Finite element analysis method for rolling fluctuation of engineering tire pattern

Abstract

This invention relates to the field of engineering tire vibration characteristics technology, specifically to a finite element analysis method for the rolling ripple properties of engineering tire treads. The invention includes the following steps: S1, constructing a simulation model of an engineering tire with a three-dimensional tread pattern; S2, defining the tire's vertical loading condition and rotational constraints; S3, submitting the solver to obtain simulation analysis results; S4, analyzing the tire's rolling sinkage and rolling contact area. This invention accurately predicts the sinkage and contact area fluctuations during the tire rolling process at the tread design stage, enabling the optimization of tread design schemes, effectively improving the success rate of tire product development and reducing R&D costs. Through a completely implicit calculation method, it has the advantages of high computational efficiency and small fluctuations in result data, and can stably solve the tire rolling process, helping tire manufacturers optimize product design and improve tire rolling ripple properties and durability.

Description

Technical Field

[0001] This invention relates to the field of vibration characteristics technology for engineering tires, and specifically to a finite element analysis method for the rolling ripple properties of engineering tire treads. Background Technology

[0002] To ensure mining machinery tires provide sufficient driving force, braking, and steering capability under complex road conditions and guarantee driving safety, tire designs often employ large block or lateral tread patterns to enhance grip. However, these tread patterns are discontinuously distributed along the tire circumference, and the contact area and position constantly change during driving, leading to fluctuations in tire stress and sinkage, which in turn causes structural vibration and affects driving stability. To address this problem, engineers have actively explored solutions. For example, Chinese patent CN116611169A proposes a tire force estimation algorithm based on strain asymmetry, using Abaqus software to rotate a two-dimensional tire model to construct a three-dimensional structure, thereby estimating vertical and longitudinal forces. Nevertheless, this solution still faces challenges: it cannot accurately predict sinkage and contact area fluctuations during tire rolling at the tread design stage; it suffers from low computational efficiency and large fluctuations in results, which not only prolongs the solution time for tire rolling but may also affect the accuracy of the results, thus hindering tire manufacturers from optimizing product design and improving tire rolling stability and durability. Summary of the Invention

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

[0004] The technical solution adopted in this invention is as follows:

[0005] A finite element analysis method for the rolling fluctuation of engineering tire tread patterns includes the following steps:

[0006] S1. Construct a simulation model of an engineering tire with a 3D tread pattern:

[0007] S2. Define the tire vertical loading condition and rotational constraints;

[0008] S3. Submit the solver to obtain simulation analysis results;

[0009] S4. Analyze tire rolling subsidence and tire rolling contact area:

[0010] S41. Extract displacement data and plot historical variable curves, including the vertical displacement of the rim reference point and the longitudinal displacement of the road surface reference point.

[0011] S42. Merge historical variable curves and plot the curve of tire rolling sinking as a function of tire longitudinal displacement. Calculate the amplitude of each "peak-trough" in the extracted data. The largest amplitude is the fluctuation value of tire rolling sinking.

[0012] S43. Extract the ground contact area data, extract the historical variables of the tire tread-road contact area, and plot the historical variable curve of the ground contact area and the historical variable curve of the longitudinal displacement of the road reference point.

[0013] S44. Merge the historical variable curves and plot the curve of the ground contact area changing with the longitudinal displacement of the tire. Calculate the amplitude for each "peak-trough" in the extracted data. The largest amplitude is the fluctuation value of the tire rolling ground contact area.

[0014] This technical solution achieves finite element analysis of the rolling fluctuation of engineering tire tread patterns through model construction, condition definition, solution analysis, and detailed data processing steps. Specifically, a simulation model of an engineering tire with a three-dimensional tread pattern is constructed to ensure the accuracy of subsequent analysis; the vertical loading condition and rotational constraints of the tire are defined to simulate the force and motion state of the tire in actual use, providing necessary boundary conditions for analysis; the solver is submitted to obtain simulation analysis results, and various response data of the tire during the rolling process are obtained through numerical calculation; when analyzing the tire rolling sink and tire rolling contact area, displacement data is extracted and historical variable curves are plotted to intuitively display the dynamic changes of the tire during the rolling process; the historical variable curves are merged to plot the tire rolling sink as a function of the tire's longitudinal displacement, and the fluctuation value of the tire rolling sink is calculated to ensure the vertical stability of the tire during the rolling process; the historical variable of the tire tread-road contact area is extracted from the tire rolling analysis calculation results, and the historical variable curves of the contact area and the longitudinal displacement of the road reference point are plotted; the historical variable curves are merged to plot the contact area as a function of the tire's longitudinal displacement, and the fluctuation value of the tire rolling contact area is calculated to quantify the stability performance of the tire during the rolling process.

