Tire durability simulation analysis system and method

Abstract

The invention belongs to the technical field of tire performance simulation, and particularly relates to a tire durability simulation analysis system and method.The tire durability simulation analysis method comprises the steps that a tire three-dimensional finite element model containing cord-rubber interface details is used for dynamically recognizing a first-time debonding event by focusing a cord-rubber interface area in simulation; a debonding extension path and a failure evolution judgment mechanism are constructed through time-space accompanying monitoring of a newly added debonding area, so that tire durability evaluation starting from a microcosmic interface scale is realized, and the accuracy of fatigue life prediction is improved; meanwhile, road conditions are introduced under a microscopic failure analysis framework based on a tire three-dimensional finite element model, tire responses at different speeds are simulated by adopting a stepped speed-increasing loading sequence, and durability simulation results under different road condition and speed combinations are obtained and visually presented in an equivalent map form. And the fatigue performance distribution characteristics of the tire under a complex operation condition can be intuitively reflected.

Description

Technical Field

[0001] The present invention belongs to the technical field of tire performance simulation, and particularly relates to a tire durability simulation analysis system and method. Background Art

[0002] As the only functional component of an automobile that contacts the ground, the structural performance of a tire directly affects the safety, driving stability, ride comfort, and fuel economy of the entire vehicle. With the development of the automobile industry and the continuous improvement of the requirements for product reliability, the evaluation of tire durability performance has become a key link in the product design and verification process.

[0003] Traditional tire durability tests rely on a large number of physical experiments, which have problems such as long cycle, high cost, and poor repeatability. Therefore, using computer simulation technology to carry out tire durability evaluation in a virtual environment has become an important means to improve the R & D efficiency and product quality.

[0004] Currently, the mainstream tire durability simulation methods are mainly based on finite element modeling and stress-strain field analysis at the macro scale. For example, the Chinese invention patent with the publication number CN104778313A proposes a tire fatigue life evaluation and prediction method. By constructing a three-dimensional finite element model of the tire, the stress-strain response inside the material is obtained through numerical simulation, and interpolation processing is carried out using MATLAB to generate a two-dimensional vector map of the strain energy density gradient, and the maximum gradient modulus value and its direction information are extracted, so as to predict the tire crack initiation position, propagation path, and fatigue life.

[0005] However, such simulation methods based on macro mechanical responses mainly focus on the macro mechanical behavior of the overall tire structure, ignoring the damage evolution behavior in key micro regions such as the cord-rubber interface. In actual engineering practice, tire fatigue failure often starts from the bonding interface between the cord and the rubber, manifested as debonding at the micro scale. These micro behaviors have a decisive impact on the durability performance of the overall structure. Due to the lack of a meso-mechanical model for the interface layer, traditional simulation methods are difficult to identify the initial occurrence time and evolution path of debonding, resulting in insufficient prediction ability for the early fatigue damage stage of the tire. And this stage is often a critical window period for fatigue crack initiation, and its accurate identification is crucial for the simulation of the subsequent failure process. Summary of the Invention

[0006] The present invention aims to overcome the deficiencies in the prior art and proposes a tire durability simulation analysis system and method. By focusing on the micro failure behavior of the interface region during the simulation of the tire cord-rubber interface, dynamic monitoring and quantitative evaluation are carried out, breaking through the technical bottleneck of traditional fatigue life prediction relying on the macro stress-strain field, so as to achieve high-precision durability performance analysis starting from the material interface scale.

[0007] The object of the present invention can be achieved by the following technical solutions: In the first aspect of the present invention, a tire durability simulation analysis system is provided, including: A three-dimensional modeling module: constructing a three-dimensional tire model including the interface between the carcass cord layer and the rubber matrix.

[0008] A road condition simulation module: configuring a virtual road condition library and setting a stepped speed increase simulation sequence within the rotational speed range for each type of road condition.

[0009] A cord-rubber interface scanning module: obtaining an image of the tire cord-rubber interface by microfocus X-ray tomography at an initial interval duration each time the simulation is started.

[0010] A first debonding identification module: identifying debonding by detecting the crack width using the cord-rubber interface image, and then recording the duration T1 from the start of the simulation to the first occurrence of a debonding point.

[0011] A debonding monitoring module: continuously performing tomographic scanning at a dynamically shortened interval duration after identifying debonding, and using the scanning results to respectively monitor the expansion of the first debonding area and the concomitant monitoring of the newly added debonding area and the first debonding area based on time and space associations.

[0012] A failure simulation module: performing a failure simulation by combining the crack propagation monitoring results of the first debonding area and the spatio-temporal concomitance of the newly added debonding area to obtain the duration T2 from debonding to failure.

[0013] A simulation display module: generating a two-channel tire durability map at different speeds under different road conditions, with the first channel outputting T1 contour lines and the second channel outputting T2 contour lines.

[0014] In the second aspect of the present invention, a tire durability simulation analysis method is proposed, including the following steps: S1: Constructing a three-dimensional tire model including the interface between the carcass cord layer and the rubber matrix, configuring a virtual road condition library, and setting a stepped speed increase simulation sequence within the rotational speed range for each type of road condition.

[0015] S2: Obtaining an image of the tire cord-rubber interface by microfocus X-ray tomography at an initial interval duration each time the simulation is started.

