Finite element analysis method for rolling stability of engineering tire pattern

Abstract

The invention relates to the technical field of vibration characteristics of engineering tires, in particular to a finite element analysis method for rolling stability of engineering tire patterns. The method comprises the following steps: S1, constructing an engineering tire simulation model with three-dimensional patterns; S2, defining a vertical loading working condition and a rotation constraint of the tire; s3, submitting the solver to obtain a simulation analysis result; and S4, analyzing the tire rolling deflection and the tire rolling grounding area. According to the method, the sinkage fluctuation value and the ground contact area fluctuation value in the tire rolling process are accurately predicted in the pattern design stage, the pattern design scheme is optimized, the success rate of tire product research and development is effectively increased, and the research and development cost is reduced; through a completely implicit calculation method, the method has the advantages of high calculation efficiency and small result data fluctuation, can stably solve the tire rolling process, and is beneficial for tire manufacturers to optimize product design and improve the rolling stability and durability of tires.

Description

Technical Field

[0001] The invention relates to the technical field of engineering tire vibration characteristics, and in particular to a finite element analysis method for rolling stability of engineering tire patterns. Background Art

[0002] In order to ensure that mining machinery tires provide vehicles with sufficient driving force, braking and steering capabilities under complex road conditions and ensure driving safety, tire designs often use large block or transverse patterns to enhance grip. However, this type of pattern is discontinuously distributed on the circumference of the tire, and the contact area and position change continuously during driving, resulting in fluctuations in the tire force state and sinking, which in turn causes structural vibration and affects driving stability. In response to this problem, technicians have actively explored. For example, Chinese patent CN116611169A proposes a tire force estimation algorithm based on strain asymmetry, using Abaqus software to rotate the tire two-dimensional model to construct a three-dimensional structure, and then estimate the vertical and longitudinal forces. Despite this, the solution still faces the problem of being unable to accurately predict the sinking fluctuation value and contact area fluctuation value during the tire rolling process during the pattern design stage; there are problems such as low calculation efficiency and large fluctuations in the result data, which will not only prolong the solution time of the tire rolling process, but also may affect the accuracy of the solution results, which is not conducive to tire manufacturers to optimize product design and improve tire rolling stability and durability. Summary of the invention

[0003] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a finite element analysis method for the rolling stability of engineering tire patterns.

[0004] The technical solution adopted by the present invention is as follows: A finite element analysis method for rolling stability of an engineering tire pattern comprises the following steps: S1. Constructing a simulation model of an engineering tire with a three-dimensional pattern: S2. Define tire vertical loading conditions and rotation constraints; S3, submit the solver to obtain simulation analysis results; S4. Analyze the tire rolling sinkage and tire rolling contact area: S41, extracting displacement data and drawing a historical variable curve, the objects including the vertical displacement of the rim reference point position and the longitudinal displacement of the road surface reference point; S42, merging historical variable curves, drawing a curve of tire rolling sinkage versus tire longitudinal displacement, calculating the amplitude of each "peak-trough" in the extracted data, and the maximum amplitude is the tire rolling sinkage fluctuation value; S43, extracting contact area data, extracting historical variables of the contact area between the tire tread and the road surface, and drawing a historical variable curve of the contact area and a historical variable curve of the longitudinal displacement of the road surface reference point; S44, merging the historical variable curves, drawing a curve of the contact area changing with the longitudinal displacement of the tire, calculating the amplitude of each "peak-trough" in the extracted data, and the maximum amplitude is the fluctuation value of the tire rolling contact area.

[0005] This technical solution realizes the finite element analysis of the rolling stability of engineering tire patterns by constructing models, defining conditions, solving analysis and detailed data processing steps. Specifically, a simulation model of an engineering tire with a three-dimensional pattern is constructed to ensure the accuracy of subsequent analysis; the vertical loading conditions and rotation constraints of the tire are defined to simulate the force and motion state of the tire in actual use, and provide necessary boundary conditions for analysis; the solver is submitted to obtain the simulation analysis results, and various response data of the tire during rolling are obtained through numerical calculation; when analyzing the rolling sinkage and rolling contact area of ​​the tire, the dynamic changes of the tire during rolling are intuitively displayed by extracting displacement data and drawing historical variable curves; the historical variable curves are combined to draw the curve of the rolling sinkage of the tire with the longitudinal displacement of the tire, and the fluctuation value of the rolling sinkage of the tire is calculated to ensure the vertical stability of the tire during rolling; the historical variables of the contact area between the tire tread and the road surface are extracted from the calculation results of the tire rolling analysis, and the historical variable curves of the contact area and the longitudinal displacement of the road reference point are drawn; the historical variable curves are combined to draw the curve of the contact area with the longitudinal displacement of the tire, and the fluctuation value of the rolling contact area of ​​the tire is calculated to quantify the stability performance of the tire during rolling.

