Simulation Analysis Method for Engineering Machinery Tires with Inner Tubes and Liners

Abstract

This invention relates to the field of performance evaluation technology for engineering machinery tires, specifically to a simulation analysis method for engineering machinery tires with inner tubes and rim strips. The steps of this invention include constructing a two-dimensional finite element model of the engineering machinery tire, defining contact surface parameters with inner tubes and rim strips, simulating contact pairs related to the inner tube and rim strips, constructing a two-dimensional inflation simulation model of the engineering machinery tire, constructing a three-dimensional loading simulation model of the engineering machinery tire, and obtaining simulation results from the engineering machinery tire simulation model. This invention adds an inner tube model and a rim strip model to the engineering tire simulation analysis, and solves the problems of initial geometric position interference between components and the convergence issues of simulation calculations caused by increased contact through optimized two-dimensional inflation analysis. The simulation calculation fully considers the influence of mutual contact between the tire, inner tube, rim strip, and rim on tire performance, resulting in a closer approximation of the actual stress on engineering tires under actual working conditions, and enabling the acquisition of more accurate tire performance simulation results.

Description

Technical Field

[0001] This invention relates to the field of performance evaluation technology for engineering machinery tires, specifically to a simulation analysis method for engineering machinery tires with inner tubes and liner belts. Background Technology

[0002] To ensure the safe operation of mining vehicles, it is essential to maintain stable tire pressure. To prevent safety risks associated with insufficient tire pressure, most mining machinery tires are currently used in conjunction with inner tubes and tire liner strips during actual operation. The inner tube is a separate rubber component from the tire, made of rubber with excellent airtightness, which helps maintain the tire's inflation pressure. During use, the inner tube is filled with compressed air, and the inner tube expands and deforms under air pressure. The outer surface of the inner tube contacts the inner surface of the tire, generating contact pressure that maintains the tire's normal operation. The tire liner strip is also a separate rubber component from the tire, made of highly wear-resistant rubber. Placed between the inner tube and the rim, the liner strip effectively protects the soft inner tube from wear by the rigid metal rim, extending the inner tube's lifespan.

[0003] In finite element simulation analysis of engineering tires, the geometric positions of the inner tube and liner models interfere with the tire model during the initial assembly stage, making model building and analysis difficult. Furthermore, there is significant contact between the inner tube and liner models and the tire and rim models, further complicating simulation calculations. To reduce the difficulty of simulation modeling, current technologies simplify engineering machinery tire simulation models that include inner tube and liner components during use by removing the inner tube and liner models and using the constant pressure on the tire's inner surface to replace the contact between the inner tube and the tire's inner surface. For example, Chinese Patent Publication No. CN114741911A discloses a finite element tire modeling method, terminal, and storage medium. While this modeling method reduces the difficulty of modeling and calculating engineering tire simulation models, it neglects the impact of the inner tube and liner components on tire performance during use. In existing technologies, because the impact of the inner tube and liner components on tire performance is not considered in the simulation calculations, the accuracy of the tire stress and strain distribution obtained from the calculation results is low. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide an accurate and comprehensive simulation analysis method for engineering machinery tires, so as to consider the interaction between the inner tube, the liner, the tire, and the rim, solve the convergence problem in the simulation calculation, and improve the accuracy of the simulation analysis, thereby more accurately guiding the structural design and performance improvement of engineering machinery tires.

[0005] The technical solution adopted in this invention is as follows:

[0006] A simulation analysis method for engineering machinery tires with inner tubes and liner belts includes the following steps:

[0007] S1. Constructing a two-dimensional finite element model of the engineering machinery tire: The two-dimensional finite element model is constructed into the following three parts:

[0008] The tire model was meshed with two-dimensional finite element meshes for the skeleton material and the rubber material, respectively.

[0009] Inner tube model: The inner tube is divided into a single-layer quadrilateral two-dimensional axisymmetric finite element mesh.

[0010] The padding model is generated by meshing the padding with a two-dimensional axisymmetric finite element mesh.

[0011] S2. Define the contact surface parameters with inner tube and liner: The contact surface parameters are defined as follows:

[0012] Inner tube contact surface parameters include:

[0013] The inner surface of the inner tube corresponds to the inner surface of the inner tube model;

[0014] The outer surface of the inner tube corresponds to the outer surface of the inner tube model;

[0015] The contact surface parameters of the pad tape include:

[0016] The upper surface of the padding strip corresponds to the upper side surface of the padding strip model;

[0017] The lower surface of the padding strip corresponds to the lower side surface of the padding strip model;

[0018] S3, Simulating contact pairs related to the inner tube and liner:

[0019] The contact pair between the inner surface of the tire and the outer surface of the inner tube is used to simulate the contact pressure between the inner tube and the compressed air after the inner tube is filled with compressed air.

