A tire design method based on finite element analysis to improve tire wear resistance

Abstract

This invention relates to the field of tire manufacturing technology, and more particularly to a tire design method based on finite element analysis to improve tire wear resistance. The method includes: constructing a geometric model; applying full-degree-of-freedom constraints on the rim and inflation pressure loads; inputting the tire-road contact relationship and calculating the ground contact pressure distribution cloud map; coupling the ground contact pressure distribution cloud map with thermodynamics, and outputting the tread temperature field and wear state variables; identifying concentrated areas where the pressure exceeds a preset pressure; adjusting the tread depth and belt layer angle parameters; and outputting tire parameters in response to the design evaluation parameters meeting preset standards. This invention, through differentiated mesh density division, ensures higher mesh density in the ground contact area, guaranteeing the simulation accuracy of key data such as ground contact pressure distribution. This reduces design deviations caused by calculation errors, thus laying the foundation for improving the yield rate of the designed products and increasing the overall product qualification rate.

Description

Technical Field

[0001] This invention relates to the field of tire manufacturing technology, and in particular to a tire design method based on finite element analysis to improve tire wear resistance. Background Technology

[0002] As the core component of a vehicle in contact with the road surface, the wear resistance of tires directly affects driving safety, fuel economy, and service life. Currently, tire wear resistance optimization mainly involves two aspects: rubber material optimization and tire structure design optimization. The main technical approaches are material system innovation and biomimetic tread systems. However, these designs largely rely on experience and physical testing, resulting in long development cycles, high costs, and a lack of clear optimization direction. With increasing vehicle speeds and road conditions, tires face multiple challenges during dynamic rolling, including uneven ground pressure distribution, excessively high local temperatures, and fluctuating frictional characteristics. This can easily lead to tread wear and premature tread wear, reducing tire lifespan and potentially causing safety hazards such as tire blowouts.

[0003] To address these issues, the industry has gradually introduced finite element analysis (FEM) technology for tire performance simulation. However, existing methods still have shortcomings in balancing mesh generation accuracy and efficiency, simulating the realism of contact relationships, and the depth of thermodynamic and mechanical coupling analysis. For example, some designs use uniform mesh generation, leading to insufficient accuracy of key data in the contact area or wasted computational resources in non-contact areas; the contact model does not fully consider the influence of temperature and speed on friction characteristics, making it difficult to realistically reflect tire-road interaction behavior; and the coupling degree between thermodynamic analysis and wear prediction is low, failing to accurately capture the impact of temperature on rubber aging and wear rate. These deficiencies result in significant deviations between finite element analysis results and actual working conditions, making it difficult to effectively guide tire wear resistance optimization, leading to low product qualification rates and failing to meet 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 tire wear resistance and address the shortcomings of existing technologies. Summary of the Invention

[0004] The purpose of this invention is to provide a tire design method based on finite element analysis to improve tire wear resistance, thereby solving the problem that the existing finite element analysis results deviate greatly from actual working conditions, making it difficult to effectively guide the optimization of tire wear resistance performance, resulting in a low pass rate of designed products and failing to meet the market demand for high-performance tires.

[0005] This invention provides a tire design method for improving tire wear resistance based on finite element analysis, comprising:

[0006] Tire parameters are obtained and a parametric geometric model of the tire is constructed. When the area within the geometric model is a grounded area, a first mesh density is used for construction. When the area within the geometric model is a non-grounded area, a second mesh density is used for construction. The first mesh density is greater than the second mesh density.

[0007] Apply full rim freedom constraints and inflation pressure loads to the parametric geometric model to simulate the tire assembly state;

[0008] Input the tire-road contact relationship and calculate the ground pressure distribution cloud map during the dynamic rolling process;

[0009] By combining the ground pressure distribution cloud map with thermodynamic analysis, the tire tread temperature field and wear state variables are output.