[0016] S3: Identifying debonding by detecting the crack width using the cord-rubber interface image, and then recording the duration T1 from the start of the simulation to the first occurrence of a debonding point.

[0017] S4: Continuously performing tomographic scanning at a dynamically shortened interval duration after identifying debonding, and using the scanning results to respectively monitor the expansion of the first debonding area and the concomitant monitoring of the newly added debonding area and the first debonding area based on time and space associations.

[0018] S5: Combine the crack propagation monitoring results of the initial debonding area and the spatio-temporal concomitance of the newly added debonding area to perform failure simulation to obtain the duration T2 from debonding to failure.

[0019] S6: Generate the tire durability dual-channel atlas at different speeds under different road conditions. The first channel outputs the T1 isoline, and the second channel outputs the T2 isoline.

[0020] Combining all the above technical solutions, the positive effects of the present invention are as follows: 1. The present invention uses a three-dimensional finite element model of a tire that includes details of the cord-rubber interface to focus on the dynamic identification of the initial debonding event in the cord-rubber interface area during simulation, and constructs a debonding propagation path and a failure evolution determination mechanism through the spatio-temporal concomitance monitoring of the newly added debonding area, realizing the evaluation of tire durability performance starting from the microscopic interface scale. This not only improves the accuracy of fatigue life prediction but also provides a visual basis for revealing the internal damage mechanism of the tire structure.

[0021] 2. The present invention introduces road conditions into the microscopic failure analysis framework based on the three-dimensional finite element model of the tire and uses a stepped speed increase loading sequence to simulate the tire response at different speeds. By obtaining the durability simulation results under different combinations of road conditions and speeds and presenting them in the form of an isoline atlas for visualization, it can intuitively reflect the fatigue performance distribution characteristics of the tire under complex operating conditions, providing efficient and intuitive technical support for structural optimization design and the formulation of usage limitations. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be further described with reference to the accompanying drawings. However, the embodiments in the drawings do not constitute any limitation to the present invention. For those of ordinary skill in the art, other drawings can also be obtained based on the following drawings without creative efforts.

[0023] Figure 1 It is a schematic diagram of the module connection of a tire durability simulation analysis system provided in Embodiment 1 of the present invention.

[0024] Figure 2 It is a process diagram of debonding identification in the present invention.

[0025] Figure 3 It is a step diagram of a tire durability simulation analysis method provided in Embodiment 2 of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0027] Example 1

[0028] The present invention provides a tire durability simulation analysis system, including a three-dimensional modeling module, a road condition simulation module, a cord-rubber interface scanning module, a first debonding identification module, a debonding monitoring module, a failure simulation module, and a simulation display module.

[0029] See Figure 1 As shown, in the above module composition, the three-dimensional modeling module provides the simulation object, the road condition simulation module provides the simulation condition environment, and the cord-rubber interface scanning module, the first debonding identification module, the debonding monitoring module, and the failure simulation module are intermediate links in the whole simulation process. The modules are connected end to end. Finally, the durability simulation results obtained by the first debonding identification module and the failure simulation module are output to the simulation display module for visual display.

[0030] The three-dimensional modeling module is used to construct a three-dimensional tire model including the interface between the carcass cord layer and the rubber matrix.

[0031] As the specific implementation process of the above module: obtain geometric parameters according to the model specifications of the tire to be simulated. Specifically, the geometric parameters include but are not limited to the outer diameter, section width, section height, tread pattern design, etc., and based on the geometric parameters, use modeling software to establish a three-dimensional geometric model of the tire in the finite element analysis platform.

[0032] The above-mentioned establishment of the three-dimensional tire geometric model ensures that the model shape is consistent with the actual tire structure.

[0033] According to the design drawings of the tire internal structure, clarify the spatial distribution characteristics of the cord layer, and then construct the cord layer structure on the basis of the established geometric model, and simulate the relative position relationship of its embedding in the rubber matrix.

[0034] It should be noted that the cord layer, as the core component in the tire structure, is usually made of high-strength materials such as steel wires, nylon, or polyester fibers, and mainly undertakes the functions of anti-tensile and maintaining the tire shape. These cords are embedded in the rubber matrix and firmly fixed through the rubber matrix, aiming to enhance the overall strength of the tire so that it can withstand the vehicle weight and dynamic loads. The interface between the two is the key path for the load to transfer from the rubber to the cord. During the operation of the tire, due to the repeated action of dynamic loads and deformations, tiny debondings are likely to occur at the interface between the cord and the rubber. These microscopic defects are often the starting points of fatigue cracks, and then expand into macroscopic failures, ultimately leading to tire failure.

[0035] By highlighting the cord structure and its relative position embedded in the rubber matrix in the established three-dimensional tire geometric model, the geometric characteristics of the cord-rubber interface can be clearly demonstrated, facilitating the focusing on this area during the simulation process for the first debonding identification and accompanying monitoring, thereby improving the sensitivity and accuracy of debonding detection.

[0036] Obtain the material properties of each component of the tire to be simulated, and then accurately assign the corresponding material properties to the corresponding geometric regions according to different regions in the established geometric model.

[0037] In a specific example of the above operation, the material of the cord layer is steel wire, nylon or polyester fiber, and its material properties include elastic modulus, Poisson's ratio, density, etc.