[0015] In addition, the finite element analysis method for the rolling fluctuation of engineering tire tread patterns proposed above according to the present invention also has the following additional technical features:

[0016] According to an embodiment of the present invention, the step S1 of constructing a simulation model of an engineering tire with a three-dimensional tread pattern includes the following sub-steps:

[0017] S11. Obtain the material distribution map of the main body of the tire and divide it into two-dimensional meshes to generate a mesh model of the main body of the tire.

[0018] S12. Generate a three-dimensional patterned single-intercept geometric model, perform mesh generation on the three-dimensional patterned single-intercept geometric model, and generate a complete three-dimensional patterned mesh model.

[0019] S13. Merge the complete 3D pattern mesh model with the tire body mesh model to generate an engineering tire simulation model with 3D patterns.

[0020] This technical solution constructs a simulation model of an engineering tire with a three-dimensional tread pattern. Specifically, firstly, a material distribution map of the tire's main body is obtained and a two-dimensional mesh is generated to create a mesh model of the tire's main body, providing an accurate digital representation of the tire's basic structure. Next, a three-dimensional tread pattern single-intercept geometric model is generated, and this model is meshed to create a complete three-dimensional tread pattern mesh model, ensuring accurate capture and representation of tread details, facilitating the analysis of the tire's rolling performance and grip characteristics. Finally, the complete three-dimensional tread pattern mesh model is merged with the tire's main body mesh model to generate a simulation model of an engineering tire with a three-dimensional tread pattern. By integrating the tire's basic structure and tread details, a comprehensive and accurate model is provided for subsequent finite element analysis.

[0021] According to an embodiment of the present invention, in step S11, the material distribution map of the tire body includes the material type and thickness distribution of the tire tread, sidewall, and bead.

[0022] This technical solution ensures the integrity and accuracy of the material distribution map of the tire's main body by setting the material type and thickness distribution of the tire tread, sidewall, and bead, which is used for mesh generation and simulation model construction.

[0023] According to an embodiment of the present invention, in step S11, the generation of a two-dimensional mesh model of the tire body includes the following sub-steps:

[0024] S111. In the 2D mesh generation software Hypermesh, import the material distribution map of the tire body and perform axisymmetric mesh generation.

[0025] S112. Use automatic mesh generation and manual mesh generation tools to generate the mesh model of the tire body.

[0026] This technical solution utilizes the professional 2D meshing software Hypermesh, combined with an axisymmetric meshing strategy. First, the material distribution map of the tire's main body is imported into the software, efficiently performing preliminary meshing of the tire's axisymmetric structure. Then, by flexibly using automatic and manual meshing tools, a mesh model of the tire's main body is generated. The automatic meshing tool quickly generates most of the mesh, while the manual meshing tool is used to adjust and optimize the mesh in key areas, ensuring that the mesh quality and accuracy meet the analysis requirements.

[0027] According to an embodiment of the present invention, in step S12, generating a three-dimensional pattern single-intercept geometric model includes the following sub-steps:

[0028] S121. Obtain the three-dimensional tread pattern design of the tire, including the shape, size, and arrangement of the tread pattern;

[0029] S122. Use the 3D geometric modeling software CATIA to generate a single-intercept pattern geometric model based on the 3D pattern design drawing.

[0030] S123. Import the generated single-intercept pattern geometric model into the 3D mesh generation software Hypermesh. Use the mesh generation tool to mesh the 3D pattern single-intercept geometric model, draw the outline and surface of the pattern, and use the circular array command to synthesize the complete 3D pattern mesh model from the 3D single-intercept pattern mesh array.

[0031] This technical solution enables the construction of a three-dimensional single-intercept geometric model of a tire tread pattern. Specifically, firstly, a three-dimensional tread pattern design drawing of the tire is obtained to ensure the accuracy of key information such as the shape, size, and arrangement of the tread pattern; then, using the three-dimensional geometric modeling software CATIA, a single-intercept tread pattern geometric model is generated based on the design drawing, converting the tread pattern in the design drawing into a digital three-dimensional model; finally, the generated single-intercept tread pattern geometric model is imported into the three-dimensional mesh generation software Hypermesh, and the model is finely meshed using the mesh generation tool. Simultaneously, the outline and surface of the tread pattern are drawn, and the single-intercept tread pattern mesh arrays are synthesized into a complete three-dimensional tread pattern mesh model using the circular array command, ensuring the accuracy of the tread pattern model.

