Method and system for evaluating performance of rubber engineering tire

Abstract

The invention relates to the technical field of engineering tires, in particular to a rubber engineering tire performance evaluation method and system. The method comprises the following steps: acquiring tire sample basic attribute information, mine operation dynamic loading information and mine topographic feature information, and simulating the influence of acting forces in different directions on tires at different positions under the working condition of mine operation based on the mine operation dynamic loading information and the mine topographic feature information in combination with the tire sample basic attribute information. Dynamic orientation acting force characteristic information is obtained; on the basis of the basic attribute information of the tire sample and in combination with the dynamic azimuth acting force characteristic information, simulating the negative influence of the tire in the process of transmitting the dynamic acting force to the steel wire ring to obtain the negative performance information of the tire; and based on the tire negative performance information, evaluating the performance performance information of the tire in the long and short periods, and determining and outputting a tire performance evaluation report. The tire damage analysis is more targeted, and the evaluation depth and accuracy are greatly improved.

Description

Technical Field

[0001] This invention relates to the field of engineering tire technology, and in particular to a method and system for evaluating the performance of rubber engineering tires. Background Technology

[0002] In mining operations, large mining dump trucks are the core transportation equipment. Their rubber engineering tires need to withstand complex loads under extreme working conditions. The steel wire ring inside the tire is a key load-bearing component for sealing the tire and rim, and its performance directly determines the tire's anti-burst capability, operational stability, and service life.

[0003] However, existing general tire performance evaluation technologies are affected by the fact that the specific working conditions of mining areas are not included in the special testing conditions during the evaluation of tire performance of transportation equipment in mining areas. As a result, the evaluation dimensions are out of touch with the actual needs on site. They cannot effectively simulate the instantaneous stress concentration under the crushing of edge obstacles, nor can they reproduce the coordinated force of components under dynamic off-center loading. This leads to frequent unplanned equipment shutdowns, sudden tire failures that induce rollovers and other safety accidents, which not only significantly reduce the efficiency of mining operations, but also create major hidden dangers for safe production. Summary of the Invention

[0004] This application provides a method and system for evaluating the performance of rubber engineering tires to solve the above-mentioned problems.

[0005] In a first aspect, this application provides a method for evaluating the performance of rubber engineering tires, the method comprising:

[0006] Acquire basic attribute information of tire samples, dynamic loading information of mining operations, and mining terrain feature information. Based on the dynamic loading information of mining operations and the mining terrain feature information, combined with the basic attribute information of tire samples, simulate the influence of forces acting on tires at different positions in different directions under mining operation conditions to obtain dynamic directional force feature information.

[0007] Based on the basic attribute information of the tire sample and combined with the dynamic orientation force characteristic information, the negative impact generated by the tire in the process of transmitting dynamic force to the steel wire ring is simulated to obtain the tire's negative performance information.

[0008] Based on the negative performance information of the tire, the tire's performance information under long and short cycles is evaluated, and a tire performance evaluation report is determined and output.

[0009] Through the above technical solutions, comprehensive information on the basic attributes of tire samples, dynamic loading information in mining operations, and mine terrain features are obtained. This accurately recreates complex mining conditions, avoiding the biases caused by existing assessment methods that are detached from real-world scenarios. This lays a reliable data foundation for simulation and assessment. Secondly, by generating dynamic directional force characteristic information through simulation, the stress differences at different locations on the tire are accurately located, overcoming the limitation of existing assessments that "generally analyze overall stress." This makes the damage analysis of the steel wire rings inside the tire more targeted, significantly improving the depth and accuracy of the assessment. At the same time, the acquisition of negative tire performance information can directly quantify the damage status of core components such as steel wire ring deformation and fatigue damage. This allows for the early identification of potential tire safety risks, avoiding mine operation safety hazards caused by assessments based solely on surface wear, and effectively ensuring operational safety.

[0010] Optionally, the step of simulating the influence of forces acting on tires at different locations in different directions under mining operation conditions based on the dynamic loading information of the mining operation and the terrain feature information of the mine, combined with the basic attribute information of the tire samples, to obtain dynamic directional force feature information includes:

[0011] The basic attribute information of the tire sample includes tire material properties, tire structure configuration, steel wire bead arrangement density, and steel wire bead fatigue limit value.

[0012] The dynamic loading information for mining operations includes loading weight data and loading location distribution information;

[0013] The mine terrain feature information includes information on rockfall obstacles and slope terrain information;

[0014] Based on the loaded weight data, the loaded position distribution information, and the tire structure configuration, the influence of dynamic loading on the tire force is analyzed to obtain the dynamic force characteristics of loading.

[0015] Based on the information on falling rocks and the information on slope terrain, combined with the tire structure configuration, the distribution law of instantaneous impact force generated when the tire runs over falling rocks or slopes is analyzed to obtain the impact force characteristics of the obstacle.