[0038] In the above operation, since different materials have different mechanical response characteristics, accurately assigning material properties can ensure that the simulation results are closer to the performance under actual working conditions and improve the prediction accuracy.

[0039] Use a mesh generation tool to mesh the entire three-dimensional tire geometric model, and adopt local mesh refinement at the junction of the cord and the rubber matrix.

[0040] Through the above mesh generation, the tire model can be transformed into a set of discrete elements suitable for numerical simulation, thereby realizing the accurate solution of complex mechanical behaviors. In particular, adopting the local mesh refinement strategy in the junction region of the cord and the rubber matrix helps to improve the spatial resolution at this key interface. Since this region is the main location where debonding initiation and propagation occur, the conventional mesh density is difficult to accurately capture the tiny interface damage behavior. Through local refinement, the numerical error can be effectively reduced without significantly increasing the overall computational cost, improving the computational stability and accuracy of the interface response.

[0041] The road condition simulation module is used to configure a virtual road condition library and set a stepped speed increase simulation sequence within the rotational speed range for each type of road condition.

[0042] Applied to the specific implementation of the above solution, the virtual road conditions can be urban roads, mountain roads, gravel roads, pothole roads, etc. By configuring various road conditions, the durability performance of the tire under different working conditions can be comprehensively evaluated, providing a scientific basis for product design optimization and usage suggestions.

[0043] Further applied to the above solution, setting a stepped speed increase simulation sequence within the rotational speed range for each type of road condition includes the following process: Obtain the rated rotational speed range of the tire under the designed usage conditions according to the tire model specifications, and at the same time determine the reference rotational speed.

[0044] It should be noted that the above-mentioned rated speed range refers to the minimum and maximum rotational frequencies that the tire is allowed to operate under standard usage conditions as determined by the tire design specifications. This parameter directly reflects the design load-bearing capacity of the tire, and this range can usually be obtained from the product design manual or technical specifications provided by the tire manufacturer.

[0045] Furthermore, it should be noted that the main purpose of determining the reference speed is to provide a critical reference point for dividing the low-speed range and the high-speed range, so as to set reasonable speed boundary conditions for subsequent simulation analysis.

[0046] Exemplarily, the reference speed can be set to 60% of the upper limit value of the rated speed range to select a moderate speed as the critical point. For example, if the upper limit of the rated speed of a certain tire is 1000 rpm, then the reference speed can be set to 600 rpm. This method can effectively divide the low-speed and high-speed operating ranges, ensuring that the simulation covers different scenarios from daily use to extreme working conditions.

[0047] In another example, considering the speed most commonly used by the vehicle during normal road driving, such as a speed limit of 60 km / h, first convert this driving speed into the linear speed of the tire, and then calculate the corresponding rotational speed value as the reference speed in combination with the rolling radius of the tire. This setting method based on actual usage not only reflects the characteristics of the vehicle's daily driving, but also can more closely approximate the tire performance under real working conditions, improving the practicality and prediction accuracy of the simulation.

[0048] It should be reminded that the calculation of converting the driving speed into the linear speed and obtaining the reference speed in combination with the tire rolling radius mentioned above belongs to the scope of existing technologies and will not be elaborated here.

[0049] In yet another example, in tire durability tests, relevant industry standards at home and abroad have defined standard test speeds for evaluating the fatigue life and structural stability of tires. By referring to the recommended speeds in these standard test procedures and converting them into tire rotational speeds as the reference speed, it can ensure that the simulation results have a high level of standardization, enhancing the generality and credibility of the results.

[0050] Using the reference speed as the demarcation point, a low-speed range from the lower limit of the speed range to the reference speed and a high-speed range from the reference speed to the upper limit of the speed range are respectively constructed.

[0051] In the low-speed range, the interval is equally divided at fixed rotational speed increment steps to generate a number of discrete rotational speed points.

[0052] In the high-speed range, a number of discrete rotational speed points are divided at a multiple of the fixed rotational speed increment step.

[0053] Exemplarily, a fractional multiple of the fixed rotational speed increase step can be one - half, that is, half of the fixed rotational speed increase step, which can divide the high - speed range into more discrete rotational speed points.

[0054] In tire durability simulation, in order to comprehensively evaluate its fatigue performance and failure evolution behavior at different operating speeds, it is usually necessary to divide the rated rotational speed range of the tire into several discrete rotational speed points for step - by - step simulation. However, this division is not in an equal - interval manner, but a non - uniform division of the entire rotational speed range based on a preset reference rotational speed.

[0055] Specifically, the entire rotational speed range is divided into a low - speed range and a high - speed range with the reference rotational speed as the demarcation point, and different rotational speed increase step strategies are adopted in the two ranges respectively:

[0056] In the low - speed range, since the stress distribution on the tire is relatively uniform, the deformation is small, and the structural response is relatively stable, a larger rotational speed increase step can be adopted. This strategy can significantly reduce the number of discrete rotational speed points required while ensuring the simulation coverage breadth, thereby reducing the consumption of computing resources and improving the simulation efficiency.

