Tire design method for improving wear resistance of tire based on finite element analysis

Abstract

The invention relates to the technical field of tire production, in particular to a tire design method for improving the wear resistance of a tire based on finite element analysis, and the method comprises the following steps: constructing a geometric model; applying rim full-degree-of-freedom constraint and inflation pressure load; inputting a tire-road surface contact relation, and calculating a grounding pressure distribution cloud picture; coupling the ground pressure distribution cloud picture and thermodynamics, and outputting a tread temperature field and a wear state variable; identifying a concentrated area with pressure greater than preset pressure; the tread pattern depth and the belted layer angle parameter are adjusted; and outputting the tire parameter in response to the design evaluation parameter meeting the preset standard. According to the method, through differential grid density division, the grounding area has higher grid density, the simulation precision of key data such as grounding pressure distribution is ensured, design deviation caused by calculation errors is reduced, a foundation is laid for improving the percent of pass of designed products, and the percent of pass of the designed products is increased.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of tire production, and particularly relates to a tire design method for improving tire wear resistance based on finite element analysis. BACKGROUND

[0002] As a core component of vehicles in contact with the road, the wear resistance of tires directly affects driving safety, economy and service life. Currently, the optimization of tire wear resistance mainly includes rubber material optimization and tire structure design optimization, and the main technical path is reflected in material system innovation and bionic pattern system. However, the above designs mainly rely on experience accumulation and physical tests, and have problems such as long research and development cycle, high cost, and blind optimization direction. With the increase of vehicle speed and the complexity of road conditions, the tire is faced with multiple challenges such as uneven ground pressure distribution, local high temperature, and fluctuation of friction characteristics during dynamic rolling, which easily leads to phenomena such as tire tread uneven wear and pattern premature wear, thereby reducing the service life of the tire and possibly causing safety hazards such as tire burst.

[0003] To solve the above problems, the industry has gradually introduced finite element analysis technology for tire performance simulation, but the existing methods still have deficiencies in the balance between grid division accuracy and efficiency, the simulation reality of contact relationship, the depth of thermodynamic and mechanical coupling analysis, etc. For example, some designs use uniform grid division, which leads to insufficient precision of key data in the contact area or waste of computing resources in the non-contact area; the contact model does not fully consider the influence of temperature and speed on friction characteristics, making it difficult to truly reflect the tire-road interaction behavior; the coupling degree of thermodynamic analysis and wear prediction is low, and the influence of temperature on rubber aging and wear rate cannot be accurately captured. These defects make the finite element analysis results deviate greatly from the actual working conditions, making it difficult to effectively guide the optimization of tire wear resistance, resulting in low product qualification rate and failing to meet the market demand for high-performance tires. Therefore, there is an urgent need for a precise and efficient tire design method based on finite element analysis to improve the wear resistance of tires and solve the shortcomings of existing technologies. SUMMARY

[0004] The present application aims to provide a tire design method based on finite element analysis to improve the wear resistance of tires to solve the problem that the finite element analysis results of the prior art deviate greatly from the actual working conditions, making it difficult to effectively guide the optimization of tire wear resistance, resulting in low product qualification rate and failing to meet the market demand for high-performance tires.

[0005] The present application provides a tire design method based on finite element analysis to improve the wear resistance of tires, comprising: Acquiring tire parameters and constructing a tire parametric geometric model, wherein in response to a region within the geometric model being a ground contact region, the model is constructed using a first mesh density, and in response to a region within the geometric model being a non-ground contact region, the model is constructed using a second mesh density, wherein the first mesh density is greater than the second mesh density; Applying rim full-degree-of-freedom constraints and inflation pressure loads to the parameterized geometric model to simulate a tire assembly state; Input the tire-road contact relationship and calculate the ground contact pressure distribution cloud during dynamic rolling; Combining the ground contact pressure distribution cloud map with thermodynamic analysis to output tread temperature field and wear state variables; Based on the ground pressure distribution cloud map, identifying a concentrated area where the pressure is greater than a preset pressure; Adjust the tread pattern depth and belt angle parameters within the preset range to improve the uniformity of ground pressure distribution; A determination is made as to whether the adjusted tread pattern depth and belt angle parameters meet preset standards based on preset design evaluation parameters. In response to the design evaluation parameters meeting the preset standards, the tire parameters are output. In response to the design evaluation parameters not meeting the preset standards, the design evaluation parameters are recalculated until the design evaluation parameters meet the preset standards.

[0006] As a preferred technical solution for a tire design method for improving tire wear resistance based on finite element analysis, the tire parameters include: tread pattern, belt angle, and crown radian.