[0006] In addition, the finite element analysis method for the rolling stability of engineering tire pattern proposed in the present invention also has the following additional technical features: According to one embodiment of the present invention, the step S1 of constructing a simulation model of an engineering tire with a three-dimensional pattern comprises the following steps: S11, obtaining a material distribution map of a main part of the tire and dividing it into two-dimensional grids to generate a grid model of the main part of the tire; S12, generating a three-dimensional pattern single-intercept geometric model, and meshing the three-dimensional pattern single-intercept geometric model to generate a complete three-dimensional pattern mesh model; S13, merging the complete three-dimensional pattern mesh model with the mesh model of the tire main body to generate an engineering tire simulation model with a three-dimensional pattern.

[0007] This technical solution completes the construction of an engineering tire simulation model with a three-dimensional pattern. Specifically, first, the material distribution map of the main part of the tire is obtained and the two-dimensional grid is divided to generate a mesh model of the main part of the tire, providing an accurate digital representation of the basic structure of the tire; then, a three-dimensional pattern single-intercept geometric model is generated, and the three-dimensional pattern single-intercept geometric model is meshed to generate a complete three-dimensional pattern mesh model, ensuring the accurate capture and expression of the pattern details, which is convenient for analyzing the rolling performance and grip of the tire; finally, the complete three-dimensional pattern mesh model is merged with the mesh model of the main part of the tire to generate an engineering tire simulation model with a three-dimensional pattern, which provides a comprehensive and accurate model for subsequent finite element analysis by integrating the basic structure and pattern details of the tire.

[0008] According to an embodiment of the present invention, in step S11, the material distribution map of the main part of the tire includes the material type and thickness distribution of the tread, sidewall and bead of the tire.

[0009] This technical solution ensures the integrity and accuracy of the material distribution map of the main part of the tire by setting the material type and thickness distribution of the tire's tread, sidewall, and bead for grid division and simulation model construction.

[0010] According to an embodiment of the present invention, in step S11, the two-dimensional grid generates a grid model of the main part of the tire, including the following steps: S111. In the two-dimensional meshing software Hypermesh, the material distribution map of the main part of the tire is imported to perform axisymmetric meshing; S112. Use automatic meshing and manual meshing tools to generate a mesh model of the main part of the tire.

[0011] This technical solution uses the professional two-dimensional meshing software Hypermesh and combines it with the strategy of axisymmetric meshing. First, the material distribution map of the main part of the tire is imported into the software, and the axisymmetric structure of the tire is efficiently preliminarily meshed. By flexibly using automatic meshing and manual meshing tools, a mesh model of the main part of the tire is generated. The automatic meshing tool quickly generates most of the meshes, while the manual meshing tool is used to adjust and optimize the meshes in key areas to ensure that the quality and accuracy of the meshes meet the analysis requirements.

[0012] According to one embodiment of the present invention, in step S12, generating a three-dimensional pattern single-intercept geometric model includes the following steps: S121, obtaining a three-dimensional pattern design drawing of the tire, including the shape, size, and arrangement of the pattern; S122, using CATIA, a 3D geometric modeling software, to generate a single-intercept pattern geometric model according to the 3D pattern design drawing; S123. The generated single-intercept pattern geometric model is imported into the three-dimensional meshing software Hypermesh. The three-dimensional pattern single-intercept geometric model is meshed using meshing tools, the contour lines and surfaces of the pattern are drawn, and the circular array command group is used to form a three-dimensional single-intercept pattern mesh array to synthesize a complete three-dimensional pattern mesh model.

[0013] This technical solution realizes the construction of a single-intercept geometric model of a three-dimensional pattern. Specifically, first, obtain the three-dimensional pattern design drawing of the tire to ensure the accuracy of key information such as the shape, size, and arrangement of the pattern; use the three-dimensional geometric modeling software CATIA to generate a single-intercept pattern geometric model based on the design drawing, and convert the pattern in the design drawing into a digital three-dimensional model; import the generated single-intercept pattern geometric model into the three-dimensional meshing software Hypermesh, and use the meshing tool to finely mesh the model, while drawing the contour lines and curved surfaces of the pattern, and synthesize the single-intercept pattern mesh array into a complete three-dimensional pattern mesh model through the circular array command to ensure the accuracy of the pattern model.