[0020] The contact pair between the outer surface of the inner tube and the upper surface of the inner tube strip is used to simulate the contact pressure and friction between the inner tube and the inner tube strip after the inner tube is filled with compressed air.

[0021] The contact pair between the lower surface of the pad and the inner surface of the tire is used to simulate the contact pressure and friction between the pad and the tire after the inner tube is compressed into the pad.

[0022] The contact pair between the lower surface of the pad tape and the inner surface of the rim is used to simulate the contact pressure and friction between the pad tape and the rim after the inner tube expands and presses against the pad tape.

[0023] S4. Construct a two-dimensional inflation simulation model for engineering machinery tires: including rim splitting analysis, rim merging analysis, rim tape inward retraction analysis, rim tape pressurization analysis, and inner tube pressurization analysis;

[0024] S5. Construct a three-dimensional loading simulation model for engineering machinery tires: including three-dimensional inflation analysis, three-dimensional road surface movement analysis, and three-dimensional loading analysis;

[0025] S6. Obtain simulation results of the engineering machinery tire simulation model: The simulation results include the mechanical analysis indicators of the inner tube model, the pad belt model and the tire model under loading conditions. The mechanical analysis indicators include stress distribution and strain distribution.

[0026] This technical solution constructs a two-dimensional finite element model comprising a tire, inner tube, and liner, and meshes each part. By defining the contact surface parameters of the inner tube and liner, the specific location and characteristics of each contact surface in the simulation are clarified. By simulating the contact pairs related to the inner tube and liner, considering the contact pressure and friction between the inner tube during inflation, between the inner tube and liner, between the liner and the tire, and between the liner and the rim, the stress on the tire during actual operation is more realistically reflected. By constructing a two-dimensional inflation simulation model and a three-dimensional loading simulation model, the tire inflation process and the loading process on actual road surfaces are simulated respectively, improving the accuracy of the simulation. By obtaining simulation results, including the mechanical analysis indicators of the inner tube, liner, and tire models under loading conditions, such as stress and strain distribution, the design and optimization of engineering tires can be accurately guided.

[0027] In addition, the simulation analysis method for engineering machinery tires with inner tubes and liner belts proposed above according to the present invention may also have the following additional technical features:

[0028] According to an embodiment of the present invention, in step S1, the engineering machinery tire is provided with a tire, an inner tube, a shim strip, and a rim in sequence from the outside to the inside. When the tire is subjected to force, the inner tube and the shim strip, the shim strip and the tire, and the shim strip and the rim come into contact with each other after being inflated, which affects the simulation analysis.

[0029] In this technical solution, structural design and the relationships between components are of significant practical engineering importance in engineering machinery tires, jointly ensuring the tire's stability and durability under complex working conditions. Specifically, simulation analysis is used to accurately predict the tire's mechanical properties, providing support for tire design. When a tire is inflated, the inner tube expands and comes into contact with the inner tube strip, tire inner wall, and rim. For example, the contact between the inner tube and the inner tube strip transmits pressure, which the inner tube disperses through its elastic deformation, preventing excessive local pressure on the inner tube and subsequent damage. The contact between the inner tube strip and the tire inner wall also affects the tire's deformation and stress distribution. Ignoring the effects of these contacts can lead to discrepancies between simulation results and reality. For instance, if the contact between the inner tube and the inner tube strip is ignored, the stress distribution of the inner tube in the simulation will not match reality, thus affecting the assessment of tire durability and safety. The contact between the inner tube strip and the tire and rim also affects the overall deformation and mechanical properties of the tire, further influencing the simulation results.

[0030] According to one embodiment of the present invention, the engineering machinery tire in step S1 is a 505 / 95R29 wide-body dump truck tire for mining.

[0031] This technical solution optimizes parameters such as cross-sectional width, aspect ratio, and rim diameter by comprehensively considering structural design and mutual contact relationships, enabling wide-body dump truck tires for mining to meet requirements such as high strength, high wear resistance, and high puncture resistance, and to withstand huge weight and harsh working conditions.

[0032] According to an embodiment of the present invention, in step S1, the two-dimensional finite element model construction involves importing the CAD format two-dimensional material distribution map of the tire into the Hypermesh software, and adding the two-dimensional finite element meshes of the inner tube model and the liner model based on the two-dimensional finite element mesh of the tire model.

[0033] In this technical solution, considering only the tire body in finite element analysis cannot fully reflect the actual working condition of the tire. Therefore, it is necessary to add models of the inner tube and liner to the tire model. By dividing the inner tube and liner into two-dimensional finite element meshes, the interaction between the inner tube, liner, and tire body is simulated, thereby more accurately evaluating the overall performance of the tire.