[0007] As a preferred technical solution for a tire design method based on finite element analysis to improve tire wear resistance, the rim full-degree-of-freedom constraint is achieved through reference point coupling technology. A reference point is established on the inner surface of the rim, and the reference point is motion-coupled with the rim mounting surface to achieve rim full-degree-of-freedom constraint.

[0008] As a preferred technical solution for a tire design method for improving tire wear resistance based on finite element analysis, the preset design evaluation parameters determine whether the adjusted tread pattern depth and belt angle parameters meet preset standards, wherein: The design evaluation parameters include: contact area expansion rate, pressure distribution uniformity and wear state variable cumulative value; The design evaluation parameters are determined to meet the preset standards when they meet all of the following conditions, including: The ground contact area expansion rate is greater than or equal to the preset ground contact area expansion rate; The pressure distribution uniformity is less than or equal to the preset pressure distribution uniformity; The decrease range of the accumulated value of the wear state variable is greater than or equal to the preset range.

[0009] As a preferred technical solution for a tire design method based on finite element analysis to improve tire wear resistance, the method combines the ground contact pressure distribution cloud map with thermodynamic analysis, including: The tire rolling process is divided into several sub-time intervals or sub-displacement segments, and each sub-time interval or sub-displacement segment is recorded as an incremental step; For a single incremental step, a normal contact force is calculated based on the tire-road contact relationship, contact stiffness, or constraint equation; When the tire-road contact point is in a slipping state, calculating the friction energy increment of each tire-road contact point in a single incremental step based on a set friction model, the normal contact force, the friction coefficient, and the relative sliding velocity or relative sliding displacement increment in the current incremental step, and accumulating the friction energy increments of all tire-road contact points to obtain a total friction energy increment for the single incremental step; The total friction energy increment of each incremental step during the rolling process of the tire is accumulated to obtain the total friction energy increment generated by the tire during the rolling process, and the surface temperature distribution is obtained based on the total friction energy increment generated by the tire during the rolling process; The contact pressure distribution cloud map and the surface temperature distribution are combined to output the tread temperature field and wear state variables.

[0010] As a preferred technical solution for a tire design method based on finite element analysis to improve tire wear resistance, the tire-road contact relationship is defined using a hard contact model. Specifically, a surface-to-surface hard contact model is used in the contact area, and the static friction coefficient is set to 0.15, with a fluctuation of 0.02 to simulate the contact state under actual driving conditions. When the contact pressure is greater than 2 MPa, adhesion is activated, and vulcanization adhesion is simulated to determine the tire-road contact relationship.

[0011] As a preferred technical solution for a tire design method based on finite element analysis to improve tire wear resistance, the tangential behavior of the tire-road contact relationship is determined using a temperature-speed dual-dependent friction model. The model parameters of the temperature-speed dual-dependent friction model include: static friction coefficient, kinetic friction coefficient, attenuation coefficient, and temperature influence coefficient.

[0012] As a preferred technical solution for a tire design method based on finite element analysis to improve tire wear resistance, the construction of a tire parametric geometric model includes: using CATIA software to draw the tire contour generatrix and product drawing, and using Hypermesh software to mesh the product drawing and add material properties.

[0013] As a preferred technical solution for a tire design method based on finite element analysis to improve tire wear resistance, the inflation pressure load is corrected according to the operating temperature. The correction method is specifically as follows: ; wherein P is the corrected pneumatic pressure load, P std is the standard pneumatic pressure, T is the working temperature.

[0014] As the preferred technical scheme of the tire design method for improving the tire wear resistance based on the finite element analysis, the finite element analysis of the dynamic rolling process comprises a multi-stage analysis step: the first stage is a pneumatic steady-state analysis, a static solution is adopted, the initial step length is 0.1, the minimum step length is 1e-5, and the maximum step length is 0.1; the second stage is a dynamic rolling resistance analysis, an explicit dynamics solution is adopted, the total time length is 10s, the fixed step length is 0.01s, and the rolling angular velocity is 70-90 rad / s.