[0014] According to one embodiment of the present invention, the step S2 of defining the tire vertical loading condition and rotational constraint comprises the following steps: S21, applying air pressure and load to define a vertical loading condition of the tire; S22, keeping the original air pressure and load unchanged, and removing the rotation constraint of the tire along the axle direction; S23. Apply translational boundary conditions to simulate the rolling process of the tire on the road.

[0015] This technical solution realizes the vertical loading condition and rotation constraint of the tire. Specifically, air pressure and load are applied to simulate the internal air pressure and external load that the tire bears in actual use, providing the necessary conditions for the vertical loading condition of the tire; the original air pressure and load are kept unchanged, and the rotation constraint of the tire along the axle direction is removed to ensure the stability of the tire under vertical loading, while allowing the tire to simulate the rolling process in subsequent steps; translational boundary conditions are applied to simulate the rolling process of the tire on the road surface, and the accurate simulation of the tire rolling process is achieved by setting the relative motion relationship between the tire and the road surface.

[0016] According to an embodiment of the present invention, the step S3 of submitting the solver to obtain the simulation analysis result includes the following steps: S31, submitting the edited calculation file to the standard solver of Abaqus for solution calculation; S32, after waiting for the solver to complete the calculation, obtain the simulation analysis results of the engineering tire with three-dimensional pattern rolling along the road surface under air pressure and load.

[0017] This technical solution successfully obtains the simulation analysis results of engineering tires with three-dimensional patterns under specific conditions. Specifically, the edited calculation file is submitted to the standard solver of Abaqus for solution calculation to ensure the accuracy and efficiency of the calculation process; after waiting for the solver to complete the calculation, the simulation analysis results of the engineering tire with three-dimensional patterns rolling along the road surface under air pressure and load are obtained. By obtaining the simulation analysis results, the various performances of the tire during the rolling process, such as rolling resistance, wear, stability, etc., are deeply understood.

[0018] According to one embodiment of the present invention, the step S4 analyzes the tire rolling sinkage and the tire rolling contact area. In the static rolling analysis of the patterned tire, the influence of the pattern on the tire rolling fluctuation performance is comprehensively evaluated through the fluctuation values ​​of the tire rolling sinkage and the tire rolling contact area, wherein: the greater the tire rolling volatility, the greater the vibration amplitude generated by the tire during actual use.

[0019] This technical solution comprehensively evaluates the influence of the pattern on the rolling fluctuation performance of the tire by deeply analyzing the fluctuation values ​​of the tire rolling sinkage and the tire rolling contact area. Specifically, in the static rolling analysis of the patterned tire, the fluctuation value of the tire rolling sinkage is first calculated, which reflects the stability of the tire in the vertical direction during the rolling process; at the same time, the fluctuation value of the tire rolling contact area is calculated, which reflects the change in the contact area between the tire and the road, and then reflects the lateral stability of the tire during the rolling process; through the comprehensive analysis of these two fluctuation values, the influence of the pattern on the rolling fluctuation performance of the tire is accurately evaluated; the greater the tire rolling fluctuation, the greater the vibration amplitude generated by the tire during actual use, which has an adverse effect on the comfort, durability and driving safety of the tire.

[0020] According to one embodiment of the present invention, the step S4 analyzes the tire rolling sinkage and the tire rolling contact area, and the patterns on the tire adopt different pattern design schemes, including block patterns or transverse patterns; by performing static rolling calculations on different pattern design schemes, the scheme with the smallest tire rolling sinkage fluctuation value and the scheme with the smallest tire rolling contact area fluctuation value are preferred.

[0021] This technical solution optimizes the tire pattern design by comparing the fluctuation values ​​of the rolling sinkage and rolling contact area of ​​the tire under different pattern design schemes. Specifically, first set the pattern on the tire to adopt different design schemes, such as block pattern or transverse pattern, etc. These schemes represent different tire performance characteristics and applicable scenarios; by performing static rolling calculations on tires with these different pattern design schemes, obtain the rolling sinkage fluctuation value and rolling contact area fluctuation value of the tire under each scheme. These two indicators reflect the vertical stability and lateral stability of the tire during rolling, and are important indicators for evaluating the rolling performance of the tire; finally, according to the calculation results, select the scheme with the smallest tire rolling sinkage fluctuation value and the smallest tire rolling contact area fluctuation value as the preferred scheme; by quantitatively analyzing the impact of different pattern design schemes on tire rolling performance, provide a scientific basis for tire design and optimization, and help improve the rolling stability and service life of the tire.