[0016] The loading dynamic force characteristics are spatiotemporally superimposed with the obstacle impact force characteristics to simulate the coupling effect of dynamic load and rockfall and slope impact, and obtain coupled dynamic force information.

[0017] Based on the tire material properties and tire structure configuration, combined with the coupled dynamic force information, the multi-directional force differences of the tire at each position are simulated and analyzed to obtain the local deformation response of falling rock impact and the overall force transmission path of the slope terrain, and the dynamic directional force characteristic information is output.

[0018] Optionally, the step of analyzing the impact of dynamic loading on tire forces based on the loaded weight data, the loaded position distribution information, and the tire structure configuration to obtain the dynamic force characteristics of the load includes:

[0019] Based on the loaded weight data and the loading position distribution information, the center of gravity position and weight distribution uniformity of the transported goods on the vehicle bearing surface are analyzed to obtain the load distribution status of the transported goods.

[0020] The tire structure configuration includes tire carcass strength, tire tread pattern shape, and tire carcass damping;

[0021] Based on the load distribution of the transported goods and combined with the tire strength, the correspondence between the tires at different positions and the center of gravity of the load of the transported goods is simulated and analyzed to determine the weight share borne by each tire and obtain the static load distribution ratio.

[0022] Based on the static load distribution ratio, combined with the information on falling rocks and the information on slope terrain, the dynamic response of vehicles caused by the terrain features of the mine is simulated and analyzed to determine the dynamic load fluctuation characteristics and obtain the dynamic force characteristics of the load.

[0023] Optionally, based on the static load distribution ratio, combined with the rockfall obstacle information and the slope terrain information, the simulation and analysis of the shift in the center of gravity of the transported goods caused by the dynamic response of the vehicle due to the mine terrain features, to determine the dynamic load fluctuation characteristics, and to obtain the dynamic stress characteristics of the load, includes:

[0024] Based on the slope and embankment terrain information, the tilt angle and pitch degree of the vehicle when driving on the slope and embankment terrain are analyzed to obtain the dynamic posture characteristics of the vehicle.

[0025] Based on the vehicle's dynamic posture characteristics and the loading position distribution information, the relative displacement and tilt state of the transported goods caused by the vehicle's posture changes are analyzed to obtain the offset of the transported goods' center of gravity.

[0026] Based on the center of gravity offset of the transported goods, combined with the static load distribution ratio, the dynamic impact of the center of gravity offset on the weight share of each tire is analyzed to obtain the load fluctuation of each tire.

[0027] Based on the load fluctuations of each tire, the amplitude, frequency, and load transfer patterns of different tire load fluctuations are analyzed to obtain the dynamic stress characteristics of the load.

[0028] Optionally, the step of analyzing the instantaneous impact force distribution pattern generated when the tire drives over a rockfall or slope based on the rockfall obstacle information, the slope terrain information, and the tire structure configuration, to obtain the obstacle impact force characteristics, includes:

[0029] Based on the information about the falling rock obstacle, and combined with the information about the slope terrain, the size and shape of the falling rock, the height and slope of the slope are analyzed to obtain the physical properties of the obstacle terrain.

[0030] Based on the physical properties of the obstacle terrain and the shape of the tread pattern, the contact area and contact angle when the tire comes into contact with falling rocks and slopes are simulated and analyzed to obtain the distribution characteristics of the impact point.

[0031] Based on the distribution characteristics of the impact points, the contact time and force transmission process of tires at different positions when passing over different obstacles are simulated and analyzed to determine the differences in the instantaneous impact force distribution of tires at different positions and obtain the impact force characteristics of obstacles.

[0032] Optionally, the step of spatiotemporally superimposing the dynamic force characteristics of the load with the impact force characteristics of the obstacle to simulate the coupling effect of dynamic load and rockfall / slope impact, and obtaining coupled dynamic force information, includes:

[0033] Based on the dynamic load fluctuation characteristics, combined with the impact point distribution characteristics and the instantaneous impact force distribution differences, the overlap interval of the loading dynamic force and the obstacle impact force in the time dimension and the correlation of the action position in the spatial dimension are analyzed to obtain the spatiotemporal correlation characteristics of the force.

[0034] Based on the aforementioned spatiotemporal correlation characteristics of the force, combined with the tire body damping, the superposition effect of dynamic load and obstacle impact force in the same action area of ​​the tire within the same time period is simulated to determine the superposition mode of force and the law of mutual influence of force.

[0035] Based on the superposition method of the forces and the law of mutual influence of the forces, the magnitude, direction and distribution of the resultant force on the tires at different positions under the coupling action are analyzed to obtain the dynamic force information of the coupling.