[0034] According to an embodiment of the present invention, in step S1, the material unit types are specifically divided into:

[0035] The skeleton material element type of the tire model is SFMGAX1, the triangular rubber material element type is CGAX3H, and the quadrilateral rubber material element type is CGAX4H;

[0036] The inner tube model has a layer quadrilateral two-dimensional axis, and the element type is defined as CGAX4H.

[0037] The triangular element type of the pad strip model is CGAX3H, and the quadrilateral element type is CGAX4H.

[0038] In this technical solution, different material element types are used to match the mechanical properties of different materials in the tire, inner tube, and liner. For example, the skeleton material has higher rigidity and strength, so SFMGAX1, which can accurately simulate these properties, is chosen; while the rubber material has greater deformation capacity and nonlinear mechanical behavior, so CGAX3H and CGAX4H, which can better capture these properties, are chosen. Similarly, the inner tube model is simplified using two-dimensional axisymmetric simplification, assuming that the properties of the inner tube are uniform in the circumferential direction, which can greatly reduce the amount of computation. CGAX4 is chosen to more effectively simulate axisymmetric structures. Appropriate element types are selected for different parts of the liner. For example, the finer CGAX4H is used in the main load-bearing areas or critical parts, while the coarser CGAX3H is used in secondary areas or parts with gentler changes, improving computational efficiency.

[0039] According to one embodiment of the present invention, the simulation of the contact pair related to the inner tube and the liner in step S3 is a mechanical model used to simulate the generation of vertical pressure and tangential friction when finite element surface features slowly approach and come into contact.

[0040] In this technical solution, vertical pressure is the force perpendicular to the contact surface at the contact interface. For example, when the inner tube is inflated, the inner tube, the liner, and the inner wall of the tire generate contact pressure. By simulating the contact pair, the magnitude and distribution of the vertical pressure can be accurately calculated, and the tire's performance in maintaining its shape and bearing the weight of the vehicle can be evaluated. Similarly, tangential friction is the force parallel to the contact surface at the contact interface. For example, during tire rolling, relative motion or a tendency to move occurs between the inner tube, the liner, and the tire, thereby generating tangential friction. By simulating the tangential friction in the contact pair, the tire's performance in grip, wear performance, and rolling resistance can be evaluated.

[0041] According to an embodiment of the present invention, in step S4, a two-dimensional inflation simulation model of the tire of engineering machinery is constructed to solve the simulation calculation convergence problem caused by initial position interference and increased contact, including the following specific steps:

[0042] S41. Rim Splitting Analysis: Split the rim along the center line and apply displacement in the opposite direction to avoid interference between the rim and the tire in the initial position;

[0043] S42. Merged Rim Analysis: Construct a contact pair between the rim and the outer surface of the tire. Move the split rim towards the center to the initial position, so that the rim and the outer surface of the tire slowly approach each other and make contact.

[0044] S43. Inward adjustment analysis of the shim belt: Control the left and right ends of the shim belt to move it to a position where it does not interfere with the tire;

[0045] S44. Pad Strip Pressure Analysis: Release the displacement control at both ends of the pad strip, establish a contact pair between the inner surface of the tire and the lower surface of the pad strip, establish a contact pair between the lower surface of the pad strip and the inner surface of the rim, apply pressure to the upper surface of the pad strip, and make the pad strip, tire, and rim slowly approach and make contact.

[0046] S45. Inner Tube Pressure Analysis: Construct contact pairs between the outer surface of the inner tube and the inner surface of the tire, and between the outer surface of the inner tube and the upper surface of the pad. Apply pressure to the inner surface of the inner tube, with the pressure value being consistent with the actual pressure of the tire during use. At the same time, remove the pressure applied to the upper surface of the pad to complete the construction of the two-dimensional inflation simulation model of the engineering machinery tire.

[0047] In this technical solution, by splitting the rim along its centerline and applying displacement in opposite directions, an interference-free initial state can be artificially created. Based on the split rim, simulating the gradual contact process between the rim and tire during tire assembly helps capture the mechanical behavior in the initial contact phase. The padding strip may interfere with the tire in its initial position; by controlling the displacement of both ends of the padding strip, it can be moved to a position where it does not interfere with the tire, ensuring more accurate contact between the padding strip, tire, and rim in subsequent simulation analyses. By pressurizing the padding strip and the inner tube, corresponding contact pairs are gradually constructed, simulating the expansion of the padding strip and inner tube during tire inflation and their interaction with the tire and rim. This not only considers mechanical balance but also simulates the pressure transmission and changes in contact state during actual inflation, avoiding simulation convergence problems caused by the sudden introduction of a large number of contacts. This helps the simulation software better handle contact nonlinearity problems and improves computational efficiency. The construction of the two-dimensional inflation simulation model also helps predict the mechanical behavior of the tire during inflation and use, providing guidance for tire maintenance and use.