[0015] Compared with the prior art, the beneficial effects of the present application are that, by differentiating the grid density division, the present application ensures the simulation accuracy of key data such as the ground pressure distribution by making the ground contact area have a higher grid density, and in the contact analysis and thermodynamics coupling of the dynamic rolling process, multiple influencing factors of tire wear can be comprehensively captured, avoiding the limitation of only focusing on a single dimension in the traditional design, so that the design scheme is more suitable for the actual use scene. The optimization mode of iteratively adjusting the tread pattern depth and the belt angle solves the problem of pressure concentration in a targeted manner, so that the tire structure parameters and the anti-wear requirement are more matched. Thus, a four-step cycle of tire design method of modeling, simulation, optimization and verification is established, the probability of design defects is reduced, thereby laying a foundation for improving the qualified rate of the designed products and increasing the qualified rate of the designed products. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 It is the step flow chart of the tire design method for improving the tire wear resistance based on the finite element analysis of the embodiment of the present application. DETAILED DESCRIPTION

[0017] The features and exemplary embodiments of various aspects of the present application will be described in detail below, in order to make the purposes, technical solutions and advantages of the present application more clear and apparent, the present application will be further described in detail below in combination with the drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, but not to limit the present application. The present application can be implemented without some of these specific details for those skilled in the art. The following description of the embodiments is only to provide a better understanding of the present application by showing examples of the present application.

[0018] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0019] See also Figure 1 As shown in FIG, it is a step flow of a tire design method for improving tire wear resistance based on finite element analysis according to an embodiment of the present invention, including: Step S1, obtaining tire parameters and constructing a parametric geometric model of the tire. In response to an area within the geometric model being a ground contact area, a first mesh density is used for the construction. In response to an area within the geometric model being a non-ground contact area, a second mesh density is used for the construction, wherein the first mesh density is greater than the second mesh density. Step S2, applying rim full-degree-of-freedom constraints and inflation pressure loads to the parameterized geometric model to simulate the tire assembly state; Step S3, inputting the tire-road contact relationship and calculating the ground contact pressure distribution cloud during the dynamic rolling process; Step S4, combining the ground contact pressure distribution cloud map with the thermodynamic analysis to output the tread temperature field and wear state variables; Step S5, identifying a concentrated area where the pressure is greater than a preset pressure based on the ground contact pressure distribution cloud map; Step S6, adjusting the tread pattern depth and belt angle parameters within a preset range to improve the uniformity of ground pressure distribution; Step S7, judging whether the adjusted tread pattern depth and belt angle parameters meet the preset standards based on the preset design evaluation parameters, outputting the tire parameters in response to the design evaluation parameters meeting the preset standards, and recalculating the design evaluation parameters until the design evaluation parameters meet the preset standards in response to the design evaluation parameters not meeting the preset standards.

[0020] In the implementation, firstly, CATIA is used to obtain tire parameters such as tread pattern and belt angle, and a parametric geometric model is constructed. After adding material properties using Hypermesh, full-degree-of-freedom constraints are imposed on the rim in Abaqus and a standard inflation pressure of 240kPa is loaded to simulate the assembly state. The tire-road contact is defined as an exponential hardening model, and the ground pressure distribution cloud map during dynamic rolling is calculated through explicit dynamic analysis. The ground pressure distribution cloud map and thermodynamics are coupled, and the tread temperature field is calculated based on plastic strain energy and heat generation rate (η=0.9). The change in surface temperature is mainly the energy generated by friction on the contact surface. The present invention calculates friction heat separately through each grid, so the rough The mesh can lead to inaccurate contact force calculations, thus affecting subsequent surface temperature calculations. This invention uses a first mesh density in the contact area and a second mesh density in the non-contact area. Preferably, the first mesh density is 2mm, while the non-contact area uses a second mesh density (e.g., 5mm). After identifying areas of concentrated pressure >3.5 MPa (i.e., a preset pressure of 3.5 MPa), the belt angle is adjusted within a ±5° range and the tread depth is adjusted within a ±1mm range to achieve more uniform pressure distribution. Finally, the design parameters are determined based on criteria such as a contact area expansion ratio ≥15%, a pressure distribution uniformity ≤0.3, and a wear accumulation value reduction ≥20%. If these criteria are not met, the optimization is repeated. The initial design tread depth is typically 6-8mm (standard for new tires), and the preset adjustment range is generally a 20%-30% increase or decrease (based on the initial design value). For example, if the initial design depth is 8mm, in this embodiment, the adjustment range can preferably be set to 6.4mm-9.6mm. In practical applications, the belt layer angle is usually 18°~30° (due to load requirements, the belt layer emphasizes load-bearing capacity). Preferably, in the embodiment of the present invention, the adjustment range can be set to increase or decrease by 4° to 6° (such as the initial 22° corresponds to 18°~26°). It is necessary to avoid an angle that is too large, which may lead to a decrease in the fit between the belt layer and the carcass (affecting the manufacturing process).