[0057] In the high - speed range, as the rotational speed increases, the centrifugal effect and inertial load inside the tire increase, the local stress concentration phenomenon intensifies, and the interfacial debonding micro - damage behavior is more likely to occur. At this time, a smaller rotational speed increase step is used for fine division, which helps to obtain durability performance data at a higher resolution, and further provides a detailed comparison of the durability performance changes between different high rotational speeds.

[0058] All discrete rotational speed points from the low - speed range and the high - speed range are combined and arranged in ascending numerical order to form a stepped speed - increasing sequence.

[0059] For each preset virtual road condition type, simulations are carried out in turn according to the above - mentioned stepped speed - increasing sequence, and each rotational speed point corresponds to an independent simulation task.

[0060] The cord - rubber interface scanning module obtains tire cord - rubber interface imaging by micro - focus X - ray tomography at the initial interval duration each time the simulation is started.

[0061] It should be noted that, compared with other imaging methods, using micro - focus X - ray tomography imaging during the simulation can provide a spatial resolution at the micron level, and can clearly observe the fine geometric morphology and contact state between the cord and the rubber matrix. This high resolution is crucial for identifying the micro - damage behavior of early debonding.

[0062] The first debonding identification module is used to identify debonding through crack width detection using the cord - rubber interface imaging, and then record the duration T1 from the start of the simulation to the first appearance of the debonding point.

[0063] Preferably, referring to Figure 2 as shown, the debonding identification is as follows: Locate the contact interface between the cord and the rubber by imaging the tire cord-rubber interface obtained by real-time scanning in the simulation. This interface is composed of a series of discrete points.

[0064] Calculate the local normal vector directions at each discrete point on both sides of the interface respectively. Measure the minimum gap distance between the cord and the rubber along this normal direction to construct a crack width distribution map, where each discrete point corresponds to a crack width value.

[0065] It should be understood that the normal vector direction represents the interaction direction of the materials on both sides of the interface. Measuring the gap distance along this direction can more realistically reflect the opening degree of the crack.

[0066] It should be noted that in the initial state without debonding, the materials on both sides of the cord-rubber interface are in close contact, and the crack width between each point is extremely small, basically remaining within the microscopic scale range, showing good interface bonding performance. When debonding starts to occur in a local area, the materials at the interface gradually separate, resulting in a gradual increase in the crack width at the corresponding position. This change in crack width can be used as an important characteristic parameter for judging the occurrence of debonding.

[0067] Compare the crack width values of each point with a preset debonding threshold, where the debonding threshold can be determined according to historical data or experimental calibration results. If the crack width of a certain point reaches or exceeds the debonding threshold, it is marked as a potential debonding point, and the crack width of this potential debonding point is continuously monitored in the subsequent simulation time step. If the crack width of this point still remains above the debonding threshold at the next moment, it is identified that debonding occurs at this point, and the current time is recorded as the debonding occurrence time.

[0068] It should be understood that in the process of detecting the interface debonding behavior by comparing the crack width with the debonding threshold, the fact that the crack width exceeds the threshold within a single time step is not used as the direct basis for determining the occurrence of debonding. This is because under complex loading conditions, transient excitation or local stress fluctuations may cause a temporary abnormal increase in the crack width, and this phenomenon does not necessarily represent a substantial interface debonding. Therefore, by introducing potential debonding points and continuously tracking their subsequent evolution, the misjudgment risk caused by transient disturbances is effectively reduced, and the robustness and stability of the debonding identification process are improved.

[0069] If the crack width of this point drops below the debonding threshold at the next moment, then focus on the adjacent points around the potential debonding point at the next moment. If the crack widths of multiple consecutive adjacent points exceed the threshold, for example, multiple consecutive adjacent points are 2 or more, then it is identified that debonding occurs in this area, and the next moment is taken as the debonding occurrence time. Otherwise, it is considered that debonding does not occur in this area.

[0070] It should be understood that when the crack width at the potential debonding point drops below the debonding threshold, it is not immediately determined that debonding has not occurred at this position. Instead, the system will focus on the adjacent area of this potential debonding point and further analyze the changing trend of the crack width of the adjacent nodes around it. If it is detected that the crack widths of multiple consecutive adjacent points in this area all exceed the set debonding threshold, it is determined that a debonding zone with a certain degree of expansibility has been formed in this local area, thus confirming the existence of the debonding phenomenon.

[0071] The introduction of this identification strategy mainly takes into account that the debonding evolution has the characteristics of spatial continuity and local diffusion. The transient fluctuations or recoveries of a single node cannot fully reflect the overall damage state of the interface. By introducing the neighborhood consistency criterion, the accuracy and robustness of debonding identification can be effectively improved, and the omission of the actual debonding expansion behavior due to the abnormal recovery of local points can be avoided.

[0072] The debonding monitoring module is used to continuously perform tomographic scans at dynamically shortened interval durations after detecting debonding, and use the scan results to respectively perform the expansion monitoring of the first debonding area and the concomitant monitoring of the newly added debonding area and the first debonding area based on time and space associations.

[0073] As a way to implement the above solution, the expansion monitoring of the first debonding area is as follows: Continuously perform tomographic scans after detecting the first debonding to obtain the tire cord-rubber interface imaging.

[0074] Focus the image on the first debonding area, extract the contact interface between the cord and the rubber in this area, calculate the normal vector of the debonding interface, and then measure the minimum gap distance between the cord and the rubber along the normal direction to obtain the corresponding crack width value.