[0048] According to an embodiment of the present invention, in step S5, a three-dimensional loading simulation model of the engineering machinery tire is constructed to improve the accuracy of the simulation analysis, including the following specific steps:

[0049] S51. Generate a three-dimensional tire model using the three-dimensional axisymmetric model conversion module in the finite element analysis software Abaqus, and transfer the inflation simulation results of the two-dimensional axisymmetric model to the three-dimensional tire model using the result transfer module of the finite element analysis software Abaqus.

[0050] S52. Move the road surface of the three-dimensional tire model so that the upper surface of the road surface and the outer surface of the tire approach each other and slowly come into contact.

[0051] S53. After completing the contact calculation between the tire outer surface and the road surface, apply a concentrated load to the center point between the tire and the rim. The concentrated load is the actual load value during the tire's use. After completing the settings, submit the solution to the Abaqus Standard solver to complete the calculation and build the three-dimensional loading simulation model of the engineering machinery tire.

[0052] In this technical solution, the geometric information and material properties of a two-dimensional axisymmetric model are mapped to three-dimensional space through a model conversion module, thereby generating a three-dimensional finite element model of the tire, which more realistically reflects the mechanical behavior of the tire in actual three-dimensional space. The inflation simulation results of the two-dimensional axisymmetric model are transferred to the three-dimensional finite element model through a result transfer module, ensuring that the tire possesses mechanical properties consistent with the two-dimensional model in its initial state. The interaction between the tire and the road surface during actual driving is simulated to evaluate tire grip and wear resistance. By applying concentrated loads to the center point of the tire and rim, the mechanical response of the tire under load is simulated, including stress distribution, deformation, and contact pressure, to evaluate the tire's load-bearing capacity and durability. The solution is then submitted to the Abaqus Standard solver for calculation, yielding detailed mechanical behavior data of the tire under load.

[0053] According to an embodiment of the present invention, in step S6, the simulation results of the engineering machinery tire simulation model are obtained, and the simulation results with the suffix .odb are opened. The simulation results are used to obtain the explicit field variable Mises stress distribution and the explicit field variable maximum principal strain distribution.

[0054] In this technical solution, the Mises stress distribution can characterize the stress areas inside the tire, thereby predicting whether fatigue, cracking, or other forms of damage will occur. The maximum principal strain can characterize the maximum deformation of the material during stress, thereby evaluating the tire's wear resistance, tear resistance, and overall structural stability.

[0055] Compared with the prior art, the present invention has the following advantages:

[0056] This invention adds an inner tube model and a rim strip model to the simulation analysis of engineering tires. By optimizing the two-dimensional inflation analysis, it solves the problem of initial geometric position interference between components and the convergence problem of simulation calculation caused by increased contact. It completes the two-dimensional assembly, inflation and three-dimensional loading simulation analysis of engineering machinery tires including the inner tube model and the rim strip model. The simulation calculation fully considers the influence of mutual contact between the tire, inner tube, rim strip and rim on tire performance. It is closer to the actual stress of engineering tires used with inner tube and rim strip in actual working conditions, and can obtain more accurate tire performance simulation results. Attached Figure Description

[0057] Figure 1 This is a structural diagram of a construction machinery tire.

[0058] Figure 2 This is a two-dimensional material distribution diagram of an engineering machinery tire.

[0059] Figure 3 This is a two-dimensional finite element mesh of the tire model.

[0060] Figure 4 This is a two-dimensional finite element mesh diagram of the inner tube model.

[0061] Figure 5 This is a two-dimensional finite element mesh diagram of the padding model.

[0062] Figure 6(a) is a split rim analysis diagram of the two-dimensional inflatable simulation model.

[0063] Figure 6(b) is a combined rim analysis diagram of the two-dimensional inflatable simulation model.

[0064] Figure 6(c) is an analysis diagram of the inward retraction of the pad strip in the two-dimensional inflatable simulation model.

[0065] Figure 6(d) is a diagram of the pressurization analysis of the pad belt in the two-dimensional inflatable simulation model.

[0066] Figure 6(e) is a diagram of the inner tube pressure analysis of the two-dimensional inflation simulation model.

[0067] Figure 7(a) is a three-dimensional inflation analysis diagram of the three-dimensional loading simulation model.

[0068] Figure 7(b) is a three-dimensional loading analysis diagram of the three-dimensional loading simulation model.

[0069] Figure 8 This is a stress distribution diagram of a simulation model of a construction machinery tire.

[0070] Figure 9 This is a strain distribution diagram of a simulation model of a construction machinery tire.