[0021] Specifically, the present invention achieves higher mesh density in the ground contact area through differentiated mesh density division, ensuring the simulation accuracy of key data such as ground contact pressure distribution. The low mesh density in the non-ground contact area reduces the computational load, making finite element analysis more efficient while ensuring accuracy and reducing design deviations caused by computational errors. The contact analysis and thermodynamic coupling of the dynamic rolling process can comprehensively capture the multiple influencing factors of tire wear, avoiding the limitation of traditional design that only focuses on a single dimension, making the design scheme more in line with actual usage scenarios. The optimization method of iteratively adjusting the tread pattern depth and belt angle solves the problem of pressure concentration in a targeted manner, so that the tire structural parameters are more compatible with the wear resistance requirements. The clear design evaluation parameters provide a quantitative judgment standard for the design results, reducing the uncertainty caused by subjective judgment. Thus, a four-step tire design method of modeling, simulation, optimization, and verification is established, which reduces the probability of design defects, thereby laying the foundation for improving the qualification rate of designed products and increasing the qualification rate of designed products.

[0022] Furthermore, tire parameters include: tread pattern, belt angle, and crown radian.

[0023] In implementation, the tread pattern in the tire parameters adopts a symmetrical groove design (main groove depth 8mm, width 12mm), the belt layer angle is set to 22°~26°, and the crown curvature radius is 180mm~200mm; during modeling, these variables are driven parameterically through CATIA, and Hypermesh automatically adjusts the unit distribution as the parameters change when dividing the grid to ensure the linkage between the model and the parameters.

[0024] Furthermore, the tread pattern influences contact area and friction characteristics, the belt angle correlates to the distribution of structural rigidity, and the crown radian determines the ground contact pattern. The synergistic effect of these three factors is closely related to the tire's wear resistance. Therefore, by defining the tread pattern, belt angle, and crown radian as core parameters, this invention provides specific adjustment targets for design optimization and avoids blind parameter selection. Parametric modeling allows for rapid simulation and analysis of the impact of different parameter combinations, reducing design errors caused by irrational parameter combinations and substandard product performance caused by improper parameter settings, thereby further increasing the qualified rate of designed products.

[0025] Specifically, the full degree of freedom constraint of the rim is achieved through reference point coupling technology. A reference point is established on the inner surface of the rim, and the reference point is motion-coupled with the rim mounting surface to achieve the full degree of freedom constraint of the rim. The diameter tolerance of the coupling area is ≤0.5mm.

[0026] Furthermore, the present invention realizes the full-degree-of-freedom constraint of the rim through reference point coupling technology, accurately simulates the assembly state of the tire and the rim, avoids the force transmission distortion that may be caused by traditional constraint methods, and strictly controls the diameter tolerance of the coupling area ≤0.5mm, ensuring no relative slip between the rim and the tire, and truly restoring the force state during driving, thereby providing a basis for judging the rationality of the tire structure, reducing problems such as insufficient structural strength or abnormal wear caused by assembly constraint problems, thereby reducing the production of unqualified products and further increasing the qualified rate of designed products.

[0027] Specifically, the preset design evaluation parameters determine whether the adjusted tread depth and belt angle parameters meet the preset standards, where: Design evaluation parameters include: contact area expansion rate, pressure distribution uniformity, and wear state variable accumulation value; The design evaluation parameters are considered to meet the preset standards when they meet all of the following conditions, including: The ground contact area expansion rate is greater than or equal to the preset ground contact area expansion rate; The pressure distribution uniformity is less than or equal to the preset pressure distribution uniformity; The decrease range of the accumulated value of the wear state variable is greater than or equal to the preset range.

[0028] In implementation, the preset ground contact area expansion rate, the preset pressure distribution uniformity, and the preset amplitude are determined according to actual needs. The ground contact area expansion rate is calculated by comparing the contact area between the tire and the road before and after optimization (ground contact area expansion rate = optimized area / original area - 1, preferably, the preset ground contact area expansion rate is 15%); the pressure distribution uniformity is calculated according to the formula Calculate, where: For stress related to pressure, The friction coefficient is related to pressure. Preferably, the preset pressure distribution uniformity is set to 0.3. The wear state variable cumulative value is calculated by integrating the wear of each tread unit. Preferably, the preset amplitude is set to 20%. When all three conditions are met, the design is considered qualified.