[0075] Compare the crack width measured at the current moment with the crack width at the corresponding position at the previous scan moment, and calculate the crack expansion rate based on the ratio of the difference between the two and the time interval.

[0076] As a further way to implement the above solution, the dynamically shortened interval duration is implemented as follows: After detecting the first debonding, start the scan interval adjustment mechanism to shorten the initial interval duration according to the preset shortening step factor, so that after debonding occurs, high-resolution continuous monitoring of the cord-rubber interface area can be achieved by gradually increasing the imaging frequency, and the initial evolution of the debonding area can be captured more accurately. This is because once debonding occurs, the interface damage will enter a rapid evolution stage, and the crack width may expand rapidly. Therefore, by increasing the frequency of scan imaging, the crack expansion state of the debonding area can be captured more precisely, thus providing high-quality data support for subsequent failure assessment.

[0077] The preset shortening step factor mentioned above takes values between 0 and 1, and is used to characterize the degree to which the scanning time interval is compressed after the first debonding occurs.

[0078] After the first scanning interval is shortened, subsequent tomographic images are continuously acquired to obtain the crack propagation rate in the first debonding area.

[0079] Dynamic adjustment is performed according to the crack propagation rate obtained from two adjacent scans. The specific adjustment rules are as follows: If the difference between the current crack propagation rate and the crack propagation rate obtained from the previous scan is less than the configured threshold, it is determined that the debonding expansion is in a stable stage, and the current scanning interval duration remains unchanged. Maintaining the current scanning interval helps to balance the data acquisition accuracy and the computational cost, and prevents resource waste caused by over-refined scanning.

[0080] The configured threshold mentioned above is used to measure the change amplitude of the crack propagation rate between two adjacent scans, that is, the difference in the crack propagation rate between the current moment and the previous moment. If the threshold is set too small, the system may be too sensitive to transient fluctuations and make frequent misjudgments. If it is set too large, some early acceleration signals may be missed, reducing the monitoring sensitivity. Specifically, the change law of the crack propagation rate can be predicted according to fracture mechanics or other relevant theoretical models, and a suitable threshold range can be derived by combining the material properties and loading conditions. Exemplarily, the configured threshold is 0.2.

[0081] If the current crack propagation rate is higher than the crack propagation rate of the previous scan, it indicates that the debonding behavior is accelerating. Then, the scanning interval is further shortened in combination with the growth amplitude of the crack propagation rate to increase the imaging frequency and ensure that the rapid evolution process of the debonding area can be accurately captured until the scanning interval is reduced to the set minimum time resolution or the debonding area has developed to the critical state of structural failure.

[0082] Exemplarily, in the above, the scanning interval is further shortened in combination with the growth amplitude of the crack propagation rate. The new scanning interval can be expressed as , where represents the current scanning interval duration, represents the growth amplitude of the crack propagation rate, which is specifically obtained by calculating the difference between the current crack propagation rate and the crack propagation rate of the previous scan. represents the crack propagation rate of the previous scan, is an adjustment coefficient, taking values between 0 and 1, and is used to control the scanning frequency increase rate caused by the increase in the expansion rate, and prevent the scanning interval from being compressed too quickly due to local fluctuations, thus affecting the overall computational efficiency.

[0083] In the above formula reflects the normalization of the growth amplitude of the crack propagation rate, and realizes the dimensionless quantification of the change trend of the expansion rate.

[0084] By Using the adjustment coefficient to scale the growth increment of the normalized crack propagation rate, making the compression degree of the scanning interval proportional to the severity of debonding expansion, avoiding sudden increases in the scanning frequency due to local rate mutations, and thus ensuring the smoothness of the system response and the reasonable allocation of computing resources.

[0085] By Making the influence of the growth degree on the scanning interval show a negative correlation - that is, the faster the crack propagates, the shorter the required scanning interval.

[0086] The present invention takes into account that after debonding occurs at the tire cord-rubber interface, cracks usually undergo a process from slow expansion to accelerated expansion. By dynamically adjusting the scanning time interval, this non-linear evolution process can be captured more accurately. Especially in the stage of rapid crack expansion, increasing the monitoring frequency helps to reveal the debonding mechanism and failure path. In addition, setting the minimum resolution of the scanning interval or the simulation termination condition ensures that the system will not infinitely approach zero time interval, thereby controlling the computing cost while ensuring accuracy, and making the entire process have good executability and engineering feasibility.

[0087] As a further realizable way of the above solution, the following process of concomitant monitoring of the newly debonded area and the first debonded area based on time and space correlation is as follows: During the continuous scanning process after the first debonding occurs, frame-by-frame analysis is performed on the tire cord-rubber interface to identify whether there is a newly debonded area.

[0088] When a newly debonded area is identified, record the newly occurred time and compare it with the preset time window after the first debonding. Specifically, the preset time window can be set according to the material response characteristics. Exemplarily, it can be set to 3 seconds. If the newly occurred time falls within the preset time window after the first debonding, mark it as a time concomitant cluster, indicating that this newly debonded area may have a kinetic or stress-induced correlation with the first debonding.