[0022] Compared with the prior art, the present invention has the following beneficial effects: (1) By accurately predicting the fluctuation value of the tire's sinkage and contact patch during rolling during the tread design stage, the tread design scheme can be optimized to effectively improve the success rate of tire product development and reduce R&D costs; (2) Through a completely implicit calculation method, it has the advantages of high computational efficiency and small fluctuation of result data. It can stably solve the tire rolling process, which helps tire manufacturers optimize product design and improve tire rolling stability and durability. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a flow diagram of the method of the present invention.

[0024] Figure 2 It is the material distribution diagram of the main part of the tire.

[0025] Figure 3 This is the mesh model diagram of the main part of the tire.

[0026] Figure 4 It is a single intercept pattern geometric model diagram.

[0027] Figure 5 It is a single-intercept three-dimensional pattern grid model diagram.

[0028] Figure 6 It is a complete three-dimensional pattern grid model diagram.

[0029] Figure 7 This is a simulation model diagram of an engineering tire with a three-dimensional pattern.

[0030] Figure 8 It is a fluctuation curve of the amount of sinking during tire rolling as the tire moves forward.

[0031] Fig. 9 It is a fluctuation curve of the contact area of ​​the tire as the tire moves forward during rolling. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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. 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.

[0033] Example 1 like Figure 1 As shown, this embodiment provides a finite element analysis method for rolling stability of engineering tire pattern, comprising the following steps: S1. Constructing a simulation model of an engineering tire with a three-dimensional pattern: S2. Define tire vertical loading conditions and rotation constraints; S3, submit the solver to obtain simulation analysis results; S4. Analyze the tire rolling sinkage and tire rolling contact area: S41, extracting displacement data and drawing a historical variable curve, the objects including the vertical displacement of the rim reference point position and the longitudinal displacement of the road surface reference point; S42, merging historical variable curves, drawing a curve of tire rolling sinkage versus tire longitudinal displacement, calculating the amplitude of each "peak-trough" in the extracted data, and the maximum amplitude is the tire rolling sinkage fluctuation value; S43, extracting contact area data, extracting historical variables of the contact area between the tire tread and the road surface, and drawing a historical variable curve of the contact area and a historical variable curve of the longitudinal displacement of the road surface reference point; S44, merging the historical variable curves, drawing a curve of the contact area changing with the longitudinal displacement of the tire, calculating the amplitude of each "peak-trough" in the extracted data, and the maximum amplitude is the fluctuation value of the tire rolling contact area.

[0034] This technical solution realizes the finite element analysis of the rolling stability of engineering tire patterns by constructing models, defining conditions, solving analysis and detailed data processing steps. Specifically, a simulation model of an engineering tire with a three-dimensional pattern is constructed to ensure the accuracy of subsequent analysis; the vertical loading conditions and rotation constraints of the tire are defined to simulate the force and motion state of the tire in actual use, and provide necessary boundary conditions for analysis; the solver is submitted to obtain the simulation analysis results, and various response data of the tire during rolling are obtained through numerical calculation; when analyzing the rolling sinkage and rolling contact area of ​​the tire, the dynamic changes of the tire during rolling are intuitively displayed by extracting displacement data and drawing historical variable curves; the historical variable curves are combined to draw the curve of the rolling sinkage of the tire with the longitudinal displacement of the tire, and the fluctuation value of the rolling sinkage of the tire is calculated to ensure the vertical stability of the tire during rolling; the historical variables of the contact area between the tire tread and the road surface are extracted from the calculation results of the tire rolling analysis, and the historical variable curves of the contact area and the longitudinal displacement of the road reference point are drawn; the historical variable curves are combined to draw the curve of the contact area with the longitudinal displacement of the tire, and the fluctuation value of the rolling contact area of ​​the tire is calculated to quantify the stability performance of the tire during rolling.