[0010] Based on the grounding pressure distribution cloud map, identify concentrated areas where the pressure is greater than the preset pressure;

[0011] Adjust the tread depth and belt layer angle parameters within the preset range to improve the uniformity of ground pressure distribution;

[0012] The tire parameters are determined based on preset design evaluation parameters to determine whether the adjusted tread depth and belt layer angle parameters meet preset standards. If the design evaluation parameters meet the preset standards, the tire parameters are output. If the design evaluation parameters do not meet the preset standards, the design evaluation parameters are recalculated until the design evaluation parameters meet the preset standards.

[0013] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, the tire parameters include: tread pattern, belt layer angle, and crown curvature.

[0014] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, 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 kinematically coupled with the rim mounting surface to achieve the full degree of freedom constraint of the rim.

[0015] As a preferred technical solution for tire design methods based on finite element analysis to improve tire wear resistance, the preset design evaluation parameters determine whether the adjusted tread depth and belt layer angle parameters meet preset standards, wherein:

[0016] The design evaluation parameters include: grounding area expansion rate, pressure distribution uniformity, and cumulative value of wear state variables;

[0017] The design evaluation parameters are deemed to meet the preset standard when they satisfy all of the following conditions:

[0018] The grounding area expansion rate is greater than or equal to the preset grounding area expansion rate;

[0019] The pressure distribution uniformity is less than or equal to the preset pressure distribution uniformity.

[0020] The decrease in the cumulative value of the wear status variable is greater than or equal to the preset range.

[0021] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, the combination of the ground pressure distribution cloud map and thermodynamic analysis includes:

[0022] The rolling process of the tire 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.

[0023] For a single incremental step, the normal contact force is calculated based on the tire-road contact relationship, contact stiffness, or constraint equation.

[0024] When the contact point between the tire and the road surface is in a slipping state, the friction energy increment of each tire-road contact point in a single increment step is calculated based on the set friction model, the normal contact force, the friction coefficient, and the relative sliding speed or relative sliding displacement increment in the current increment step. The friction energy increments of all tire-road contact points are accumulated to obtain the total friction energy increment of a single increment step.

[0025] The total frictional energy increment of the tire during the rolling process is accumulated by summing the total frictional energy increment of each incremental step. The surface temperature distribution is then obtained based on the total frictional energy increment of the tire during the rolling process.

[0026] The ground pressure distribution cloud map and the surface temperature distribution are combined to output the tread temperature field and wear state variables.

[0027] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, 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 2MPa, adhesion is activated, and vulcanization adhesion is simulated to determine the tire-road contact relationship.

[0028] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, the tangential behavior of the tire-road contact relationship is determined by a temperature-velocity dual-dependent friction model. The model parameters of the temperature-velocity dual-dependent friction model include: static friction coefficient, dynamic friction coefficient, attenuation coefficient, and temperature influence coefficient.

[0029] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, the construction of the tire parametric geometric model includes: using CATIA software to draw the tire profile generatrix and product drawing, and using Hypermesh software to mesh the product drawing and add material properties.

[0030] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, the inflation pressure load is corrected according to the operating temperature. The specific correction method is as follows:

[0031] ;

[0032] Where P is the corrected inflation pressure load, P std T represents the standard inflation pressure and T represents the operating temperature.

[0033] As a preferred technical solution for tire design methods that improve tire wear resistance based on finite element analysis, the finite element analysis of the dynamic rolling process includes a multi-stage analysis step: the first stage is the inflation steady-state analysis, which adopts 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 the dynamic rolling resistance analysis, which adopts explicit dynamic solution with a total duration of 10s, a fixed step size of 0.01s, and a rolling angular velocity of 70-90 rad / s.