[0089] Obtain the distance between the newly debonded area and the first debonded area and compare it with the spatial neighborhood threshold. The spatial neighborhood threshold can be set according to the actual tire material interface scale, cord spacing, and engineering experience. Exemplarily, it can be set to 1 mm. If the distance is less than or equal to the spatial neighborhood threshold, mark it as a spatial concomitant cluster, indicating that it is close to the first debonded area in terms of geometric position and may have a risk of structural coupling failure.

[0090] When the newly debonded area meets the time concomitant cluster or the spatial concomitant cluster or both, record it as a concomitant debonding cluster.

[0091] After the first debonding event occurs, tomographic images of the tire cord-rubber interface are continuously collected, new debonding areas that appear subsequently are identified, and a time window matching mechanism and a spatial neighborhood determination rule are introduced to determine whether the newly emerged debonding areas are concomitant with the first debonding.

[0092] The failure simulation module is used to perform failure simulation based on the crack propagation monitoring results of the first debonding area and the spatio-temporal concomitance of the newly added debonding areas to obtain the duration T2 from debonding to failure.

[0093] Optionally, the specific content of the above module is as follows: In the subsequent tomographic simulation, concomitant debonding cluster markers are made based on the concomitant monitoring of the spatio-temporal correlation of the newly added debonding areas, the covered area of the concomitant debonding clusters is statistically calculated in real time, and the crack propagation of the first debonding area is continuously tracked to obtain the real-time crack width.

[0094] Set the failure determination criteria as follows: a) The crack width of the first debonding area expands to a warning multiple of the initial width, and exemplarily, the warning multiple is set to 3 times.

[0095] b) The covered area of the concomitant debonding clusters reaches the warning proportion of the shoulder area. Exemplarily, the warning proportion is set to 10%.

[0096] When any of the above conditions is met, it is determined that the tire structure has entered the failure critical state, and the current simulation task is immediately terminated.

[0097] Record the duration from the first debonding to tire failure.

[0098] In the above, the warning multiple and the warning proportion can be determined by using the crack propagation of the cord-rubber interface and the area distribution characteristics of the debonding area when the actual tire sample fails during service, or determined from the safety critical values set by the structural designers in the tire technical manual.

[0099] It should be understood that during the actual operation of the tire, the debonding behavior of the cord-rubber interface usually does not occur in isolation, but shows a trend of expanding from the initial debonding area to the surrounding area, which may trigger chain debonding in adjacent areas. To more realistically reflect the evolution characteristics of such interface damage, the present invention introduces a spatio-temporal concomitant cluster recognition mechanism to capture the spatial continuity and time correlation between debonding events, so as to effectively restore the dynamic process of debonding expansion. On this basis, two key parameters with physical independence but interrelated are further used as comprehensive failure criteria: among them, the growth multiple of the crack width is used to quantify the expansion degree of the crack along the depth direction at the first debonding point, reflecting the longitudinal evolution trend of debonding.

[0100] The proportion of the debonding cluster coverage area is used to evaluate the distribution range of the newly added debonding area in the spatial neighborhood caused by the initial debonding, reflecting the lateral expansion behavior of debonding.

[0101] By fusing and analyzing the above two indicators, a multi-dimensional characterization of the tire structure failure process can be achieved, avoiding the misjudgment risk that may be caused by relying solely on a single criterion. This method not only improves the accuracy of debonding failure identification, but also enhances the robustness and engineering applicability of the decision-making logic under complex working conditions, making the simulation results closer to the fatigue failure mechanism of the tire under actual service conditions.

[0102] The simulation display module is used to generate a two-channel tire durability map at different speeds under different road conditions. The first channel outputs the T1 isoline, and the second channel outputs the T2 isoline.

[0103] The construction of the two-channel tire durability map is as follows: Construction of the first channel: A grid coordinate system is established with the road condition type as the horizontal axis and the speed as the vertical axis. The chromaticity values of the T1 duration are filled at each grid point to form a gradient isosurface.

[0104] Construction of the second channel: A gradient isosurface of the T2 duration is superimposed on the same coordinate system.

[0105] By constructing a two-dimensional coordinate map with the road condition type as the horizontal axis and the running speed as the vertical axis, the key durability indicators of the tire under different working conditions - the first debonding time T1 and the time from debonding to failure T2 - are visually integrated.

[0106] Among them, T1 reflects the ability of the material to resist the initiation of fatigue damage under specific conditions, and T2 reflects the remaining load-bearing capacity of the structure after debonding occurs.

[0107] The essence of the above operation is to visually integrate the key durability indicators of the tire under different road conditions and speeds into one map, forming an efficient, intuitive, and engineering decision-making-usable tire durability performance map.

[0108] In particular, in the two-dimensional coordinate map constructed based on the road condition type and the running speed, since the road condition type belongs to categorical data rather than numerical data, a mapping strategy is adopted during the construction process, that is, a representative identification value is assigned to each category of road condition. For example, urban roads, mountain roads, gravel roads, and pothole roads can be assigned the values 1, 2, 3, and 4 respectively. It should be noted that these values do not have direct physical meanings, but are only used as an indexing mechanism to facilitate visual representation in the map. Substantially, this approach realizes the conversion of non-numerical road condition category data into a form that can be displayed in a two-dimensional coordinate system, thus facilitating the analysis of the durability performance of the tire under different working conditions.