[0032] According to an embodiment of the present invention, step S2, which defines the tire vertical loading condition and rotational constraint, includes the following sub-steps:

[0033] S21. Apply air pressure and load to define the vertical loading condition of the tire;

[0034] S22. Keep the original air pressure and load unchanged, and remove the rotation constraint of the tire along the axle direction;

[0035] S23. Apply translational boundary conditions to simulate the rolling process of a tire on a road surface.

[0036] This technical solution achieves vertical loading and rotational constraints on the tire. Specifically, air pressure and load are applied to simulate the internal air pressure and external load that the tire experiences in actual use, providing the necessary conditions for the tire's vertical loading condition. The original air pressure and load are kept constant, and the rotational constraint along the axle direction is removed to ensure the tire's stability under vertical loading, while allowing the tire to simulate the rolling process in subsequent steps. Translational boundary conditions are applied to simulate the tire's rolling process on the road surface. By setting the relative motion relationship between the tire and the road surface, accurate simulation of the tire rolling process is achieved.

[0037] According to one embodiment of the present invention, step S3, submitting the solver to obtain simulation analysis results, includes the following sub-steps:

[0038] S31. Submit the completed calculation file to Abaqus' standard solver for calculation;

[0039] S32. After the solver completes the calculation, obtain the simulation analysis results of the engineering tire with three-dimensional tread rolling along the road surface under air pressure and load.

[0040] This technical solution successfully obtained simulation analysis results of engineering tires with three-dimensional tread patterns under specific conditions. Specifically, the edited calculation file was submitted to the Abaqus standard solver for calculation to ensure the accuracy and efficiency of the calculation process. After the solver completed the calculation, the simulation analysis results of the engineering tire with three-dimensional tread patterns rolling along the road surface under air pressure and load were obtained. Through the acquisition of simulation analysis results, the various performance characteristics of the tire during the rolling process, such as rolling resistance, wear, and stability, can be analyzed in depth.

[0041] According to an embodiment of the present invention, the analysis of tire rolling sink and tire rolling contact area in step S4, in the static rolling analysis of patterned tires, comprehensively evaluates the influence of the tread pattern on the tire rolling ripple performance by using the fluctuation values ​​of tire rolling sink and tire rolling contact area. The greater the tire rolling ripple, the greater the vibration amplitude generated by the tire during actual use.

[0042] This technical solution comprehensively evaluates the impact of tread pattern on tire rolling undulation performance by deeply analyzing the fluctuation values ​​of tire rolling sinkage and tire rolling contact area. Specifically, in the static rolling analysis of patterned tires, the fluctuation value of tire rolling sinkage is first calculated, which reflects the vertical stability of the tire during rolling; simultaneously, the fluctuation value of tire rolling contact area is calculated, which reflects the change in the contact area between the tire and the road surface, and thus reflects the lateral stability of the tire during rolling. Through the comprehensive analysis of these two fluctuation values, the degree of influence of tread pattern on tire rolling undulation performance is accurately assessed. The greater the tire rolling undulation, the greater the vibration amplitude generated by the tire during actual use, which has an adverse effect on tire comfort, durability, and driving safety.

[0043] According to an embodiment of the present invention, in step S4, the analysis of tire rolling sink and tire rolling contact area involves different tread patterns on the tire, including block patterns or lateral patterns. By performing static rolling calculations on different tread patterns, the scheme with the smallest fluctuation value of tire rolling sink and the scheme with the smallest fluctuation value of tire rolling contact area are preferred schemes.

[0044] This technical solution optimizes tire tread design by comparing the fluctuation values ​​of rolling sinkage and rolling contact area under different tread pattern designs. Specifically, it first sets different tread pattern designs for the tire, such as block patterns or lateral patterns, representing different tire performance characteristics and applicable scenarios. Static rolling calculations are then performed on tires with these different tread pattern designs to obtain the fluctuation values ​​of rolling sinkage and rolling contact area for each design. These two indicators reflect the vertical and lateral stability of the tire during rolling, respectively, and are important indicators for evaluating tire rolling performance. Finally, based on the calculation results, the design with the smallest rolling sinkage fluctuation value and the smallest rolling contact area fluctuation value is selected as the optimal design. By quantitatively analyzing the impact of different tread pattern designs on tire rolling performance, this provides a scientific basis for tire design and optimization, helping to improve tire rolling stability and service life.