[0034] Compared with existing technologies, the advantages of this invention lie in its differentiated grid density division, which ensures higher grid density in the ground contact area and guarantees the simulation accuracy of key data such as ground pressure distribution. Furthermore, the contact analysis and thermodynamic coupling during dynamic rolling comprehensively capture multiple influencing factors of tire wear, avoiding the limitations of traditional designs that only focus on a single dimension, making the design scheme more closely aligned with actual usage scenarios. The iterative adjustment of tread depth and belt layer angle optimization methods specifically addresses pressure concentration issues, making tire structural parameters more aligned with wear resistance requirements. This establishes a four-step cyclical tire design method encompassing modeling, simulation, optimization, and verification, reducing the probability of design defects and laying the foundation for improving the pass rate of designed products. Attached Figure Description

[0035] Figure 1 This is a flowchart illustrating the steps of a tire design method based on finite element analysis to improve tire wear resistance, as described in an embodiment of the present invention. Detailed Implementation

[0036] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0037] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0038] Please see Figure 1 The diagram shows the steps of a tire design method based on finite element analysis to improve tire wear resistance according to an embodiment of the present invention, including:

[0039] Step S1: Obtain tire parameters and construct a tire parametric geometry model. In response to the region within the geometry model being a grounded region, a first mesh density is used for construction. In response to the region within the geometry model being a non-grounded region, a second mesh density is used for construction. The first mesh density is greater than the second mesh density.

[0040] Step S2: Apply full degree of freedom constraints on the rim and inflation pressure load to the parametric geometric model to simulate the tire assembly state;

[0041] Step S3: Input the tire-road contact relationship and calculate the ground pressure distribution cloud map during the dynamic rolling process;

[0042] Step S4: Combine the ground pressure distribution cloud map with thermodynamic analysis to output the tread temperature field and wear state variables;

[0043] Step S5: Based on the ground pressure distribution cloud map, identify concentrated areas where the pressure is greater than the preset pressure;

[0044] Step S6: Adjust the tread depth and belt layer angle parameters within the preset range to improve the uniformity of ground pressure distribution.

[0045] Step S7: Determine whether the adjusted tread depth and belt layer angle parameters meet the preset standards based on the preset design evaluation parameters. If the design evaluation parameters meet the preset standards, output the tire parameters. If the design evaluation parameters do not meet the preset standards, recalculate the design evaluation parameters until the design evaluation parameters meet the preset standards.

[0046] In implementation, tire parameters such as tread pattern and belt layer angle are first obtained through CATIA to construct a parametric geometric model. After adding material properties using Hypermesh, the rim is subjected to full-degree-of-freedom constraints and a standard inflation pressure of 240 kPa in Abaqus to simulate the assembly state. The tire-road contact is defined as an exponentially hardened model, and the ground pressure distribution cloud map during dynamic rolling is calculated through explicit dynamic analysis. Coupled with the ground pressure distribution cloud map and thermodynamics, 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 due to the energy generated by friction on the contact surface. This invention calculates the frictional heat for each grid separately, thus reducing roughness. The grid may lead to inaccurate contact force calculations, thus affecting subsequent surface temperature calculations. In this invention, a first grid density is used in the grounded area, and a second grid density is used in the non-grounded area. Preferably, the first grid density is 2mm, and the second grid density (e.g., 5mm grid size) is used in the non-grounded area. After identifying pressure concentration areas >3.5MPa (i.e., the preset pressure is 3.5MPa), the belt layer angle is adjusted within ±5°, and the tread depth is adjusted within ±1mm to make the pressure distribution more uniform. Finally, the design parameters are determined based on the following criteria: ground area expansion rate ≥15%, pressure distribution uniformity ≤0.3, and wear accumulation value reduction ≥20%. If these criteria are not met, optimization is repeated. The initial tread depth is typically 6–8mm (new tire standard), and the preset adjustment range is generally an increase or decrease of 20%–30% (based on the initial design value). For example, if the initial design depth is 8mm, preferably, in this embodiment of the invention, the adjustment range can 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° corresponding to 18°~26°). It is necessary to avoid the angle being too large, which would reduce the fit between the belt layer and the tire body (affecting the manufacturing process).