[0071] In the diagram: 1. Tire; 11. Inner surface of tire; 12. Outer surface of tire; 2. Inner tube; 21. Inner surface of inner tube; 22. Outer surface of inner tube; 3. Rib; 31. Upper surface of rib; 32. Lower surface of rib; 4. Rim; 41. Inner surface of rim. Detailed Implementation

[0072] 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.

[0073] like Figures 1 to 9 As shown in the figure, this embodiment provides a simulation analysis method for engineering machinery tires with inner tubes and liner belts, including the following steps:

[0074] S1. Construct a two-dimensional finite element model of the engineering machinery tire: such as Figures 1 to 5The two-dimensional finite element model is constructed from the following three parts:

[0075] The tire model was meshed with two-dimensional finite element meshes for the skeleton material and the rubber material, respectively.

[0076] Inner tube model, inner tube 2 is divided into a single-layer quadrilateral two-dimensional axisymmetric finite element mesh;

[0077] The padding model is generated by dividing padding 3 into a two-dimensional axisymmetric finite element mesh;

[0078] S2. Define the contact surface parameters with inner tube and liner: such as Figures 1 to 5 The contact surface parameters are defined in the following two parts:

[0079] Inner tube contact surface parameters include:

[0080] The inner surface 21 of the inner tube corresponds to the inner surface of the inner tube model;

[0081] The outer surface 22 of the inner tube corresponds to the outer surface of the inner tube model;

[0082] The contact surface parameters of the pad tape include:

[0083] The upper surface 31 of the padding strip corresponds to the upper side surface of the padding strip model;

[0084] The lower surface 32 of the padding strip corresponds to the lower side surface of the padding strip model;

[0085] S3, Simulate contact pairs related to the inner tube and liner: such as Figures 1 to 5 As shown:

[0086] The inner surface 11 of the tire and the outer surface 22 of the inner tube are in contact to simulate the contact pressure between the inner tube 2 and the compressed air after the inner tube 2 is filled with compressed air.

[0087] The contact pair between the outer surface 22 of the inner tube and the upper surface 31 of the padding is used to simulate the contact pressure and friction between the inner tube 2 and the padding 3 after the inner tube 2 is filled with compressed air.

[0088] The contact pair between the lower surface 32 of the pad and the inner surface 11 of the tire is used to simulate the contact pressure and friction between the pad 3 and the tire 1 after the inner tube 2 presses the pad 3 tightly.

[0089] The contact pair between the lower surface 32 of the pad tape and the inner surface 41 of the rim is used to simulate the contact pressure and friction between the pad tape 3 and the rim 4 after the inner tube 2 expands and presses the pad tape 3 tightly.

[0090] S4. Construct a two-dimensional inflation simulation model of the tires for engineering machinery: such as Figures 6(a) to 6(e) This includes analysis of rim splitting, rim merging, rim tape inward retraction, rim tape inflation, and inner tube inflation;

[0091] S5. Construct a three-dimensional loading simulation model of the tires of engineering machinery: such as Figures 7(a) to 7(b) This includes three-dimensional inflation analysis, three-dimensional road surface movement analysis, and three-dimensional loading analysis.

[0092] S6. Obtain the simulation results of the engineering machinery tire simulation model: such as Figures 8 to 9 The simulation results include mechanical analysis indicators of the inner tube model, the liner model, and the tire model under loading conditions. The mechanical analysis indicators include stress distribution and strain distribution.

[0093] This technical solution constructs a two-dimensional finite element model comprising tire 1, inner tube 2, and shroud 3, and meshes each part; it defines the contact surface parameters of inner tube 2 and shroud 3 to clarify the specific location and characteristics of each contact surface in the simulation; it simulates the contact pairs related to the inner tube and shroud, considering the contact pressure and friction between inner tube 2 during inflation, between inner tube 2 and shroud 3, between shroud 3 and tire 1, and between shroud 3 and rim 4, thus more realistically reflecting the stress situation of tire 1 in actual operation; it improves the accuracy of the simulation by constructing a two-dimensional inflation simulation model and a three-dimensional loading simulation model to simulate the inflation process of tire 1 and the loading process on the actual road surface, respectively; and it obtains simulation results, including the mechanical analysis indicators of inner tube 2, shroud 3, and tire model under loading conditions, such as stress distribution and strain distribution, to accurately guide the design and optimization of engineering tire 1.

[0094] The following analysis will be based on specific cases.

[0095] Example 1

[0096] The tire model used in this embodiment of the invention is a 505 / 95R29 specification mining wide-body dump truck tire.