[0045] Compared with the prior art, the present invention has the following advantages:

[0046] (1) By accurately predicting the sinking and contact area fluctuations during the tire rolling process in the tread pattern design stage, the tread pattern design scheme can be optimized, which can effectively improve the success rate of tire product development and reduce the development cost.

[0047] (2) Through a fully implicit calculation method, it has the advantages of high calculation 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 fluctuation and durability. Attached Figure Description

[0048] Figure 1 This is a flowchart illustrating the principle of the method of the present invention.

[0049] Figure 2 This is a diagram showing the material distribution of the main body of the tire.

[0050] Figure 3 This is a mesh model diagram of the main body of the tire.

[0051] Figure 4 It is a geometric model diagram of a single-intercept pattern.

[0052] Figure 5 It is a single-intercept 3D patterned mesh model diagram.

[0053] Figure 6 It is a complete 3D patterned mesh model diagram.

[0054] Figure 7 It is a simulation model of an engineering tire with a three-dimensional tread pattern.

[0055] Figure 8 It is a curve showing the fluctuation of the amount of sinking during tire rolling as the tire travels a certain distance.

[0056] Figure 9 It is a curve showing the fluctuation of the contact area with the ground as the tire travels during rolling. Detailed Implementation

[0057] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0058] Example 1

[0059] like Figure 1 As shown in the figure, this embodiment provides a finite element analysis method for the rolling fluctuation of engineering tire tread patterns, including the following steps:

[0060] S1. Construct a simulation model of an engineering tire with a 3D tread pattern:

[0061] S2. Define the tire vertical loading condition and rotational constraints;

[0062] S3. Submit the solver to obtain simulation analysis results;

[0063] S4. Analyze tire rolling subsidence and tire rolling contact area:

[0064] S41. Extract displacement data and plot historical variable curves, including the vertical displacement of the rim reference point and the longitudinal displacement of the road surface reference point.

[0065] S42. Merge historical variable curves and plot the curve of tire rolling sinking as a function of tire longitudinal displacement. Calculate the amplitude of each "peak-trough" in the extracted data. The largest amplitude is the fluctuation value of tire rolling sinking.

[0066] S43. Extract the ground contact area data, extract the historical variables of the tire tread-road contact area, and plot the historical variable curve of the ground contact area and the historical variable curve of the longitudinal displacement of the road reference point.

[0067] S44. Merge the historical variable curves and plot the curve of the ground contact area changing with the longitudinal displacement of the tire. Calculate the amplitude for each "peak-trough" in the extracted data. The largest amplitude is the fluctuation value of the tire rolling ground contact area.

[0068] This technical solution achieves finite element analysis of the rolling fluctuation of engineering tire tread patterns through model construction, condition definition, solution analysis, and detailed data processing steps. Specifically, a simulation model of an engineering tire with a three-dimensional tread pattern is constructed to ensure the accuracy of subsequent analysis; the vertical loading condition and rotational constraints of the tire are defined to simulate the force and motion state of the tire in actual use, providing necessary boundary conditions for analysis; the solver is submitted to obtain simulation analysis results, and various response data of the tire during the rolling process are obtained through numerical calculation; when analyzing the tire rolling sink and tire rolling contact area, displacement data is extracted and historical variable curves are plotted to intuitively display the dynamic changes of the tire during the rolling process; the historical variable curves are merged to plot the tire rolling sink as a function of the tire's longitudinal displacement, and the fluctuation value of the tire rolling sink is calculated to ensure the vertical stability of the tire during the rolling process; the historical variable of the tire tread-road contact area is extracted from the tire rolling analysis calculation results, and the historical variable curves of the contact area and the longitudinal displacement of the road reference point are plotted; the historical variable curves are merged to plot the contact area as a function of the tire's longitudinal displacement, and the fluctuation value of the tire rolling contact area is calculated to quantify the stability performance of the tire during the rolling process.

[0069] In addition, the finite element analysis method for the rolling fluctuation of engineering tire tread patterns proposed above according to the present invention also has the following additional technical features:

[0070] According to an embodiment of the present invention, the step S1 of constructing a simulation model of an engineering tire with a three-dimensional tread pattern includes the following sub-steps:

[0071] S11. Obtain the material distribution map of the main body of the tire and divide it into two-dimensional meshes to generate a mesh model of the main body of the tire.

[0072] S12. Generate a three-dimensional patterned single-intercept geometric model, perform mesh generation on the three-dimensional patterned single-intercept geometric model, and generate a complete three-dimensional patterned mesh model.