[0047] Specifically, this invention employs differentiated mesh density partitioning. Higher mesh density in the grounding area ensures the simulation accuracy of key data such as grounding pressure distribution, while lower mesh density in non-grounding areas reduces computational load, making finite element analysis more efficient while maintaining accuracy and minimizing design deviations caused by computational errors. The dynamic rolling process contact analysis coupled with thermodynamics comprehensively captures multiple influencing factors of tire wear, avoiding the limitations of traditional designs that focus on only a single dimension, making the design scheme more aligned with actual usage scenarios. Iterative adjustments to the tread depth and belt layer angle optimization method specifically address pressure concentration issues, ensuring a better match between tire structural parameters and wear resistance requirements. Clearly defined design evaluation parameters provide quantitative criteria for judging design results, reducing uncertainty caused by subjective judgment. This establishes a four-step cyclical tire design method encompassing modeling, simulation, optimization, and verification, reducing the probability of design defects and laying the foundation for improving the pass rate of designed products.

[0048] Furthermore, tire parameters include: tread pattern, belt layer angle, and crown curvature.

[0049] In implementation, the tire 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 radius is 180mm~200mm. During modeling, these variables are driven by CATIA parametric method. When Hypermesh generates the mesh, it automatically adjusts the element distribution according to the parameter changes to ensure that the model and parameters are linked.

[0050] Furthermore, the tread pattern affects the contact area and friction characteristics, the belt layer angle relates to the structural rigidity distribution, and the crown curvature determines the contact patch pattern. The synergistic effect of these three factors is closely related to the tire's wear resistance. Therefore, this invention, by clearly defining the tread pattern, belt layer angle, and crown curvature as core parameters, provides specific adjustment targets for design optimization, avoiding the blind selection of parameters. Parametric modeling allows for rapid simulation and analysis of the effects of different parameter combinations. On the one hand, this reduces design errors caused by unreasonable parameter combinations; on the other hand, it reduces product performance failures caused by improper parameter settings, thereby further increasing the pass rate of the designed products.

[0051] Specifically, the full degree of freedom constraint of the wheel rim is achieved through reference point coupling technology. A reference point is established on the inner surface of the wheel rim, and the reference point is kinematically coupled with the wheel rim mounting surface to achieve the full degree of freedom constraint of the wheel rim. The diameter tolerance of the coupling area is ≤0.5mm.

[0052] Furthermore, the present invention achieves full-degree-of-freedom constraint of the rim through reference point coupling technology, accurately simulating the assembly state of the tire and rim. This avoids the force transmission distortion that may be caused by traditional constraint methods. The strict control of the coupling area diameter tolerance ≤0.5mm ensures no relative slippage between the rim and the tire, truly restoring the force state during driving. This provides a basis for judging the rationality of the tire structure, reduces problems such as insufficient structural strength or abnormal wear caused by assembly constraint issues, thereby reducing the production of defective products and further increasing the pass rate of the designed products.

[0053] Specifically, the preset design evaluation parameters determine whether the adjusted tread depth and belt layer angle parameters meet the preset standards, among which:

[0054] The design evaluation parameters include: grounding area expansion rate, pressure distribution uniformity, and cumulative value of wear state variables;

[0055] The design evaluation parameters are deemed to meet the preset standard when all of the following conditions are met:

[0056] The grounding area expansion rate is greater than or equal to the preset grounding area expansion rate;

[0057] The pressure distribution uniformity is less than or equal to the preset pressure distribution uniformity.

[0058] The decrease in the cumulative value of the wear status variable is greater than or equal to the preset range.

[0059] In implementation, the preset ground contact area expansion rate, preset pressure distribution uniformity, and 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 surface 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 coefficient of friction is related to pressure. Preferably, the preset pressure distribution uniformity is set to 0.3; the cumulative value of wear state variables is obtained by integrating the wear amount of each unit of the tread, preferably with a preset amplitude of 20%; when all three conditions are met, the design is deemed qualified.

