology and the application of finite element analysis principles, problems such as doping and poor process in the manufacturing process can be avoided. Experimental results can be obtained without making new tires.

[0034] See also Figure 7 , it can be seen that in this embodiment:

[0035] When the laying angle of the first belt layer and the second belt layer is 21°, the temperature of the end point of the second belt layer is the highest, which is 59° C., when the tire is subjected to the simulated inflation pressure and load.

[0036] When the laying angle of the first belt layer and the second belt layer is 22°, the temperature of the end point of the second belt layer is 57.9° C. when the tire is subjected to the simulated inflation pressure and load.

[0037] When the laying angle of the first belt layer and the second belt layer is 23°, the temperature of the end point of the second belt layer is 57.8° C. when the tire is subjected to the simulated inflation pressure and load.

[0038] When the laying angle of the first belt layer and the second belt layer is 24°, the temperature of the end point of the second belt layer is 57.4° C. when the tire is subjected to the simulated inflation pressure and load.

[0039] When the laying angle of the first belt layer and the second belt layer is 25°, the temperature of the end point of the second belt layer is 57° C. when the tire is subjected to the simulated inflation pressure and load.

[0040] When the laying angle of the first belt layer and the second belt layer is 26°, the temperature of the end point of the second belt layer is 56.8° C. when the tire is subjected to the simulated inflation pressure and load.

[0041] When the laying angle of the first belt layer and the second belt layer is 27°, the temperature of the end point of the second belt layer is 56.5° C. when the tire is subjected to the simulated inflation pressure and load.

[0042] When the laying angle of the first belt layer and the second belt layer is 28°, the temperature of the end point of the second belt layer is 56.3° C. when the tire is subjected to the simulated inflation pressure and load.

[0043] When the laying angle of the first belt layer and the second belt layer is 29°, the temperature of the end point of the second belt layer is the lowest, which is 56°C, when the tire is subjected to the simulated inflation pressure and load.

[0044] When the laying angle of the first belt layer and the second belt layer is 30°, the temperature of the end point of the second belt layer is 56.2° C. when the tire is subjected to the simulated inflation pressure and load.

[0045] It can be seen from this that when the laying angles of the first belt layer and the second belt layer are both 29°, the lowest temperature of the tire under inflation pressure and load in the simulation experiment is 56°C. Compared with the original laying angles of the first belt layer and the second belt layer, it can effectively reduce the temperature of the tire during driving and increase the service life of the tire.

[0046] In a specific implementation scheme, in step 2, the establishment of the finite element analysis model includes the following steps: step 2.1: establishing a tire temperature field model; step 2.2: obtaining tire temperature samples; step 2.3: data preprocessing; step 2.4: establishing a prediction model; step 2.5: prediction output.

[0047] In a specific embodiment, in step 2.1, a finite element model of the tire is established according to the angles of the first belt layer and the second belt layer of the tire.

[0048] In a specific implementation scheme, in step 2.2, finite element calculation is performed on the tire by applying ground pressure and load to obtain a temperature field distribution cloud map of the tire, and the nodes corresponding to the angles at which the first belt layer and the second belt layer are laid are selected to query the corresponding temperature data and obtain sample data.

[0049] In a specific implementation scheme, in step 2.3, the original sample data of tire temperature and other measurable parameters obtained in step 2.2 are normalized, and the input variable of the prediction model is selected as X, and the output variable is selected as Y.

[0050] In a specific implementation scheme, in step 2.4, after the input variables are determined, a neural network is used to train the data to establish a prediction model for tire temperature.

[0051] In a specific embodiment, in step 2.5, the measurable parameters are normalized and input into the well-trained neural network in step 2.4, so that the predicted temperature of the tire at each belt layer laying angle when the ground contact pressure is applied can be obtained.

[0052] In a specific implementation scheme, in step 2.4, a BP neural network is selected to establish a tire temperature prediction model, the hidden layer excitation function of the BP neural network is set to tan-sigmoid, the output layer is set to Linear function, and the mapminmax function is used to normalize the data.

[0053] In a specific implementation scheme, in step 2.3, the input variable X = {x1(1), ..., x1(n), ... xk(1), ..., xk(n), and the output variable is Y = {y(n), y(n+1), ..., y(n+m)}.

[0054] In this embodiment, the finite element analysis can also be used to analyze other indicators of the tire, such as:

[0055] 1. Analyze the tire material distribution map and obtain the tire material distribution map; make a tire section cord map according to the tire material distribution map; name and save each tire section cord in the tire section cord map; extract the independently distributed closed area in the tire material distribution map as the tire section rubber part; name and save each tire section rubber part;

[0056] 2. Divide the mesh of the rubber part of each tire section to obtain the quality index of the rubber mesh of the tire section; extract the rubber part file of each tire section; establish the surface area of ​​the rubber part of each tire section; eliminate the gap between the rubber surface areas of each tire section; [set the mesh size and mesh type of the rubber surface area of ​​each tire section; divide the mesh of the rubber part of each tire section to obtain the quality index of the rubber mesh of the tire section.