[0073] S13. Merge the complete 3D pattern mesh model with the tire body mesh model to generate an engineering tire simulation model with 3D patterns.

[0074] This technical solution constructs a simulation model of an engineering tire with a three-dimensional tread pattern. Specifically, firstly, a material distribution map of the tire's main body is obtained and a two-dimensional mesh is generated to create a mesh model of the tire's main body, providing an accurate digital representation of the tire's basic structure. Next, a three-dimensional tread pattern single-intercept geometric model is generated, and this model is meshed to create a complete three-dimensional tread pattern mesh model, ensuring accurate capture and representation of tread details, facilitating the analysis of the tire's rolling performance and grip characteristics. Finally, the complete three-dimensional tread pattern mesh model is merged with the tire's main body mesh model to generate a simulation model of an engineering tire with a three-dimensional tread pattern. By integrating the tire's basic structure and tread details, a comprehensive and accurate model is provided for subsequent finite element analysis.

[0075] According to an embodiment of the present invention, in step S11, the material distribution map of the tire body includes the material type and thickness distribution of the tire tread, sidewall, and bead.

[0076] This technical solution ensures the integrity and accuracy of the material distribution map of the tire's main body by setting the material type and thickness distribution of the tire tread, sidewall, and bead, which is used for mesh generation and simulation model construction.

[0077] According to an embodiment of the present invention, in step S11, the generation of a two-dimensional mesh model of the tire body includes the following sub-steps:

[0078] S111. In the 2D mesh generation software Hypermesh, import the material distribution map of the tire body and perform axisymmetric mesh generation.

[0079] S112. Use automatic mesh generation and manual mesh generation tools to generate the mesh model of the tire body.

[0080] This technical solution utilizes the professional 2D meshing software Hypermesh, combined with an axisymmetric meshing strategy. First, the material distribution map of the tire's main body is imported into the software, efficiently performing preliminary meshing of the tire's axisymmetric structure. Then, by flexibly using automatic and manual meshing tools, a mesh model of the tire's main body is generated. The automatic meshing tool quickly generates most of the mesh, while the manual meshing tool is used to adjust and optimize the mesh in key areas, ensuring that the mesh quality and accuracy meet the analysis requirements.

[0081] According to an embodiment of the present invention, in step S12, generating a three-dimensional pattern single-intercept geometric model includes the following sub-steps:

[0082] S121. Obtain the three-dimensional tread pattern design of the tire, including the shape, size, and arrangement of the tread pattern;

[0083] S122. Use the 3D geometric modeling software CATIA to generate a single-intercept pattern geometric model based on the 3D pattern design drawing.

[0084] S123. Import the generated single-intercept pattern geometric model into the 3D mesh generation software Hypermesh. Use the mesh generation tool to mesh the 3D pattern single-intercept geometric model, draw the outline and surface of the pattern, and use the circular array command to synthesize the complete 3D pattern mesh model from the 3D single-intercept pattern mesh array.

[0085] This technical solution enables the construction of a three-dimensional single-intercept geometric model of a tire tread pattern. Specifically, firstly, a three-dimensional tread pattern design drawing of the tire is obtained to ensure the accuracy of key information such as the shape, size, and arrangement of the tread pattern; then, using the three-dimensional geometric modeling software CATIA, a single-intercept tread pattern geometric model is generated based on the design drawing, converting the tread pattern in the design drawing into a digital three-dimensional model; finally, the generated single-intercept tread pattern geometric model is imported into the three-dimensional mesh generation software Hypermesh, and the model is finely meshed using the mesh generation tool. Simultaneously, the outline and surface of the tread pattern are drawn, and the single-intercept tread pattern mesh arrays are synthesized into a complete three-dimensional tread pattern mesh model using the circular array command, ensuring the accuracy of the tread pattern model.

[0086] According to an embodiment of the present invention, step S2, which defines the tire vertical loading condition and rotational constraint, includes the following sub-steps:

[0087] S21. Apply air pressure and load to define the vertical loading condition of the tire;

[0088] S22. Keep the original air pressure and load unchanged, and remove the rotation constraint of the tire along the axle direction;

[0089] S23. Apply translational boundary conditions to simulate the rolling process of a tire on a road surface.