[0035] In addition, the finite element analysis method for the rolling stability of engineering tire pattern proposed in the present invention also has the following additional technical features: According to one embodiment of the present invention, the step S1 of constructing a simulation model of an engineering tire with a three-dimensional pattern comprises the following steps: S11, obtaining a material distribution map of a main part of the tire and dividing it into two-dimensional grids to generate a grid model of the main part of the tire; S12, generating a three-dimensional pattern single-intercept geometric model, and meshing the three-dimensional pattern single-intercept geometric model to generate a complete three-dimensional pattern mesh model; S13, merging the complete three-dimensional pattern mesh model with the mesh model of the tire main body to generate an engineering tire simulation model with a three-dimensional pattern.

[0036] This technical solution completes the construction of an engineering tire simulation model with a three-dimensional pattern. Specifically, first, the material distribution map of the main part of the tire is obtained and the two-dimensional grid is divided to generate a mesh model of the main part of the tire, providing an accurate digital representation of the basic structure of the tire; then, a three-dimensional pattern single-intercept geometric model is generated, and the three-dimensional pattern single-intercept geometric model is meshed to generate a complete three-dimensional pattern mesh model, ensuring the accurate capture and expression of the pattern details, which is convenient for analyzing the rolling performance and grip of the tire; finally, the complete three-dimensional pattern mesh model is merged with the mesh model of the main part of the tire to generate an engineering tire simulation model with a three-dimensional pattern, which provides a comprehensive and accurate model for subsequent finite element analysis by integrating the basic structure and pattern details of the tire.

[0037] According to an embodiment of the present invention, in step S11, the material distribution map of the main part of the tire includes the material type and thickness distribution of the tread, sidewall and bead of the tire.

[0038] This technical solution ensures the integrity and accuracy of the material distribution map of the main part of the tire by setting the material type and thickness distribution of the tire's tread, sidewall, and bead for grid division and simulation model construction.

[0039] According to an embodiment of the present invention, in step S11, the two-dimensional grid generates a grid model of the main part of the tire, including the following steps: S111. In the two-dimensional meshing software Hypermesh, the material distribution map of the main part of the tire is imported to perform axisymmetric meshing; S112. Use automatic meshing and manual meshing tools to generate a mesh model of the main part of the tire.

[0040] This technical solution uses the professional two-dimensional meshing software Hypermesh and combines it with the strategy of axisymmetric meshing. First, the material distribution map of the main part of the tire is imported into the software, and the axisymmetric structure of the tire is efficiently preliminarily meshed. By flexibly using automatic meshing and manual meshing tools, a mesh model of the main part of the tire is generated. The automatic meshing tool quickly generates most of the meshes, while the manual meshing tool is used to adjust and optimize the meshes in key areas to ensure that the quality and accuracy of the meshes meet the analysis requirements.

[0041] According to one embodiment of the present invention, in step S12, generating a three-dimensional pattern single-intercept geometric model includes the following steps: S121, obtaining a three-dimensional pattern design drawing of the tire, including the shape, size, and arrangement of the pattern; S122, using CATIA, a 3D geometric modeling software, to generate a single-intercept pattern geometric model according to the 3D pattern design drawing; S123. The generated single-intercept pattern geometric model is imported into the three-dimensional meshing software Hypermesh. The three-dimensional pattern single-intercept geometric model is meshed using meshing tools, the contour lines and surfaces of the pattern are drawn, and the circular array command group is used to form a three-dimensional single-intercept pattern mesh array to synthesize a complete three-dimensional pattern mesh model.

[0042] This technical solution realizes the construction of a single-intercept geometric model of a three-dimensional pattern. Specifically, first, obtain the three-dimensional pattern design drawing of the tire to ensure the accuracy of key information such as the shape, size, and arrangement of the pattern; use the three-dimensional geometric modeling software CATIA to generate a single-intercept pattern geometric model based on the design drawing, and convert the pattern in the design drawing into a digital three-dimensional model; import the generated single-intercept pattern geometric model into the three-dimensional meshing software Hypermesh, and use the meshing tool to finely mesh the model, while drawing the contour lines and curved surfaces of the pattern, and synthesize the single-intercept pattern mesh array into a complete three-dimensional pattern mesh model through the circular array command to ensure the accuracy of the pattern model.

[0043] According to one embodiment of the present invention, the step S2 of defining the tire vertical loading condition and rotational constraint comprises the following steps: S21, applying air pressure and load to define a vertical loading condition of the tire; S22, keeping the original air pressure and load unchanged, and removing the rotation constraint of the tire along the axle direction; S23. Apply translational boundary conditions to simulate the rolling process of the tire on the road.