[0060] Furthermore, this invention comprehensively covers key indicators of tire wear resistance performance by establishing a multi-dimensional evaluation system that includes ground contact area expansion rate, pressure distribution uniformity, and cumulative wear state variable value, avoiding the one-sidedness of single-indicator evaluation. A ground contact area expansion rate ≥15% ensures dispersed contact pressure, pressure distribution uniformity ≤0.3 avoids localized high-pressure wear, and a cumulative wear state variable value decrease ≥20% directly reflects improved wear resistance. These three factors together constitute a rigorous judgment standard. This standard provides a clear boundary for whether the performance of the design results meets the standards, reducing the number of unqualified products entering the market due to ambiguous evaluations. At the same time, clear standards guide the design process to be optimized more specifically, reducing the probability of design deviations and thus further increasing the pass rate of the designed products.

[0061] Furthermore, the ground pressure distribution cloud map and thermodynamic analysis are combined, including:

[0062] The rolling process of the tire 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.

[0063] For a single incremental step, the normal contact force is calculated based on the tire-road contact relationship, contact stiffness, or constraint equations.

[0064] When the contact point between the tire and the road surface is in a slipping state, the friction energy increment of each tire-road contact point in a single increment step is calculated based on the set friction model, normal contact force, friction coefficient, and relative sliding speed or relative sliding displacement increment in the current increment step. The friction energy increments of all tire-road contact points are accumulated to obtain the total friction energy increment of a single increment step.

[0065] The total frictional energy increment of the tire during the rolling process is accumulated by summing the total frictional energy increment of each incremental step. The surface temperature distribution is then obtained based on the total frictional energy increment of the tire during the rolling process.

[0066] The ground pressure distribution cloud map and the surface temperature distribution are combined to output the tread temperature field and wear state variables.

[0067] In the above technical solutions, it can be understood that: in thermodynamic analysis, frictional energy increment refers to the energy dissipated by the contact surface due to friction, which is non-conservative energy (irreversible energy loss). When a tire rolls, the tread and the road surface form a contact area (contact zone). The "tire-road contact relationship" refers to the geometric and physical relationship between the two, such as whether they are in contact and the contact range (e.g., contact area, contact point location). "Contact stiffness" is a simplified model: since both the tire tread and the road surface are elastic (the tire is a rubber composite material, while the road surface may be rigid or flexible), deformation will occur upon contact. 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 per unit deformation when in contact"). "Constraint equations" are a common method in finite element analysis: by establishing mathematical equations to constrain the movement of the contact points (e.g., the tire tread cannot penetrate the road surface), solving the equations yields the magnitude and distribution of the normal force (e.g., which contact points experience large forces and which experience small forces). The established friction model is not unique: for example, the commonly used Coulomb friction model (friction force = friction coefficient × normal force), or more complex models (such as those considering the effect of sliding speed on the friction coefficient, where the friction coefficient may decrease with higher speeds). In ABAQUS, the calculation of the friction 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 to: friction energy increment Where: μ is the friction coefficient (the friction coefficient in the Coulomb friction model); N is the force perpendicular to the contact surface (the contact normal force, i.e., the microscopic manifestation of "ground pressure"); Δs is the relative sliding displacement increment of the contact surface. Within a single increment step (in finite element analysis, the dynamic process is divided into multiple tiny "time / displacement segments," each segment being called an "increment step"), the contact area between the tire and the road surface is not a single point, but rather composed of multiple contact points or mesh elements. Each contact point / element generates energy due to friction within that increment step (friction energy increment). The energy at different spatial locations within the same increment step needs to be added together to obtain the "total friction energy increment of the current increment step." The friction energy increment of a single increment step only reflects the instantaneous heat generation, while tire rolling is a continuous process (composed of multiple increment steps). Therefore, the total friction energy increments of different increment steps (i.e., different time / displacement stages) need to be added sequentially to obtain the "cumulative total friction energy increment of the entire process." Then, based on the energy-temperature conversion relationship (such as the heat conduction equation in thermodynamics, specific heat capacity, etc.), the temperature distribution on the tire surface is calculated. The grounding pressure distribution reflects the magnitude and location of the pressure in the contact area, while the frictional energy increment distribution is directly related to the pressure (the greater the normal force, the higher the frictional energy increment may be). Combining the pressure distribution with thermodynamic analysis (frictional energy increment, temperature) can visually show "where the pressure is concentrated and the frictional energy increment is also concentrated", thus locating areas prone to overheating or wear (e.g., areas with excessively high pressure often have large frictional energy increments, high temperatures, and rapid wear).