[0090] This technical solution achieves vertical loading and rotational constraints on the tire. Specifically, air pressure and load are applied to simulate the internal air pressure and external load that the tire experiences in actual use, providing the necessary conditions for the tire's vertical loading condition. The original air pressure and load are kept constant, and the rotational constraint along the axle direction is removed to ensure the tire's stability under vertical loading, while allowing the tire to simulate the rolling process in subsequent steps. Translational boundary conditions are applied to simulate the tire's rolling process on the road surface. By setting the relative motion relationship between the tire and the road surface, accurate simulation of the tire rolling process is achieved.

[0091] According to one embodiment of the present invention, step S3, submitting the solver to obtain simulation analysis results, includes the following sub-steps:

[0092] S31. Submit the completed calculation file to Abaqus' standard solver for calculation;

[0093] S32. After the solver completes the calculation, obtain the simulation analysis results of the engineering tire with three-dimensional tread rolling along the road surface under air pressure and load.

[0094] This technical solution successfully obtained simulation analysis results of engineering tires with three-dimensional tread patterns under specific conditions. Specifically, the edited calculation file was submitted to the Abaqus standard solver for calculation to ensure the accuracy and efficiency of the calculation process. After the solver completed the calculation, the simulation analysis results of the engineering tire with three-dimensional tread patterns rolling along the road surface under air pressure and load were obtained. Through the acquisition of simulation analysis results, the various performance characteristics of the tire during the rolling process, such as rolling resistance, wear, and stability, can be analyzed in depth.

[0095] According to an embodiment of the present invention, the analysis of tire rolling sink and tire rolling contact area in step S4, in the static rolling analysis of patterned tires, comprehensively evaluates the influence of the tread pattern on the tire rolling ripple performance by using the fluctuation values ​​of tire rolling sink and tire rolling contact area. The greater the tire rolling ripple, the greater the vibration amplitude generated by the tire during actual use.

[0096] This technical solution comprehensively evaluates the impact of tread pattern on tire rolling undulation performance by deeply analyzing the fluctuation values ​​of tire rolling sinkage and tire rolling contact area. Specifically, in the static rolling analysis of patterned tires, the fluctuation value of tire rolling sinkage is first calculated, which reflects the vertical stability of the tire during rolling; simultaneously, the fluctuation value of tire rolling contact area is calculated, which reflects the change in the contact area between the tire and the road surface, and thus reflects the lateral stability of the tire during rolling. Through the comprehensive analysis of these two fluctuation values, the degree of influence of tread pattern on tire rolling undulation performance is accurately assessed. The greater the tire rolling undulation, the greater the vibration amplitude generated by the tire during actual use, which has an adverse effect on tire comfort, durability, and driving safety.

[0097] According to an embodiment of the present invention, in step S4, the analysis of tire rolling sink and tire rolling contact area involves different tread patterns on the tire, including block patterns or lateral patterns. By performing static rolling calculations on different tread patterns, the scheme with the smallest fluctuation value of tire rolling sink and the scheme with the smallest fluctuation value of tire rolling contact area are preferred schemes.

[0098] This technical solution optimizes tire tread design by comparing the fluctuation values ​​of rolling sinkage and rolling contact area under different tread pattern designs. Specifically, it first sets different tread pattern designs for the tire, such as block patterns or lateral patterns, representing different tire performance characteristics and applicable scenarios. Static rolling calculations are then performed on tires with these different tread pattern designs to obtain the fluctuation values ​​of rolling sinkage and rolling contact area for each design. These two indicators reflect the vertical and lateral stability of the tire during rolling, respectively, and are important indicators for evaluating tire rolling performance. Finally, based on the calculation results, the design with the smallest rolling sinkage fluctuation value and the smallest rolling contact area fluctuation value is selected as the optimal design. By quantitatively analyzing the impact of different tread pattern designs on tire rolling performance, this provides a scientific basis for tire design and optimization, helping to improve tire rolling stability and service life.

[0099] Example 2

[0100] Based on Example 1, such as Figure 1 As shown in the figure, this embodiment provides a finite element analysis method for the rolling fluctuation of engineering tire tread patterns, including the following steps:

[0101] S1, such as Figure 2 As shown, taking a 16.00R25 engineering radial tire as an example, a material distribution map of the engineering tire is obtained, and a two-dimensional mesh generation software, such as Hypermesh, is used to perform two-dimensional axisymmetric mesh generation on the material distribution map to obtain the mesh model of the main body of the tire. Figure 3 As shown;

[0102] Obtain the 3D tire tread pattern design drawing and generate a single-intercept tread pattern geometric model using 3D geometric modeling software such as CATIA. Figure 4 As shown;

[0103] The single-intercept 3D patterned mesh model obtained from S2 was meshed using 3D meshing software such as Hypermesh. The 3D single-intercept patterned meshing result is as follows: Figure 5 As shown;

[0104] Using the circular array command in the Hypermesh software, the 3D single-intercept patterned mesh array obtained in step S3 is used to generate a complete 3D patterned mesh model, such as... Figure 6 As shown;

[0105] The complete 3D pattern mesh model is merged with the tire body mesh model to generate an engineering tire simulation model with 3D patterns.