[0029] Further, the application covers the key indicators of tire wear resistance performance by setting a multi-dimensional evaluation system including ground contact area expansion rate, pressure distribution uniformity and wear state variable cumulative value, avoiding one-sidedness of single index evaluation. Ground contact area expansion rate ≥ 15% ensures contact pressure dispersion, pressure distribution uniformity ≤ 0.3 avoids local high pressure wear, and wear state variable cumulative value drop ≥ 20% directly reflects the improvement of wear resistance, which together constitute a rigorous judgment standard. This standard makes the performance of design results have a clear limit, reducing the unqualified products flowing into the market due to fuzzy evaluation. At the same time, the clear standard guides the design process to be more targeted optimization, reducing the probability of design direction deviation, thereby further increasing the qualified rate of designed products.

[0030] Further, the ground contact pressure distribution cloud map and thermodynamic analysis are combined, including: The rolling process of the tire is divided into a plurality of sub-time intervals or sub-displacement segments, and the sub-time intervals or sub-displacement segments are denoted as incremental steps; For a single incremental step, the normal contact force is calculated according to the tire-road contact relationship, contact stiffness or constraint equation; When the tire and road contact points are in a slip state, the friction energy increment of each tire and road contact point in a single incremental step is calculated based on a set friction model, normal contact force, friction coefficient, and relative slip speed or relative slip displacement increment in the current incremental step, and the total friction energy increment of all tire and road contact points is accumulated to obtain the total friction energy increment of a single incremental step; The total friction energy increment of each incremental step in the rolling process of the tire is accumulated to obtain the total friction energy increment generated in the rolling process of the tire, and the surface temperature distribution is obtained according to the total friction energy increment generated in the rolling process of the tire; The ground contact pressure distribution cloud map and the surface temperature distribution are combined to output the tread temperature field and the wear state variable.

[0031] In the above technical solution, it can be understood that: in thermodynamic analysis, the frictional energy increment (Frictional Energy) refers to the energy dissipated by the contact surface due to friction, which belongs to non-conservative energy (irreversible energy loss). When the tire rolls, the tire tread and the road surface will form a contact area (contact area), and the "tire-road contact relationship" refers to the geometric and physical relationship between the two, such as whether they are in contact, the contact range (such as contact area, contact point position), etc. "Contact stiffness" is the existing simplified model: since both the tire tread and the road surface have elasticity (the tire is a rubber composite material, and the road surface may be rigid or flexible), deformation occurs when they are in contact, and the greater the stiffness, the greater the normal force generated under the same deformation (similar to "the harder the object, the greater the force generated under the same deformation when in contact"). "Constraint equation" is a common method in finite element analysis: by establishing mathematical equations to constrain the movement of contact points (such as the tire tread cannot penetrate the road surface), the size and distribution of the normal force are obtained by solving the equations (such as which contact points are under greater force and which are under less force). The friction model set is not unique: such as the commonly used Coulomb friction model (friction force = friction coefficient x normal force), or more complex models (such as considering the effect of sliding speed on the friction coefficient, the higher the speed, the lower the friction coefficient). In ABAQUS, the calculation of frictional energy increment is directly related to the friction properties of the contact pair (such as Coulomb friction) and the relative sliding distance, and the formula can be simplified as: Frictional Energy Increment ; Where: μ is the friction coefficient (friction coefficient in Coulomb friction model); N is the force perpendicular to the contact surface, (contact normal force, micro embodiment of "ground pressure"); Δs is the relative sliding displacement increment of the contact surface. In a single increment step (in finite element analysis, the dynamic process is divided into multiple small "time / displacement segments", each segment is called an "increment step"), the contact area between the tire and the road surface is not a point, but is composed of multiple contact points or grid elements. Each contact point / element will generate energy due to friction (frictional energy increment) in that increment step, and the energy at different spatial locations in the same increment step needs to be added to obtain the "total frictional energy increment of the current increment step". The frictional energy increment of a single increment step only reflects the heat generation at that instant, and the tire rolling is a continuous process (composed of multiple increment steps), so the total frictional energy increment of different increment steps (i.e. different time / displacement stages) needs to be added in turn to obtain the "cumulative total frictional energy increment of the entire process". Then, according to the conversion relationship between energy and temperature (such as heat conduction equation, specific heat capacity, etc. in thermodynamics), the temperature distribution on the tire surface is calculated. The ground pressure distribution reflects the pressure size and position of the contact area, and the frictional energy increment distribution is directly related to the pressure (the greater the normal force, the higher the frictional energy increment). Combining the pressure distribution with thermodynamic analysis (frictional energy increment, temperature), it can directly show "which positions have concentrated pressure, and at the same time, the frictional energy increment is also concentrated", so as to locate the areas prone to overheating or wear (such as areas with high pressure tend to have high frictional energy increment, high temperature, and fast wear).