[0044] This technical solution realizes the vertical loading condition and rotation constraint of the tire. Specifically, air pressure and load are applied to simulate the internal air pressure and external load that the tire bears in actual use, providing the necessary conditions for the vertical loading condition of the tire; the original air pressure and load are kept unchanged, and the rotation constraint of the tire along the axle direction is removed to ensure the stability of the tire under vertical loading, while allowing the tire to simulate the rolling process in subsequent steps; translational boundary conditions are applied to simulate the rolling process of the tire on the road surface, and the accurate simulation of the tire rolling process is achieved by setting the relative motion relationship between the tire and the road surface.

[0045] According to an embodiment of the present invention, the step S3 of submitting the solver to obtain the simulation analysis result includes the following steps: S31, submitting the edited calculation file to the standard solver of Abaqus for solution calculation; S32, after waiting for the solver to complete the calculation, obtain the simulation analysis results of the engineering tire with three-dimensional pattern rolling along the road surface under air pressure and load.

[0046] This technical solution successfully obtains the simulation analysis results of engineering tires with three-dimensional patterns under specific conditions. Specifically, the edited calculation file is submitted to the standard solver of Abaqus for solution calculation to ensure the accuracy and efficiency of the calculation process; after waiting for the solver to complete the calculation, the simulation analysis results of the engineering tire with three-dimensional patterns rolling along the road surface under air pressure and load are obtained. By obtaining the simulation analysis results, the various performances of the tire during the rolling process, such as rolling resistance, wear, stability, etc., are deeply understood.

[0047] According to one embodiment of the present invention, the step S4 analyzes the tire rolling sinkage and the tire rolling contact area. In the static rolling analysis of the patterned tire, the influence of the pattern on the tire rolling fluctuation performance is comprehensively evaluated through the fluctuation values ​​of the tire rolling sinkage and the tire rolling contact area, wherein: the greater the tire rolling volatility, the greater the vibration amplitude generated by the tire during actual use.

[0048] This technical solution comprehensively evaluates the influence of the pattern on the rolling fluctuation performance of the tire by deeply analyzing the fluctuation values ​​of the tire rolling sinkage and the tire rolling contact area. Specifically, in the static rolling analysis of the patterned tire, the fluctuation value of the tire rolling sinkage is first calculated, which reflects the stability of the tire in the vertical direction during the rolling process; at the same time, the fluctuation value of the tire rolling contact area is calculated, which reflects the change in the contact area between the tire and the road, and then reflects the lateral stability of the tire during the rolling process; through the comprehensive analysis of these two fluctuation values, the influence of the pattern on the rolling fluctuation performance of the tire is accurately evaluated; the greater the tire rolling fluctuation, the greater the vibration amplitude generated by the tire during actual use, which has an adverse effect on the comfort, durability and driving safety of the tire.

[0049] According to one embodiment of the present invention, the step S4 analyzes the tire rolling sinkage and the tire rolling contact area, and the patterns on the tire adopt different pattern design schemes, including block patterns or transverse patterns; by performing static rolling calculations on different pattern design schemes, the scheme with the smallest tire rolling sinkage fluctuation value and the scheme with the smallest tire rolling contact area fluctuation value are preferred.

[0050] This technical solution optimizes the tire pattern design by comparing the fluctuation values ​​of the rolling sinkage and rolling contact area of ​​the tire under different pattern design schemes. Specifically, first set the pattern on the tire to adopt different design schemes, such as block pattern or transverse pattern, etc. These schemes represent different tire performance characteristics and applicable scenarios; by performing static rolling calculations on tires with these different pattern design schemes, obtain the rolling sinkage fluctuation value and rolling contact area fluctuation value of the tire under each scheme. These two indicators reflect the vertical stability and lateral stability of the tire during rolling, and are important indicators for evaluating the rolling performance of the tire; finally, according to the calculation results, select the scheme with the smallest tire rolling sinkage fluctuation value and the smallest tire rolling contact area fluctuation value as the preferred scheme; by quantitatively analyzing the impact of different pattern design schemes on tire rolling performance, provide a scientific basis for tire design and optimization, and help improve the rolling stability and service life of the tire.