[0109] Example 2

[0110] See Figure 3 As shown, the present invention provides a method for tire durability simulation analysis, including the following steps: S1: Construct a three-dimensional tire model including the interface between the carcass cord layer and the rubber matrix, configure a virtual road condition library, and set a stepped acceleration simulation sequence within the rotational speed range for each type of road condition.

[0111] S2: At each simulation start, obtain the tire cord-rubber interface imaging through microfocus X-ray tomography at an initial interval duration.

[0112] S3: Use the cord-rubber interface imaging to identify debonding through crack width detection, and then record the duration T1 from the start of the simulation to the first occurrence of a debonding point.

[0113] S4: After identifying debonding, continuously perform tomographic scans at a dynamically shortened interval duration, and use the scan results to respectively monitor the expansion of the first debonding area and the concomitant monitoring of the newly added debonding area and the first debonding area based on time and space correlations.

[0114] S5: Combine the crack expansion monitoring results of the first debonding area and the spatio-temporal concomitance of the newly added debonding area to perform failure simulation to obtain the duration T2 from debonding to failure.

[0115] S6: Generate a two-channel tire durability atlas for different speeds under different road conditions. The first channel outputs T1 contour lines, and the second channel outputs T2 contour lines.

[0116] The above formulas are all dimensionless and take their numerical calculations. The formula is a formula obtained by collecting a large amount of data for software simulation to approximate the real situation. The preset parameters in the formula are set by those skilled in the art according to the actual situation.

[0117] The above embodiments can be implemented in whole or in part by software, hardware, firmware, or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product.

[0118] Those of ordinary skill in the art can realize that the modules and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0119] In addition, in each embodiment of the present application, each functional module may be integrated into a processing module, or each module may exist physically alone, or two or more modules may be integrated into one module.

[0120] As described above, only the specific embodiments of the present application are provided, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

[0121] Finally, the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A tire durability simulation analysis system, characterized in that, include: 3D modeling module: constructs a 3D tire model including the interface between the carcass cord layer and the rubber matrix; Road condition simulation module: configure the virtual road condition library and set a step-speed increase simulation sequence within the speed range for each type of road condition; Cord rubber interface scanning module: At the start of each simulation, the tire cord-rubber interface imaging is obtained by micro-focus X-ray tomography at the initial interval length; First debonding identification module: Debonding is identified by using the cord-rubber interface imaging and crack width detection, and the time T1 from the start of the simulation to the first occurrence of the debonding point is recorded; Debonding monitoring module: After identifying debonding, continuous tomographic scanning is performed at dynamically shortened intervals. The scanning results are used to perform extended monitoring of the first debonding area and concomitant monitoring of the newly added debonding area and the first debonding area based on time and space correlation; Failure simulation module: Combine the crack extension monitoring results of the first debonding area and the temporal and spatial concomitant characteristics of the newly added debonding area to perform failure simulation to obtain the time T2 from debonding to failure; Simulation display module: Generates dual-channel tire durability maps at different speeds under different road conditions. The first channel outputs the T1 contour line, and the second channel outputs the T2 contour line.

2. The tire durability simulation analysis system according to claim 1, characterized in that: The three-dimensional modeling module is implemented as follows: Acquire geometric parameters according to the model specifications of the tire to be simulated, and establish a three-dimensional geometric model of the tire using modeling software based on the geometric parameters; According to the tire internal structure design drawings, the spatial distribution characteristics of the cord are clarified, and then the cord structure is constructed based on the established geometric model, and its relative position relationship embedded in the rubber matrix is simulated; Obtaining the material properties of each component of the tire to be simulated, thereby accurately assigning the corresponding material properties to the corresponding geometric areas according to different areas in the established geometric model; The meshing tool is used to mesh the entire 3D tire geometry, with local mesh refinement at the interface between the cord and the rubber matrix.

3. The tire durability simulation analysis system according to claim 1, wherein: The step-by-step speed increase simulation sequence set within the speed range for each type of road condition includes the following process: Obtain the rated speed range of the tire under the designed use conditions according to the tire model specifications, and determine the reference speed; Taking the reference speed as the dividing point, a low speed interval from the lower limit of the rated speed range to the reference speed and a high speed interval from the reference speed to the upper limit of the rated speed range are respectively constructed; In the low-speed range, a fixed speed growth step is used to divide the range into equal intervals to generate a number of discrete speed points; In the high-speed range, a number of discrete speed points are divided by using fractional multiples of a fixed speed increase step; All discrete speed points from the low speed range and the high speed range are combined and arranged in order from small to large values to form a step-by-step speed increase sequence; For each type of preset virtual road condition, simulation is carried out in sequence according to the above-mentioned step speed increase sequence, and each speed point corresponds to an independent simulation task.