[0106] S2. Apply 1250 kPa air pressure and 12T load to the complete tire model to define the tire vertical loading condition;

[0107] Keeping the original air pressure and load unchanged, remove the rotational constraint of the tire along the axle direction, so that the tire rotates along the axle under the load, and apply a translational boundary condition of 500mm to the road reference point.

[0108] S3. Submit the edited calculation file to the Abaqus standard solver for calculation, and obtain the simulation analysis results of an engineering tire with 3D tread pattern rolling 500mm along the road surface under the condition of 1250kPa and 12T load. Figure 7 As shown;

[0109] S3. Open the calculation result file with the .odb extension generated in step S3. From the calculation result file, extract the vertical displacement of the rim reference point and plot the historical variable curve of the rim reference point's U3 direction displacement; extract the longitudinal displacement of the road surface reference point and plot the historical variable curve of the road surface reference point's U1 direction. Merge the historical variable curves of the rim reference point's U3 direction and the road surface reference point's U1 direction to plot the tire sinkage variation curve with the tire's longitudinal displacement, as shown below. Figure 8 As shown, the amplitude of each "peak-trough" in the extracted data is calculated, and the largest amplitude is 0.17 mm, which is the fluctuation value of tire rolling sink in this example.

[0110] Open the calculation result file with the .odb extension generated in step S3. From the calculation result file, extract the historical variables of the tire tread-to-road contact area and plot the historical variable curve of the contact area. Extract the longitudinal displacement of the road reference point and plot the historical variable curve of the road reference point in the U1 direction. Merge the historical variable curve of the tire contact area with the historical variable curve of the displacement in the U1 direction of the road reference point. The curve showing the change of the contact area with the longitudinal displacement of the tire is shown below. Figure 9 As shown, the amplitude was calculated for each "peak-trough" in the extracted data, with the largest amplitude being 83016 mm. 2 This is the fluctuation value of the tire rolling contact area in this example;

[0111] This invention evaluates the impact of tread pattern on tire rolling variability by analyzing the rolling sinkage fluctuation and tire rolling contact area fluctuation in static rolling analysis of patterned tires. The larger these two values ​​are, the greater the tire rolling variability, and the greater the vibration amplitude generated by the tire during actual use. Static rolling calculations are performed on different tread pattern designs, and the scheme with the smallest tire rolling sinkage fluctuation and tire rolling contact area fluctuation is the preferred scheme.

[0112] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, the invention is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the invention by those skilled in the art without departing from the spirit and essence of the invention, and such modifications or substitutions should all be within the scope of the invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the invention should also be covered within the protection scope of the invention. Therefore, the protection scope of the invention should be determined by the scope of the claims.