[0068] Furthermore, this invention compensates for the design shortcomings of focusing solely on mechanical performance by coupling ground pressure distribution cloud maps and thermodynamically outputting the tread temperature field. It considers the impact of temperature on rubber aging and hardness, a crucial factor accelerating tire wear. Applying convective heat dissipation boundaries in tread / sidewall zones makes the temperature field simulation more closely resemble actual heat dissipation conditions, ensuring the accuracy of temperature data. Based on the temperature field distribution and peak locations, designers can specifically optimize the tread structure (e.g., by adding heat dissipation grooves) to reduce the accelerating effect of localized high temperatures on wear. By controlling the negative impact of temperature on wear, early tire wear caused by temperature factors is reduced, resulting in more stable wear resistance of the designed product. This reduces the failure rate due to substandard performance, further increasing the overall pass rate of the designed product.

[0069] Specifically, the tire-road contact relationship is defined using a hard contact model, which uses a surface-to-surface hard contact model in the contact area, and sets the static friction coefficient to 0.15 with a fluctuation range of 0.02 (static friction coefficient between steel and rubber) to simulate the contact state under actual driving conditions. When the contact pressure is >2MPa, adhesion is activated to simulate vulcanization adhesion.

[0070] Furthermore, this invention realistically simulates the contact state during actual driving by adding a hard contact model between the tire and the road surface and setting a specific friction coefficient, 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 exhibit more uniform wear in actual use, reducing performance failures caused by unreasonable contact characteristic design and further increasing the pass rate of the designed products.

[0071] Specifically, the tangential behavior of the tire-road contact relationship is determined using a temperature-velocity dual-dependent 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; damping coefficient, ranging from 0.4 to 0.6 s / mm; and temperature influence coefficient, ranging from 0.001 to 0.003.

[0072] In implementation, a temperature-velocity dual-dependent friction model was used, with the static friction coefficient μstatic set to 0.85 (corresponding to dry asphalt pavement under actual application conditions), the dynamic friction coefficient set to 0.65, the attenuation coefficient dc = 0.5 s / mm, and the temperature influence coefficient α. temp =0.002; When the road surface temperature rises from -20℃ to 80℃, the coefficient of friction increases with α tempLinear correction: When the relative sliding speed vr exceeds 50 mm / s, the dynamic friction coefficient decreases according to dc. By collecting frictional forces at different temperatures and speeds through a limited number of experiments, the friction coefficient at the same temperature and speed can be calculated, thus establishing a temperature-speed dual-dependent friction model. Data acquisition, processing, and training of the model based on existing data are all existing technologies and will not be elaborated here.

[0073] Furthermore, the temperature-speed dual-dependent friction model considers the variation of the friction coefficient under different operating conditions. Compared with a single friction coefficient model, it is closer to actual driving scenarios, thus making the simulation calculation of tire wear more accurate. This allows designers to optimize tread patterns and materials based on real wear trends. Accurate wear prediction reduces design deviations caused by insufficient consideration of friction characteristics, resulting in more uniform wear of optimized tires under different operating conditions, reducing the risk of performance failure, and further increasing the pass rate of designed products.