[0097] S1, such as Figure 1 and Figure 2 As shown, the two-dimensional material distribution diagram of a 505 / 95R29 specification engineering machinery tire in CAD format was imported into Hypermesh software. Two-dimensional axisymmetric finite element meshes were then created for both the skeleton material and the rubber material. A two-dimensional finite element model containing the tire's rubber material mesh and skeleton material mesh was exported, as shown below. Figure 3 As shown. The skeleton material element type is SFMGAX1, the triangular rubber material element type is CGAX3H, and the quadrilateral rubber material element type is CGAX4H. A model named "Tire Inner Surface 11" is created, and the tire model is as follows. Figure 2 As shown.

[0098] Import the 2D design drawing of inner tube 2 in CAD format into Hypermesh software. Divide inner tube 2 into a single-layer quadrilateral mesh and define the element type as CGAX4H. The inner tube model is as follows: Figure 4 As shown.

[0099] Import the 2D design drawing of pad 3 in CAD format into Hypermesh software, and mesh pad 3 with a finite element mesh. The triangular element type is CGAX3H, and the quadrilateral element type is CGAX4H. The pad model is as follows. Figure 5 As shown.

[0100] S2. Establish the contact surfaces required for contact analysis of inner tube 2, liner 3, and tire 1. The specific steps are as follows:

[0101] S21. For the inner tube model, define a surface named inner tube inner surface 21, which includes the complete inner contour surface of the inner tube 2, such as... Figure 4 As shown;

[0102] S22. For the inner tube model, define a surface named inner tube outer surface 22. This surface includes the complete outer contour surface of the inner tube 2, such as... Figure 4 As shown;

[0103] S23. For the padding model, define a surface named "padding upper surface 31". This surface includes the upper surface of padding 3, such as... Figure 5 As shown;

[0104] S24. For the padding model, define a surface named "lower surface of padding 32". This surface includes the lower surface of padding 3, such as... Figure 5 As shown;

[0105] S3. Establish the contact pairs required for contact analysis of inner tube 2, liner 3, and tire 1. These contact pairs are mechanical models used in the finite element model calculation process to represent the vertical pressure and tangential friction generated when finite element surface features approach and contact each other. The specific steps are as follows:

[0106] S31. Define a contact pair between the inner surface 11 of the tire and the outer surface 22 of the inner tube, wherein the main surface is the inner surface 11 of the tire and the secondary surface is the outer surface 22 of the inner tube. This contact pair is used to transmit the pressure generated between the inner tube 2 and the inner surface 11 of the tire after the inner tube 2 is inflated.

[0107] S32. Define a contact pair between the outer surface 22 of the inner tube and the upper surface 31 of the padding strip, wherein the main surface is the upper surface 31 of the padding strip and the secondary surface is the outer surface 22 of the inner tube. This contact pair is used to transmit the pressure and friction generated when the inner tube 2 is inflated and contacts the upper surface 31 of the padding strip.

[0108] S33. Define a contact pair between the lower surface 32 of the pad and the inner surface 11 of the tire, wherein the main surface is the inner surface 11 of the tire and the secondary surface is the lower surface 32 of the pad. This contact pair is used to simulate the contact pressure and friction between the pad 3 and the tire 1 after the inner tube 2 expands and presses the pad 3 tightly.

[0109] S34. Define a contact pair between the lower surface 32 of the pad and the inner surface 41 of the rim, wherein the main surface is the inner surface 41 of the rim and the secondary surface is the lower surface 32 of the pad. This contact pair is used to simulate the contact pressure and friction between the pad 3 and the rim 4 after the inner tube 2 expands and presses the pad 3.

[0110] S4. Construct a two-dimensional inflation simulation model of the tires for engineering machinery. The specific steps are as follows:

[0111] S41. Disassemble the rim and analyze it. Disassemble the rim 4 from the middle position and apply a displacement of 100mm in the opposite direction to the lateral direction until it does not interfere with any other components, as shown in Figure 6(a).

[0112] S42. Combine rim analysis: Move the rim 4 that was disassembled in step S61 to the center to the initial position, so that the rim 4 and the outer surface 12 of the tire slowly approach and come into contact, as shown in Figure 6(b).

[0113] S43. Inward analysis of the pad strip: control the left and right ends of the pad strip 3, and control the two ends to move 20mm inward to the tire 1 so that the pad strip model does not interfere with the tire 1, as shown in Figure 6(c).

[0114] S44. Pressure analysis of the pad belt: release the displacement control of the left and right ends of the pad belt 3, establish the contact relationship between the inner surface 11 of the tire and the lower surface 32 of the pad belt, establish the contact relationship between the lower surface 32 of the pad belt and the inner surface 41 of the rim, apply a uniform pressure of 100 kPa to the upper surface 31 of the pad belt, so that the pad belt 3 slowly approaches the tire 1 and the rim 4, and the lower surface 32 of the pad belt contacts the inner surface 41 of the rim, as shown in Figure 6(d).