Claims

1. A finite element analysis method for the rolling fluctuation of engineering tire tread patterns, characterized in that, Includes the following steps: S1. Construct a simulation model of an engineering tire with a 3D tread pattern: S2. Define the tire vertical loading condition and rotational constraints; S3. Submit the solver to obtain the simulation analysis results, including the following steps: S31. Submit the completed calculation file to Abaqus' standard solver for calculation; S32. After the solver completes the calculation, obtain the simulation analysis results of the engineering tire with three-dimensional tread rolling along the road surface under air pressure and load. S4. Analyze tire rolling subsidence and tire rolling contact area: S41. Extract displacement data and plot historical variable curves. The objects include the vertical displacement of the wheel rim reference point and the longitudinal displacement of the road surface reference point. This includes the following steps: Open the calculation result file with the .odb extension generated in step S3, extract the vertical displacement of the wheel rim reference point from the calculation result file, and plot the historical variable curve of the displacement of the wheel rim reference point in the U3 direction. S42. Merge historical variable curves and plot the curve of tire rolling sinking as a function of tire longitudinal displacement. Calculate the amplitude for each "peak-trough" in the extracted data. The largest amplitude is the fluctuation value of tire rolling sinking. This includes the following steps: extract the longitudinal displacement of the road reference point, plot the historical variable curve of the road reference point U1, merge the historical variable curve of the rim reference point U3 with the historical variable curve of the road reference point U1, plot the curve of tire sinking as a function of tire longitudinal displacement, and calculate the amplitude for each "peak-trough" in the extracted data of the curve of tire sinking as a function of tire longitudinal displacement. S43. Extract ground contact area data, extract the historical variables of the tire tread-road contact area, and plot the historical variable curve of the ground contact area and the historical variable curve of the longitudinal displacement of the road reference point. This includes the following steps: Open the calculation result file with the suffix .odb generated in step S3, extract the historical variables of the tire tread-road contact area from the calculation result file, and plot the historical variable curve of the ground contact area. S44. Merge the historical variable curves and plot the curve of the ground contact area changing with the longitudinal displacement of the tire. Calculate the amplitude for each "peak-trough" in the extracted data. The largest amplitude is the fluctuation value of the tire rolling ground contact area. This includes the following steps: extract the longitudinal displacement of the road reference point, plot the historical variable curve of the road reference point U1, merge the historical variable curve of the tire ground contact area with the historical variable curve of the displacement of the road reference point U1, plot the curve of the ground contact area changing with the longitudinal displacement of the tire, and calculate the amplitude for each "peak-trough" in the extracted data of the curve of the longitudinal displacement of the tire. Step S4 analyzes the tire rolling sink and tire rolling contact area. In the static rolling analysis of patterned tires, the influence of the tread pattern on the tire rolling fluctuation performance is comprehensively evaluated by the fluctuation values ​​of the tire rolling sink and the tire rolling contact area. Among them, the greater the tire rolling fluctuation, the greater the vibration amplitude generated by the tire during actual use. Step S4 analyzes the tire rolling sink and tire rolling contact area. Different tread patterns are used on the tire, including block patterns or lateral patterns. By performing static rolling calculations on different tread patterns, the scheme with the smallest fluctuation in tire rolling sink and the smallest fluctuation in tire rolling contact area are the preferred schemes.

2. The finite element analysis method for the rolling fluctuation of engineering tire tread patterns as described in claim 1, characterized in that, The step S1 of constructing a simulation model of an engineering tire with a three-dimensional tread pattern includes the following sub-steps: S11. Obtain the material distribution map of the main body of the tire and divide it into two-dimensional meshes to generate a mesh model of the main body of the tire. S12. Generate a three-dimensional patterned single-intercept geometric model, perform mesh generation on the three-dimensional patterned single-intercept geometric model, and generate a complete three-dimensional patterned mesh model. S13. Merge the complete 3D pattern mesh model with the tire body mesh model to generate an engineering tire simulation model with 3D patterns.

3. The finite element analysis method for the rolling fluctuation of engineering tire tread patterns as described in claim 2, characterized in that, In step S11, the material distribution diagram of the tire body includes the material type and thickness distribution of the tire tread, sidewall, and bead.

4. The finite element analysis method for the rolling fluctuation of engineering tire tread patterns as described in claim 3, characterized in that, In step S11, the two-dimensional mesh is used to generate a mesh model of the tire's main body, which includes the following sub-steps: S111. In the 2D mesh generation software Hypermesh, import the material distribution map of the tire body and perform axisymmetric mesh generation. S112. Use automatic mesh generation and manual mesh generation tools to generate the mesh model of the tire body.

5. The finite element analysis method for the rolling fluctuation of engineering tire tread patterns as described in claim 4, characterized in that, In step S12, generating a three-dimensional pattern single-intercept geometric model includes the following sub-steps: S121. Obtain the three-dimensional tread pattern design of the tire, including the shape, size, and arrangement of the tread blocks; S122. Use the 3D geometric modeling software CATIA to generate a single-intercept pattern geometric model based on the 3D pattern design drawing. S123. Import the generated single-intercept pattern geometric model into the 3D mesh generation software Hypermesh. Use the mesh generation tool to mesh the 3D pattern single-intercept geometric model, draw the outline and surface of the pattern, and use the circular array command to synthesize the complete 3D pattern mesh model from the 3D single-intercept pattern mesh array.

6. The finite element analysis method for the rolling fluctuation of engineering tire tread patterns as described in claim 1, characterized in that, Step S2 defines the tire vertical loading condition and rotational constraint, including the following sub-steps: S21. Apply air pressure and load to define the vertical loading condition of the tire; S22. Keep the original air pressure and load unchanged, and remove the rotation constraint of the tire along the axle direction; S23. Apply translational boundary conditions to simulate the rolling process of a tire on a road surface.

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