[0057] 3. Divide the mesh of each tire section cord to obtain the quality index of the tire section cord mesh; extract each tire section cord file; set the mesh size and mesh type of each tire section cord; divide the mesh of each tire section cord to obtain the quality index of the tire section cord mesh.

[0058] 4. Check the quality of the mesh of the rubber part of the tire section and the mesh of the section cord; set the standard quality index of the mesh of the rubber part of the tire section and the mesh of the section cord; the quality index of the rubber mesh of the tire section obtained is less than or equal to the set standard quality index of the mesh of the rubber part of the tire section.

[0059] 5. Establishment of tire section contact surface: rearrange the order of cells and nodes of the tire section grid; extract the node numbers corresponding to the contact points between the tire section and the road surface and the rim; establish the contact surface at the corresponding nodes.

[0060] 6. Finite element analysis of tires: set boundary conditions for tire analysis conditions; set loads for tire analysis conditions; perform finite element analysis of tires.

[0061] The working principle of the tire design method based on finite element analysis to reduce rolling tire temperature is as follows: Taking the current market large-load 7-seater SUV vehicle 255 / 55R19 specification as an example, when the ambient temperature is 0℃, when the angle between the first belt layer and the second belt layer is 29°, the temperature at the end of the first belt layer and the second belt layer reaches 56℃. On the contrary, when the angle between the first belt layer and the second belt layer is 21°, the temperature at the end of the belt layer is 59℃. The tire itself is an elastomer. When the internal components have steel wire materials to become a rigid body, the stress on the belt layer steel wire and the carcass steel wire increases, and the end of the belt layer (tire shoulder area) contacts the rubber and generates a lot of heat. Therefore, to improve the tire temperature, we need to adjust the belt layer structure to reduce the tire temperature. Through finite element analysis technology, the radial tire of a passenger car is modeled and analyzed. Through the combined simulation calculation of the tire rubber material and the frame material, the temperature of each component in the rolling state is calculated under a certain inflation pressure and load. This invention is that when the fitting angle of the steel wire material of the tire tread layer and the belt layer changes, the tire temperature will change, and the rolling resistance and tire grip performance are also improved, thereby improving fuel saving performance and safety performance. Through tire simulation technology and the application of finite element analysis principles, problems such as doping and poor process in the manufacturing process can be avoided. Experimental results can be obtained without making new tires.

[0062] The above description is only an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

Claims

1. A tire design method for reducing rolling tire temperature based on finite element analysis, characterized in that: When the tire is moving forward and the centerline of the rotation direction is 0°, the following steps are included: Step 1: Belt laying, belt laying includes the following steps: Step 1.1: The first belt layer in the tire is laid at a left angle of 29°; Step 1.2: The second belt in the tire is laid at a right angle of 29°; Step 2: Finite element analysis: During the rolling test at an ambient temperature of 0°C, when the belt angle was 29°, the belt end temperature reached 56°C.

2. A tire design method for reducing rolling tire temperature based on finite element analysis according to claim 1, characterized in that: In step 2, the establishment of the finite element analysis model includes the following steps: Step 2.1: Establish tire temperature field model; Step 2.2: Obtain tire temperature samples; Step 2.3: Data preprocessing; Step 2.4: Establish prediction model; Step 2.5: Prediction output.

3. A tire design method for reducing rolling tire temperature based on finite element analysis according to claim 2, characterized in that: In step 2.1, a finite element model of the tire is established according to the angles of the first belt layer and the second belt layer of the tire.

4. A tire design method for reducing rolling tire temperature based on finite element analysis according to claim 3, characterized in that: In step 2.2, the ground pressure and load are applied to the tire to perform finite element calculations to obtain a temperature field distribution cloud map of the tire, select the nodes corresponding to the angles at which the first belt layer and the second belt layer are laid, query the corresponding temperature data, and obtain sample data.

5. A tire design method for reducing rolling tire temperature based on finite element analysis according to claim 4, characterized in that: In step 2.3, the original sample data of tire temperature and other measurable parameters obtained in step 2.2 are normalized, and the input variable of the prediction model is selected as X, and the output variable is selected as Y.

6. A tire design method for reducing rolling tire temperature based on finite element analysis according to claim 5, characterized in that: In step 2.4, after the input variables are determined, the data is trained using a neural network to establish a prediction model for tire temperature.

7. A tire design method for reducing rolling tire temperature based on finite element analysis according to claim 6, characterized in that: In step 2.5, the measurable parameters are normalized and input into the well-trained neural network in step 2.4, so that the predicted temperature of the tire at each belt layer laying angle when the ground contact pressure is applied can be obtained.

8. The tire design method for reducing rolling tire temperature based on finite element analysis according to claim 2, characterized in that: In step 2.4, a BP neural network is used to establish a tire temperature prediction model, the hidden layer excitation function of the BP neural network is set to tan-sigmoid, the output layer is set to a Linear function, and the mapminmax function is used to normalize the data.

9. A tire design method for reducing rolling tire temperature based on finite element analysis according to claim 4, characterized in that: In step 2.3, the input variable X = {x1(1),...,x1(n),...xk(1),...,xk(n), and the output variable is Y = {y(n),y(n+1),...,y(n+m)}.

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