[0032] Furthermore, the present invention compensates for the design flaw of focusing only on mechanical properties by coupling the ground pressure distribution cloud map and the thermodynamic output tread temperature field. It also takes into account the impact of temperature on rubber aging and hardness, which is a key factor in exacerbating tire wear. By applying a convection heat dissipation boundary according to the tread / sidewall partition, the temperature field simulation is more closely aligned with the actual heat dissipation conditions, ensuring the accuracy of the temperature data. Based on the temperature field distribution and peak position, designers can optimize the tread structure (such as adding heat dissipation grooves) to reduce the accelerating effect of local high temperature on wear. By controlling the negative impact of temperature on wear, the problem of early tire wear caused by temperature factors is reduced, making the wear resistance of the designed product more stable, thereby reducing the failure rate due to substandard performance and further increasing the qualified rate of the designed product.

[0033] Specifically, the tire-road contact relationship is defined using a hard contact model. Specifically, a surface-to-surface hard contact model is used in the contact area, and the static friction coefficient is set to 0.15 with an upper and lower floating range of 0.02 (steel-rubber static friction coefficient) to simulate the contact state under actual driving conditions. When the contact pressure is greater than 2MPa, bonding is activated to simulate vulcanization bonding.

[0034] Furthermore, by adding a hard tire-road contact model and setting a specific friction coefficient, the present invention realistically simulates the contact state during actual driving, making the simulation of key data such as contact pressure and friction more accurate. Accurate contact state simulation provides a reliable basis for tread pattern design and structural strength optimization, reducing design defects caused by contact simulation deviations. Tires optimized based on real contact data experience more even wear in actual use, reducing performance issues caused by inappropriate contact characteristic design, and further increasing the qualified rate of designed products.

[0035] Specifically, the tangential behavior of the tire-road contact relationship adopts a temperature-velocity dual-dependence friction model. The model parameters include: static friction coefficient, ranging from 0.8 to 0.9; dynamic friction coefficient, ranging from 0.6 to 0.7; attenuation coefficient, ranging from 0.4 to 0.6 s / mm; and temperature influence coefficient, ranging from 0.001 to 0.003.

[0036] In the implementation, the temperature-speed dual-dependence friction model is used, the static friction coefficient μstatic is taken as 0.85 (corresponding to the dry asphalt pavement in actual application conditions), the dynamic friction coefficient is taken as 0.65, the attenuation coefficient dc=0.5s / mm, and the temperature influence coefficient α temp =0.002; when the road surface temperature rises from -20℃ to 80℃, the friction coefficient increases with α tempLinear correction, when the relative slip speed vr exceeds 50 mm / s, the dynamic friction coefficient is attenuated by dc, through a finite number of experiments to collect friction force at different temperatures and speeds, so as to calculate the friction coefficient at the same temperature and speed, that is, to establish a temperature-speed double-dependent friction model, the collection and processing of data, and the training of the model according to the existing data all belong to the prior art, and will not be described here.

[0037] Further, the temperature-speed double-dependent friction model considers the change of the friction coefficient under different working conditions, which is more in line with the actual driving scene than the single friction coefficient model, so that the simulation calculation of the tire wear amount is more accurate, and the designer can optimize the pattern and material based on the real wear trend. Accurate wear prediction reduces the design deviation caused by insufficient consideration of friction characteristics, so that the optimized tire wears more evenly under different working conditions, reduces the risk of not meeting the performance standard, and further increases the qualified rate of the designed product.

[0038] Specifically, constructing the parameterized geometric model of the tire includes: using CATIA software to draw the tire contour generatrix and product drawing, using Hypermesh software to divide the product drawing into meshes and add material properties; The material properties include rubber hyperelastic properties, which are defined by modifying the Mooney-Rivlin model, and the model parameters satisfy: C10=0.8~0.9MPa, C01=0.1~0.2MPa, D1=0.01~0.03MPa.

[0039] In implementation, the CATIA is used to draw the 205 / 55R16 tire contour generatrix to generate a product drawing including the tread, the sidewall, and the belt; when Hypermesh divides the meshes, the rubber components adopt the modified Mooney-Rivlin model (C10=0.85MPa, C01=0.15MPa, D1=0.02MPa), the density is 1.12e~9tonne / mm³, and the viscoelastic parameters (g i =0.35, 0.2, τ i =15, 0.08) are defined; the belt is assigned according to the orthotropic material properties. Among them: these parameters are used to define the hyperelastic properties of the rubber material, which are the key coefficients in the modified Mooney-Rivlin model, in which C10 and C01 describe the elastic properties of the material, and D1 describes the compressibility of the material.