[0051] Example 2 Based on Example 1, Figure 1 As shown, this embodiment provides a finite element analysis method for rolling stability of engineering tire pattern, comprising the following steps: S1, such as Figure 2 As shown in the figure, taking the 16.00R25 engineering radial tire as an example, the material distribution map of the engineering tire is obtained, and the material distribution map is divided into two-dimensional axisymmetric grids using two-dimensional grid division software, such as Hypermesh, to obtain the grid model of the main part of the tire, such as Figure 3 As shown; Obtain the tire 3D pattern design drawing and generate a single-intercept pattern geometry model using 3D geometry modeling software, such as CATIA. Figure 4 As shown; The single-intercept 3D pattern mesh model obtained by S2 is meshed using 3D meshing software such as Hypermesh. The 3D single-intercept pattern meshing result is as follows: Figure 5 As shown; Using the circular array command of the Hypermesh software, the three-dimensional single-intercept pattern grid array obtained in step S3 is converted into a complete three-dimensional pattern grid model, such as Figure 6 As shown; The complete three-dimensional pattern mesh model is combined with the mesh model of the main part of the tire to generate an engineering tire simulation model with a three-dimensional pattern; S2, apply 1250kpa air pressure and 12T load to the complete tire model to define the tire vertical loading condition; Keep the original air pressure and load unchanged, remove the rotation constraint of the tire along the axle direction, make the tire rotate along the axis under the load, and apply a 500mm translation boundary condition to the road reference point; S3. Submit the edited calculation file to the standard solver of abaqus for solution calculation, and obtain the simulation analysis results of an engineering tire with a three-dimensional pattern under the conditions of 1250kpa and a load of 12T, rolling along the road surface for 500mm, such as Figure 7 As shown; S3, open the calculation result file with the suffix odb generated in step S3, extract the vertical displacement of the rim reference point from the calculation result file, and draw the historical variable curve of the displacement of the rim reference point in the U3 direction; extract the longitudinal displacement of the road reference point, draw the historical variable curve of the road reference point in the U1 direction, merge the historical variable curve of the rim reference point in the U3 direction with the historical variable curve of the road reference point in the U1 direction, and draw the curve of the tire sinkage changing with the tire longitudinal displacement, such as Figure 8 As shown, the amplitude of each "peak-trough" in the extracted data is calculated, and the maximum amplitude is 0.17mm, which is the fluctuation value of the tire rolling sinkage in this example; Open the calculation result file with the suffix odb generated in step S3, extract the historical variables of the contact area between the tire tread and the road surface from the calculation result file, and draw the historical variable curve of the contact area; extract the longitudinal displacement of the road reference point, draw the historical variable curve of the road reference point U1 direction, merge the historical variable curve of the tire contact area with the historical variable curve of the displacement in the road reference point U1 direction, and the curve of the contact area changing with the longitudinal displacement of the tire, such as Fig. 9 As shown in Figure 2, the amplitude of each “peak-trough” in the extracted data is calculated, and the maximum amplitude is 83016 mm 2 , which is the fluctuation value of the tire rolling contact area in this example; The present invention evaluates the influence of the pattern on the rolling fluctuation performance of the tire through the rolling sinkage fluctuation value and the tire rolling contact area fluctuation value in the static rolling analysis of the patterned tire. The larger the two values, the greater the rolling fluctuation of the tire, and the greater the vibration amplitude generated by the tire during actual use. Static rolling calculations are performed on different pattern design schemes, and the scheme with the smallest tire rolling sinkage fluctuation value and the smallest tire rolling contact area fluctuation value is the preferred scheme.

[0052] Although the present invention is described in detail by referring to the accompanying drawings and in combination with the preferred embodiments, the present invention is not limited thereto. Without departing from the spirit and essence of the present invention, a person of ordinary skill in the art may make various equivalent modifications or substitutions to the embodiments of the present invention, and these modifications or substitutions shall be within the scope of the present invention. Any person of ordinary skill in the art may easily think of changes or substitutions within the technical scope disclosed by the present invention, and these shall be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A finite element analysis method for rolling stability of engineering tire pattern, characterized in that: The following steps are involved: S1. Constructing a simulation model of an engineering tire with a three-dimensional pattern: S2. Define tire vertical loading conditions and rotation constraints; S3, submit the solver to obtain simulation analysis results; S4. Analyze the tire rolling sinkage and tire rolling contact area: S41, extracting displacement data and drawing a historical variable curve, the objects including the vertical displacement of the rim reference point position and the longitudinal displacement of the road surface reference point; S42, merging historical variable curves, drawing a curve of tire rolling sinkage versus tire longitudinal displacement, calculating the amplitude of each "peak-trough" in the extracted data, and the maximum amplitude is the tire rolling sinkage fluctuation value; S43, extracting contact area data, extracting historical variables of the contact area between the tire tread and the road surface, and drawing a historical variable curve of the contact area and a historical variable curve of the longitudinal displacement of the road surface reference point; S44, merging the historical variable curves, drawing a curve of the contact area changing with the longitudinal displacement of the tire, calculating the amplitude of each "peak-trough" in the extracted data, and the maximum amplitude is the fluctuation value of the tire rolling contact area.