[0115] S45. Inner tube pressure analysis: Establish contact pairs between the outer surface 22 of the inner tube and the inner surface 11 of the tire, and between the outer surface 22 of the inner tube and the upper surface 31 of the pad. Apply a uniformly distributed contact pressure of 1250 kPa to the inner surface 21 of the inner tube, and remove the 100 kPa pressure applied to the upper surface 31 of the pad. Complete the establishment of a two-dimensional inflation simulation model including the inner tube 2 component and the pad 3 component. Submit the Abaqus Standard solver to complete the two-dimensional assembly and inflation simulation calculation of the engineering machinery tire including the inner tube model and the pad model, as shown in Figure 6(e).

[0116] S5. Construct a three-dimensional loading simulation model of the engineering machinery tires. The specific steps are as follows:

[0117] S51. A three-dimensional tire model is generated by the three-dimensional axisymmetric model conversion algorithm in the finite element analysis software Abaqus. The inflation simulation results of the two-dimensional axisymmetric model are transferred to the three-dimensional tire model by the result transfer algorithm of the finite element analysis software Abaqus, as shown in Figure 7(a).

[0118] S52. Maintain a fixed constraint on the position of the rim 4 in the three-dimensional tire model, and move the road surface 5mm in the radial direction of the tire 1 so that the upper surface of the road surface and the outer surface 12 of the tire slowly establish contact.

[0119] S53. After completing the contact calculation between the tire outer surface 12 and the road surface, apply a concentrated force load of 160,000 N in the radial direction to the tire 1 through the rim 4 reference point, as shown in Figure 7(b). After completing the settings, submit the solution to the Abaqus Standard solver for calculation.

[0120] S6. Obtain the simulation results of the engineering machinery tire simulation model. Specifically, after completing the simulation calculation, open the result file with the .odb extension and explicitly display the Mises stress distribution of the field variables, such as... Figure 8 As shown; the maximum principal strain distribution of explicit field variables, such as Figure 9 As shown.

[0121] Because the simulation model includes an inner tube model and a liner model, the simulation calculation of the engineering tire 1 considers the influence of the contact between the inner tube 2 and the tire 1, as well as the influence of the contact between the liner 3 and the inner tube 2, the rim 4, and the tire 1. The simulation results obtained are more accurate and can better guide the structural design and performance improvement of the tire 1.

Claims

1. An engineering machine tire simulation analysis method with an inner tube and a cushion belt, characterized by, The method comprises the following steps: S1, constructing a two-dimensional finite element model of the engineering machinery tire: the two-dimensional finite element model is constructed into the following three parts: a tire model, dividing two-dimensional finite element grids for the framework material and the rubber material respectively; an inner tube model, dividing a single-layer quadrilateral two-dimensional axisymmetric finite element grid for the inner tube (2); a cushion belt model, dividing a two-dimensional axisymmetric finite element grid for the cushion belt (3); S2, defining the contact surface parameters of the inner tube and the cushion belt: the contact surface parameters are defined into the following two parts: the inner tube contact surface parameters include: an inner tube inner surface (21) corresponding to the inner side surface of the inner tube model; an inner tube outer surface (22) corresponding to the outer side surface of the inner tube model; the cushion belt contact surface parameters include: a cushion belt upper surface (31) corresponding to the upper side surface of the cushion belt model; a cushion belt lower surface (32) corresponding to the lower side surface of the cushion belt model; S3, simulating the contact pairs related to the inner tube and the cushion belt: a tire inner surface (11) and an inner tube outer surface (22) contact pair, used for simulating the contact pressure between the inner tube (2) and compressed air after the inner tube (2) is filled with compressed air; an inner tube outer surface (22) and a cushion belt upper surface (31) contact pair, used for simulating the contact pressure and friction between the inner tube (2) and the cushion belt (3) after the inner tube (2) is filled with compressed air; a cushion belt lower surface (32) and a tire inner surface (11) contact pair, used for simulating the contact pressure and friction between the cushion belt (3) and the tire (1) after the inner tube (2) compresses the cushion belt (3); a cushion belt lower surface (32) and a rim inner surface (41) contact pair, used for simulating the contact pressure and friction between the cushion belt (3) and the rim (4) after the inner tube (2) expands to compress the cushion belt (3); S4, constructing a two-dimensional inflation simulation model of the engineering machinery tire: including split rim analysis, combined rim analysis, cushion belt retraction analysis, cushion belt pressure analysis, and inner tube pressure analysis; S5, constructing a three-dimensional loading simulation model of the engineering machinery tire: including three-dimensional inflation analysis, three-dimensional road surface movement analysis, and three-dimensional loading analysis; S6, obtaining simulation results of the simulation model of the engineering machinery tire: the simulation results include mechanical analysis indexes of the loading state of the inner tube model, the cushion belt model, and the tire model, and the mechanical analysis indexes include stress distribution and strain distribution.