[0040] Furthermore, the standardized processes of CATIA for drawing contour busbars and Hypermesh for meshing ensure the accuracy of the geometric model and reduce the impact of modeling errors on subsequent analysis. The modified parameter settings of the Mooney-Rivlin model accurately describe the hyperelastic behavior of rubber. The clarification of density and viscoelastic parameters improves the material model, making the simulation of tire stress deformation, heat generation, and other characteristics more reliable. Reliable geometric and material models provide a solid foundation for analysis of ground pressure, wear, and other factors, reducing design misjudgments due to inaccurate models. Tires designed based on accurate models perform more in line with expectations, reducing the probability of substandard products.

[0041] Specifically, the inflation pressure load is corrected according to the operating temperature. The correction method is as follows: ; Where P is the corrected inflation pressure load, P std is the standard inflation pressure and T is the operating temperature. This pressure formula can be obtained based on the ideal gas state equation, where P std =240kPa (25℃), T is the operating temperature (P=208kPa at -20℃, P=288kPa at 80℃); in Abaqus, the *DLOAD command is used to adjust the internal surface pressure load in real time according to the temperature.

[0042] Specifically, the inflation pressure load is corrected based on the operating temperature, ensuring the accuracy of tire stress analysis under different temperature conditions and avoiding load simulation deviations caused by temperature changes. The temperature range of -20°C to 80°C covers common operating environments, and the correction formula for the standard tire pressure of 240kPa (normal temperature 25°C) makes the tire pressure setting more realistic, making the simulation of the tire's stress state at different temperatures more realistic. Design optimization based on accurate stress data allows the tire to maintain a reasonable ground pressure and structural state in various temperature environments, reducing wear abnormalities caused by insufficient consideration of tire pressure. Stable performance that adapts to different temperature environments reduces the product failure rate due to poor environmental adaptability.

[0043] Specifically, the finite element analysis of the dynamic rolling process includes multiple analysis steps: the first step is a steady inflation analysis, using static solution, initial step length 0.1, minimum step length 1e-5, maximum step length 0.1; the second step is a dynamic rolling resistance analysis, using explicit dynamic solution, total time length 10s, fixed step length 0.01s, rolling angular velocity 70-90 rad / s. It should be noted that "1e-5" here is a scientific notation, representing "0.00001" (i.e. 10 to the power of -5), which is a very small positive number, not a negative number. In finite element analysis, the minimum step length of static solution is usually set to a positive number much smaller than 1 (such as 1e-5) to control the iteration accuracy and avoid numerical calculation divergence, which is in line with the conventional operation of finite element analysis.

[0044] Further, the present application realizes full working condition simulation from steady inflation to dynamic rolling resistance through the configuration of multiple analysis steps, the first step of static solution accurately simulates the initial state under standard tire pressure, providing a reliable basis for dynamic analysis; the second step of explicit dynamic solution captures the instantaneous contact behavior in dynamic rolling with short step length, making the simulation more close to actual driving. The rolling angular velocity of 80 rad / s is set in line with common vehicle speed, and the sinusoidal vertical load simulates road bumps, and comprehensive working condition coverage enables the design to cope with various driving scenarios. Based on the optimization design of full working condition analysis, the tire can have good anti-wear performance under different driving conditions, reducing performance defects caused by incomplete consideration of working conditions, thereby improving the qualified rate of designed products.

[0045] Obviously, the above embodiments of the present application are only examples for clear illustration of the present application, and are not limitations on the embodiments of the present application. Based on the above description, other different forms of changes or variations can be made by those of ordinary skill in the art. Here, it is not necessary and impossible to exhaust all embodiments. Any modification, equivalent replacement and improvement made within the spirit and principles of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A tire design method for improving tire wear resistance based on finite element analysis, characterized in that: include: Acquiring tire parameters and constructing a tire parametric geometric model, wherein in response to a region within the geometric model being a ground contact region, the model is constructed using a first mesh density, and in response to a region within the geometric model being a non-ground contact region, the model is constructed using a second mesh density, wherein the first mesh density is greater than the second mesh density; Applying rim full-degree-of-freedom constraints and inflation pressure loads to the parameterized geometric model to simulate a tire assembly state; Input the tire-road contact relationship and calculate the ground contact pressure distribution cloud during dynamic rolling; Combining the ground contact pressure distribution cloud map with thermodynamic analysis to output tread temperature field and wear state variables; Based on the ground pressure distribution cloud map, identifying a concentrated area where the pressure is greater than a preset pressure; Adjust the tread pattern depth and belt angle parameters within the preset range to improve the uniformity of ground pressure distribution; A determination is made as to whether the adjusted tread pattern depth and belt angle parameters meet preset standards based on preset design evaluation parameters. In response to the design evaluation parameters meeting the preset standards, the tire parameters are output. In response to the design evaluation parameters not meeting the preset standards, the design evaluation parameters are recalculated until the design evaluation parameters meet the preset standards.