[0074] Specifically, constructing a parametric geometric model of a tire includes: using CATIA software to draw the tire profile generatrix and product drawing, and using Hypermesh software to mesh the product drawing and add material properties;

[0075] The material properties include the hyperelastic properties of rubber, which are defined by a modified Mooney-Rivlin model with the following parameters: C10 = 0.8~0.9 MPa, C01 = 0.1~0.2 MPa, and D1 = 0.01~0.03 MPa.

[0076] In implementation, CATIA was used to draw the outline of a 205 / 55R16 tire, generating a product drawing including the tread, sidewall, and belt layers. When meshing with Hypermesh, the rubber components adopted a modified Mooney-Rivlin model (C10=0.85MPa, C01=0.15MPa, D1=0.02MPa), with a density of 1.12e~9 tonne / mm³, and viscoelastic parameters (g) were defined. i =0.35, 0.2, τ i =15, 0.08); the belt layer is assigned values ​​according to the orthotropic material properties. Among them: these parameters are used to define the hyperelastic properties of the rubber material and are key coefficients in the modified Mooney-Rivlin model, where C10 and C01 describe the elastic properties of the material, and D1 describes the compressibility of the material.

[0077] Furthermore, the standardized process of CATIA for drawing contour generatrices and generating meshes using Hypermesh ensures the accuracy of the geometric model and reduces the impact of modeling errors on subsequent analyses. Correcting the parameter settings of the Mooney-Rivlin model accurately describes the hyperelastic behavior of rubber, and the explicit definition of density and viscoelastic parameters improves the material model, making the simulation of tire stress deformation, heat generation, and other characteristics more reliable. A reliable geometric and material model provides a solid foundation for analyses of ground pressure, wear, and other factors, reducing design misjudgments caused by inaccurate models. Tires designed based on accurate models exhibit performance that better meets expectations, reducing the probability of defective products.

[0078] In detail, the inflation pressure load is corrected according to the operating temperature, and the correction method is as follows:

[0079] ;

[0080] Where P is the corrected inflation pressure load, P std Where P is the standard charging pressure and T is the operating temperature. This pressure formula can be obtained from the ideal gas law, where P... std =240kPa (25℃), T is the operating temperature (P=208kPa at -20℃, P=288kPa at 80℃); the inner surface pressure load can be adjusted in real time according to temperature using the *DLOAD command in Abaqus.

[0081] Specifically, the inflation pressure load is corrected according to 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℃ to 80℃ covers common operating environments, and the correction formula for the standard tire pressure of 240kPa (at room temperature of 25℃) makes the tire pressure setting more realistic, resulting in more accurate simulations of the tire's stress state at different temperatures. Design optimization based on accurate stress data allows the tire to maintain reasonable ground contact pressure and structural condition under various temperature environments, reducing abnormal wear problems caused by insufficient tire pressure considerations. Stable performance adaptable to different temperature environments reduces the product's failure rate due to poor environmental adaptability.

[0082] Specifically, the finite element analysis of the dynamic rolling process includes multiple analysis steps: the first stage is the steady-state analysis of the air-filled system, using 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 the dynamic rolling resistance analysis, using explicit dynamic solution, with a total duration of 10s, a fixed step size of 0.01s, and a rolling angular velocity of 70–90 rad / s. It is important to note that "1e-5" here is in scientific notation, representing "0.00001" (i.e., 10 to the power of -5), a very small positive number, not a negative number. In finite element analysis, the minimum step size of the 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; this setting conforms to the conventional operation of finite element analysis.