2. The finite element analysis method for rolling stability of engineering tire pattern according to claim 1, characterized in that: The step S1 of constructing an engineering tire simulation model with a three-dimensional pattern includes the following steps: S11, obtaining a material distribution map of a main part of the tire and dividing it into two-dimensional grids to generate a grid model of the main part of the tire; S12, generating a three-dimensional pattern single-intercept geometric model, and meshing the three-dimensional pattern single-intercept geometric model to generate a complete three-dimensional pattern mesh model; S13, merging the complete three-dimensional pattern mesh model with the mesh model of the tire main body to generate an engineering tire simulation model with a three-dimensional pattern.

3. The finite element analysis method for rolling stability of engineering tire pattern according to claim 2, characterized in that: In the step S11, the material distribution map of the main part of the tire includes the material type and thickness distribution of the tread, sidewall and bead of the tire.

4. The finite element analysis method for rolling stability of engineering tire pattern according to claim 3, characterized in that: In step S11, the two-dimensional grid generates a grid model of the main part of the tire, including the following steps: S111. In the two-dimensional meshing software Hypermesh, the material distribution map of the main part of the tire is imported to perform axisymmetric meshing; S112. Use automatic meshing and manual meshing tools to generate a mesh model of the main part of the tire.

5. The finite element analysis method for rolling stability of engineering tire pattern according to claim 4, characterized in that: In step S12, generating a three-dimensional pattern single-intercept geometric model includes the following steps: S121, obtaining a three-dimensional pattern design drawing of the tire, including the shape, size, and arrangement of pattern blocks; S122, using CATIA, a 3D geometric modeling software, to generate a single-intercept pattern geometric model according to the 3D pattern design drawing; S123. The generated single-intercept pattern geometric model is imported into the three-dimensional meshing software Hypermesh. The three-dimensional pattern single-intercept geometric model is meshed using meshing tools, the contour lines and surfaces of the pattern are drawn, and the circular array command group is used to form a three-dimensional single-intercept pattern mesh array to synthesize a complete three-dimensional pattern mesh model.

6. The finite element analysis method for rolling stability of engineering tire pattern according to claim 1, characterized in that: The step S2 of defining the tire vertical loading condition and rotational constraint includes the following steps: S21, applying air pressure and load to define a vertical loading condition of the tire; S22, keeping the original air pressure and load unchanged, and removing the rotation constraint of the tire along the axle direction; S23. Apply translational boundary conditions to simulate the rolling process of the tire on the road.

7. The finite element analysis method for rolling stability of engineering tire pattern according to claim 1, characterized in that: The step S3 of submitting the solver to obtain the simulation analysis results includes the following steps: S31, submitting the edited calculation file to the standard solver of Abaqus for solution calculation; S32, after waiting for the solver to complete the calculation, obtain the simulation analysis results of the engineering tire with three-dimensional pattern rolling along the road surface under air pressure and load.

8. The finite element analysis method for rolling stability of engineering tire pattern according to claim 1, characterized in that: The analysis of the tire rolling sinkage and the tire rolling contact area in step S4 is used to comprehensively evaluate the influence of the pattern on the tire rolling fluctuation performance through the fluctuation values ​​of the tire rolling sinkage and the tire rolling contact area in the static rolling analysis of the patterned tire, wherein: the greater the tire rolling fluctuation, the greater the vibration amplitude generated by the tire during actual use.

9. The finite element analysis method for rolling stability of engineering tire pattern according to claim 8, characterized in that: The step S4 analyzes the tire rolling sinkage and the tire rolling contact area. The patterns on the tire adopt different pattern design schemes, including block patterns or transverse patterns. By performing static rolling calculations on different pattern design schemes, the scheme with the smallest tire rolling sinkage fluctuation value and the scheme with the smallest tire rolling contact area fluctuation value are the preferred schemes.

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