2. The tire design method for improving tire wear resistance based on finite element analysis according to claim 1, characterized in that: The tire parameters include: tread pattern, belt angle and crown radian.

3. The tire design method for improving tire wear resistance based on finite element analysis according to claim 2, characterized in that: The rim full degree of freedom constraint is achieved through reference point coupling technology, which establishes a reference point on the inner surface of the rim and performs motion coupling constraint on the reference point and the rim mounting surface to achieve the rim full degree of freedom constraint.

4. The tire design method for improving tire wear resistance based on finite element analysis according to claim 3, characterized in that: The preset design evaluation parameters are used to determine whether the adjusted tread pattern depth and belt angle parameters meet the preset standards, wherein: The design evaluation parameters include: contact area expansion rate, pressure distribution uniformity and wear state variable cumulative value; The design evaluation parameters are determined to meet the preset standards when they meet all of the following conditions, including: The ground contact area expansion rate is greater than or equal to the preset ground contact area expansion rate; The pressure distribution uniformity is less than or equal to the preset pressure distribution uniformity; The decrease range of the accumulated value of the wear state variable is greater than or equal to the preset range.

5. The tire design method for improving tire wear resistance based on finite element analysis according to claim 4, characterized in that: The combining of the ground pressure distribution cloud map and thermodynamic analysis includes: The tire rolling process is divided into several sub-time intervals or sub-displacement segments, and each sub-time interval or sub-displacement segment is recorded as an incremental step; For a single incremental step, a normal contact force is calculated based on the tire-road contact relationship, contact stiffness, or constraint equation; When the tire-road contact point is in a slipping state, calculating the friction energy increment of each tire-road contact point in a single incremental step based on a set friction model, the normal contact force, the friction coefficient, and the relative sliding velocity or relative sliding displacement increment in the current incremental step, and accumulating the friction energy increments of all tire-road contact points to obtain a total friction energy increment for the single incremental step; The total friction energy increment of each incremental step during the rolling process of the tire is accumulated to obtain the total friction energy increment generated by the tire during the rolling process, and the surface temperature distribution is obtained based on the total friction energy increment generated by the tire during the rolling process; The contact pressure distribution cloud map and the surface temperature distribution are combined to output the tread temperature field and wear state variables.

6. The tire design method for improving tire wear resistance based on finite element analysis according to claim 1, characterized in that: The tire-road contact relationship is defined using a hard contact model. Specifically, a surface-to-surface hard contact model is used in the contact area, and the static friction coefficient is set to 0.15 with a fluctuation of 0.02 to simulate the contact state under actual driving conditions. When the contact pressure is greater than 2 MPa, adhesion is activated, and vulcanization adhesion is simulated to determine the tire-road contact relationship.

7. The tire design method for improving tire wear resistance based on finite element analysis according to claim 6, characterized in that: The tangential behavior of the tire-road contact relationship is determined using a temperature-speed dual-dependence friction model, and the model parameters of the temperature-speed dual-dependence friction model include: static friction coefficient, dynamic friction coefficient, attenuation coefficient and temperature influence coefficient.

8. The tire design method for improving tire wear resistance based on finite element analysis according to claim 1, characterized in that: The construction of the tire parametric geometric model includes: using CATIA software to draw the tire contour generatrix and product drawings, and using Hypermesh software to mesh the product drawings and add material attributes.

9. The tire design method for improving tire wear resistance based on finite element analysis according to claim 1, characterized in that: The inflation pressure load is corrected according to the operating temperature, and the correction method is specifically as follows: ； Where P is the corrected inflation pressure load, P std is the standard inflation pressure and T is the operating temperature.

10. The tire design method for improving tire wear resistance based on finite element analysis according to claim 1, characterized in that: The finite element analysis of the dynamic rolling process includes multiple analysis steps: the first stage is an inflation steady-state analysis, which uses a static solution with an initial step size of 0.1, a minimum step size of 1e-5, and a maximum step size of 0.1; the second stage is a dynamic rolling resistance analysis, which uses an explicit dynamic solution with a total duration of 10 seconds, a fixed step size of 0.01 seconds, and a rolling angular velocity of 70 to 90 rad / s.

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