2. The method according to claim 1, characterized in that, In the step S1, the engineering machinery tire is sequentially provided with a tire (1), an inner tube (2), a cushion belt (3), and a rim (4) from outside to inside, wherein: after the tire (1) is stressed, the inner tube (2) and the cushion belt (3) are in contact with each other after being inflated, the cushion belt (3) and the tire (1) are in contact with each other after being inflated, and the cushion belt (3) and the rim (4) are in contact with each other after being inflated, which affects the simulation analysis.

3. The method according to claim 2, wherein The engineering machinery tire in the step S1 is a 505 / 95R29 specification mine wide self-unloading truck tire.

4. The method according to claim 1, wherein In the step S1, the two-dimensional finite element model construction imports a CAD format two-dimensional material distribution diagram of the tire (1) into the Hypermesh software, and on the basis of the division of the two-dimensional finite element grid of the tire model, the division of the two-dimensional finite element grid of the inner tube model and the cushion belt model is increased.

5. The method according to claim 4, wherein In the step S1, the material unit type is specifically divided into: The skeleton material unit type of the tire model is SFMGAX1, the triangular rubber material unit type is CGAX3H, and the quadrilateral rubber material unit is CGAX4H; The layer quadrilateral two-dimensional axis of the inner tube model is defined as the unit type CGAX4H; The triangular unit type of the cushion belt model is CGAX3H, and the quadrilateral unit type is CGAX4H.

6. The method according to claim 1, wherein The simulation of the contact pair related to the inner tube and the cushion belt in the step S3 is a mechanical model for simulating the generation of the vertical pressure and the tangential friction force when the finite element surface features slowly approach and contact.

7. The method according to claim 1, wherein In the step S4, the two-dimensional inflation simulation model of the engineering machinery tire is constructed to solve the initial position interference and the simulation calculation convergence problem caused by the increased contact, including the following specific steps: S41, split rim analysis: split the rim (4) along the middle line, and apply displacement in the opposite direction to avoid interference between the rim (4) and the tire (1) in the initial position; S42, combined rim analysis: construct the contact pair of the rim (4) and the outer surface (12) of the tire, move the split rim (4) to the center to the initial position, and make the rim (4) and the outer surface (12) of the tire slowly approach and contact; S43, cushion belt retraction analysis: control the left and right ends of the cushion belt (3) to move to a position where interference with the tire (1) does not occur; S44, cushion belt pressurization analysis: release the displacement control of the left and right ends of the cushion belt (3), construct the contact pair of the inner surface (11) of the tire and the lower surface (32) of the cushion belt, construct the contact pair of the lower surface (32) of the cushion belt and the inner surface (41) of the rim, and apply pressure to the upper surface (31) of the cushion belt to make the cushion belt (3), the tire (1), and the rim (4) slowly approach and contact; S45, inner tube pressurization analysis: construct the contact pair of the outer surface (22) of the inner tube and the inner surface (11) of the tire, and the contact pair of the outer surface (22) of the inner tube and the upper surface (31) of the cushion belt, apply pressure to the inner surface (21) of the inner tube, and the pressure value is consistent with the pressure in the actual use of the tire (1), and at the same time, the pressure applied to the upper surface (31) of the cushion belt is removed, to complete the construction of the two-dimensional inflation simulation model of the engineering machinery tire; submit the abaqus standard solver to complete the two-dimensional assembly and inflation simulation calculation of the engineering machinery tire including the inner tube model and the cushion belt model.

8. The method according to claim 7, characterized in that, In the step S5, the three-dimensional loading simulation model of the engineering machinery tire is constructed to improve the precision of the simulation analysis, including the following specific steps: S51, generate a three-dimensional tire model through a three-dimensional axisymmetric model conversion module in the finite element analysis software abaqus, and transfer the two-dimensional axisymmetric model inflation simulation results to the three-dimensional tire model through a finite element analysis software abaqus result transfer module; S52, move the road surface to the three-dimensional tire model, so that the upper surface of the road surface and the outer surface (12) of the tire approach and slowly contact each other; S53, after the tire outer surface (12) and the road surface contact calculation is completed, the concentrated load is applied to the center point of the tire (1) and the rim (4), the concentrated load is the actual load value in the use process of the tire (1), after the setting is completed, the abaqus standard solver is submitted for solving calculation, and the construction of the three-dimensional loading simulation model of the engineering machinery tire is completed.

9. The method according to claim 8, characterized in that, In the step S6, the simulation result of the engineering machinery tire simulation model is obtained, and the simulation result with the suffix.odb is opened. The simulation result is used to obtain the explicit field variable Mises stress distribution and the explicit field variable maximum principal strain distribution.

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