[0083] Furthermore, this invention achieves full-condition simulation from steady-state inflation to dynamic rolling resistance through a multi-stage analysis step configuration. The first stage, static solution, accurately simulates the initial state under standard tire pressure, providing a reliable foundation for dynamic analysis. The second stage, explicit dynamic solution, captures instantaneous contact behavior during dynamic rolling with short step lengths, making the simulation closer to actual driving conditions. The rolling angular velocity setting of 80 rad / s conforms to common vehicle speeds, and the sinusoidal fluctuating vertical load simulates road bumps. Comprehensive condition coverage allows the design to cope with various driving scenarios. Optimized design based on full-condition analysis ensures that the tire has good wear resistance under different driving conditions, reducing performance defects caused by incomplete consideration of conditions, thereby improving the yield rate of the designed product.

[0084] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A tire design method for improving tire wear resistance based on finite element analysis, characterized in that, include: Tire parameters are obtained and a parametric geometric model of the tire is constructed. When the area within the geometric model is a grounded area, a first mesh density is used for construction. When the area within the geometric model is a non-grounded area, a second mesh density is used for construction. The first mesh density is greater than the second mesh density. Apply full rim freedom constraints and inflation pressure loads to the parametric geometric model to simulate the tire assembly state; Input the tire-road contact relationship and calculate the ground pressure distribution cloud map during the dynamic rolling process; By combining the ground pressure distribution cloud map with thermodynamic analysis, the tire tread temperature field and wear state variables are output. Based on the grounding pressure distribution cloud map, identify concentrated areas where the pressure is greater than the preset pressure; Adjust the tread depth and belt layer angle parameters within the preset range to improve the uniformity of ground pressure distribution; The tire parameters are determined based on preset design evaluation parameters to determine whether the adjusted tread depth and belt layer angle parameters meet preset standards. If the design evaluation parameters meet the preset standards, the tire parameters are output. If the design evaluation parameters do not meet 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 layer angle, and crown curvature.

3. The tire design method for improving tire wear resistance based on finite element analysis according to claim 2, characterized in that, The full degree of freedom constraint of the wheel rim is achieved through reference point coupling technology. A reference point is established on the inner surface of the wheel rim, and the reference point is kinematically coupled with the wheel rim mounting surface to achieve the full degree of freedom constraint of the wheel rim.

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 determine whether the adjusted tread depth and belt layer angle parameters meet the preset standards, wherein: The design evaluation parameters include: grounding area expansion rate, pressure distribution uniformity, and cumulative value of wear state variables; The design evaluation parameters are deemed to meet the preset standard when they satisfy all of the following conditions: The grounding area expansion rate is greater than or equal to the preset grounding area expansion rate; The pressure distribution uniformity is less than or equal to the preset pressure distribution uniformity. The decrease in the cumulative value of the wear status 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 combination of the ground pressure distribution cloud map and thermodynamic analysis includes: The rolling process of the tire 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, the normal contact force is calculated based on the tire-road contact relationship, contact stiffness, or constraint equation. When the contact point between the tire and the road surface is in a slipping state, the friction energy increment of each tire-road contact point in a single increment step is calculated based on the set friction model, the normal contact force, the friction coefficient, and the relative sliding speed or relative sliding displacement increment in the current increment step. The friction energy increments of all tire-road contact points are accumulated to obtain the total friction energy increment of a single increment step. The total frictional energy increment of the tire during the rolling process is accumulated by summing the total frictional energy increment of each incremental step. The surface temperature distribution is then obtained based on the total frictional energy increment of the tire during the rolling process. The ground 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-velocity dual-dependent friction model. The model parameters of the temperature-velocity dual-dependent 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 profile generatrix and product drawing, and using Hypermesh software to mesh the product drawing and add material properties.

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 specific correction method is as follows: ； Where P is the corrected inflation pressure load, P std T represents the standard inflation pressure and T represents 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 a multi-stage analysis: the first stage is the air-filled steady-state analysis, which adopts 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 the dynamic rolling resistance analysis, which adopts explicit dynamic solution with a total duration of 10s, a fixed step size of 0.01s, and a rolling angular velocity of 70-90 rad / s.

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