4. A tire durability simulation analysis system according to claim 1, characterized in that: The debonding identification is performed as follows: The tire cord-rubber interface image obtained by real-time scanning in the simulation locates the contact interface between the cord and the rubber, which is composed of a series of discrete points; Calculate the local normal vector directions at each discrete point on both sides of the interface respectively, and measure the minimum gap distance between the cord and the rubber along the normal direction to construct a crack width distribution map, where each discrete point corresponds to a crack width value; Compare the crack width values of each point with a preset debonding threshold. If the crack width at a certain point reaches or exceeds the debonding threshold, it is marked as a potential debonding point, and the crack width of this potential debonding point is continuously monitored in subsequent simulation time steps. If the crack width of this point still remains above the debonding threshold at the next moment, it is identified that there is a debonding phenomenon at this point, and the current time is recorded as the debonding occurrence time; If the crack width of this point drops below the debonding threshold at the next moment, focus on the adjacent points around the potential debonding point at the next moment. If the crack widths of multiple consecutive adjacent points exceed the threshold, it is identified that there is a debonding phenomenon in this area, and the next moment is taken as the debonding occurrence time. Otherwise, it is considered that no debonding occurs in this area.

5. The tire durability simulation analysis system according to claim 1, characterized in that: The extended monitoring of the first debonding area is as follows: Continue to perform tomographic scanning after the first debonding is identified to obtain an image of the tire cord-rubber interface; Focus the image on the first debonding area, extract the contact interface between the cord and the rubber in this area, calculate the normal vector of the debonding interface, and then measure the minimum gap distance between the cord and the rubber along the normal direction to obtain the corresponding crack width value; Compare the crack width measured at the current moment with the crack width at the corresponding position at the previous scanning moment, and calculate the crack propagation rate based on the difference between the two and the time interval.

6. The tire durability simulation analysis system according to claim 5, characterized in that: The implementation of the dynamically shortened interval duration is as follows: After the first debonding is identified, start the scanning interval adjustment mechanism to shorten the initial interval duration according to the preset shortening step factor; After the first shortening of the scanning interval, continue to collect subsequent tomographic images to obtain the crack propagation rate of the first debonding area; Perform dynamic adjustment according to the crack propagation rates obtained from two adjacent scans. The specific adjustment rules are as follows; If the difference between the current crack propagation rate and the crack propagation rate obtained from the previous scan is less than the configured threshold, keep the current scanning interval duration unchanged; If the current crack propagation rate is higher than the crack propagation rate of the previous scan, further shorten the scanning interval in combination with the growth amplitude of the crack propagation rate until the scanning interval is reduced to the set minimum time resolution or the debonding area has developed to the critical state of structural failure.

7. The tire durability simulation analysis system according to claim 1, characterized in that: The concomitant monitoring of the newly added debonding area and the first debonding area based on time and space association is as follows: Perform frame-by-frame analysis on the tire cord-rubber interface during consecutive scans after the first debonding occurs to identify whether there is a newly added debonding area; When a newly added debonding area is identified, record the newly added occurrence time and compare it with the preset time window after the first debonding. If the newly added occurrence time falls within the preset time window after the first debonding, mark it as a time concomitant cluster; Obtain the distance between the newly added debonding area and the first debonding area, and compare it with the spatial neighborhood threshold. If the distance is less than or equal to the spatial neighborhood threshold, mark it as a spatial concomitant cluster; When the newly added debonding area meets the time concomitant cluster or the spatial concomitant cluster or both, it is recorded as a concomitant debonding cluster.

8. The tire durability simulation analysis system according to claim 7, characterized in that: The specific content of the failure simulation module is as follows: In the subsequent simulation tomography, perform concomitant debonding cluster marking based on the concomitant monitoring of the spatio-temporal correlation of the newly added debonding area, and statistically calculate the coverage area of the concomitant debonding cluster in real time. At the same time, continuously track the crack propagation in the first debonding area to obtain the real-time crack width; Set the failure determination criteria as follows: a) The crack width in the extended first debonding area reaches the warning multiple of the initial width; b) The coverage area of the concomitant debonding cluster reaches the warning proportion of the shoulder area; When any of the above conditions is met, it is determined that the tire structure has entered the failure critical state, and the current simulation task is immediately terminated; Record the duration from the first debonding to the tire failure.

9. The tire durability simulation analysis system according to claim 1, characterized in that: The dual-channel tire durability atlas is constructed as follows: First channel construction: Establish a grid coordinate system with the road condition type as the horizontal axis and the speed as the vertical axis, and fill the chromaticity values of T1 duration at each grid point to form a gradient isosurface; Second channel construction: Superimpose the gradient isosurface of T2 duration on the same coordinate system.

10. A tire durability simulation analysis method, characterized in that, It includes the following steps: S1: Construct a three-dimensional tire model including the interface between the carcass cord layer and the rubber matrix, configure a virtual road condition library, and set a stepped speed increase simulation sequence within the rotational speed range for each type of road condition; S2: At the start of each simulation, obtain the tire cord-rubber interface image through microfocus X-ray tomography at the initial interval duration; S3: Use the cord-rubber interface image to identify debonding through crack width detection, and then record the duration T1 from the start of the simulation to the first appearance of a debonding point; S4: After identifying the debonding, continuously perform tomography at a dynamically shortened interval duration, and use the scanning results to respectively monitor the expansion of the first debonding area and the concomitant monitoring of the newly added debonding area and the first debonding area based on time and space correlation; S5: Combine the crack propagation monitoring results in the first debonding area and the spatio-temporal concomitance of the newly added debonding area to perform failure simulation to obtain the duration T2 from debonding to failure; S6: Generate a dual-channel tire durability atlas for different speeds under different road conditions. The first channel outputs the T1 isoline, and the second channel outputs the T2 isoline.

Images