[0036] Optionally, based on the basic attribute information of the tire sample and combined with the dynamic orientation force characteristic information, the negative impact generated by simulating the transmission of dynamic forces from the tire to the steel wire ring is obtained to obtain tire negative performance information, including:

[0037] Based on the tire body damping and combined with the dynamic orientation force characteristic information, the force flow distribution law when the dynamic force is transmitted from the tire contact surface to the inside of the tire body is analyzed, and the force transmission characteristics inside the tire body are obtained.

[0038] Based on the internal force transmission characteristics of the tire carcass and the arrangement density of the steel wire rings, the stress concentration points and deformation trends of the steel wire rings under force are analyzed to obtain the stress response characteristics of the steel wire rings.

[0039] Based on the force response characteristics of the steel wire ring, the relative displacement and wear degree between the steel wire ring and the surrounding rubber under repeated dynamic forces are analyzed to obtain the interface damage characteristics of the steel wire ring.

[0040] Based on the interface damage characteristics of the steel wire ring, the cumulative effect of the applied force on the fatigue damage of the steel wire ring is analyzed, the performance decline trend of the steel wire ring is determined, and the negative performance information of the tire is output.

[0041] Optionally, the step of analyzing the cumulative effect of applied force on fatigue damage of the steel wire ring based on the interface damage characteristics of the steel wire ring, determining the performance degradation trend of the steel wire ring, and outputting the negative performance information of the tire includes:

[0042] Based on the interface damage characteristics of the steel wire ring, the damage manifestations of the steel wire ring under repeated dynamic forces are analyzed, and reversible damage manifestations that can be recovered after the force disappears are distinguished from irreversible damage manifestations that persist.

[0043] The irreversible damage includes immediate permanent damage caused directly by the applied force and transformative permanent damage formed by the accumulation of reversible damage to a certain extent.

[0044] Based on the reversible damage behavior, the frequency of reversible damage behavior, the degree of recovery of reversible damage behavior and the influence on the instantaneous performance of the wire coil in multiple force cycles are analyzed to obtain the reversible cumulative characteristics.

[0045] Based on the reversible accumulation characteristics, the trend of increasing damage degree and range expansion of the wire coil under continuous force and the destructive effect on the basic performance of the wire coil are analyzed, and the characteristic transformation possibility of the reversible accumulation characteristics into irreversible accumulation characteristics is obtained.

[0046] Based on the potential for feature transformation and the irreversible damage manifestations, the negative impacts of the reversible and irreversible damage manifestations on the overall performance of the steel wire ring are analyzed, the downward trend of the overall performance of the steel wire ring is determined, and the downward trend is output as the negative performance information of the tire.

[0047] Optionally, based on the reversible cumulative characteristics, the analysis of the increasing trend of damage to the wire coil under continuous force, the law of range expansion, and the destructive effect on the basic performance of the wire coil, to obtain the characteristic transformation possibility of the reversible cumulative characteristics into irreversible cumulative characteristics, includes:

[0048] Based on the frequency of occurrence of the reversible damage manifestations and the degree of recovery of the reversible damage manifestations, the residual damage caused by incomplete recovery of the reversible damage manifestations and the mutual influence between residual damages are analyzed to obtain the cumulative effect of residual damage.

[0049] Based on the cumulative effect of residual damage, combined with the magnitude and direction of the resultant force, the propagation path and rate of increase of residual damage under continuous dynamic force are analyzed to obtain the law of progressive damage propagation.

[0050] Based on the aforementioned damage progression law and combined with the fatigue limit value of the wire coil, the degree and trend of weakening of the wire coil due to the expansion of the damage range are analyzed to obtain the performance degradation characteristics.

[0051] Based on the cumulative effect of residual damage and the performance degradation characteristics, the degree of permanent impact on the overall performance of the wire coil is determined.

[0052] The probability of feature transformation is determined based on the degree of permanent impact, and the degree of permanent impact is positively correlated with the probability of feature transformation.

[0053] Secondly, this application provides a rubber engineering tire performance evaluation system, the system comprising:

[0054] The working condition force model module is used to acquire basic attribute information of tire samples, dynamic loading information of mining operations, and mining terrain feature information. Based on the dynamic loading information of mining operations and the mining terrain feature information, combined with the basic attribute information of tire samples, it simulates the influence of forces in different directions on tires at different positions under mining operation conditions, and obtains dynamic directional force feature information.

[0055] The negative effect simulation module is used to simulate the negative impact of the tire on the process of transmitting the dynamic force to the steel wire ring based on the basic attribute information of the tire sample and the dynamic orientation force characteristic information, so as to obtain the negative performance information of the tire.

[0056] The performance evaluation module is used to assess the tire's performance over short and long cycles based on the tire's negative performance information, and to determine and output a tire performance evaluation report. Attached Figure Description

[0057] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Figure 1 This is a schematic diagram illustrating an application scenario provided in one embodiment of this application;

[0059] Figure 2 A flowchart illustrating a method for evaluating the performance of rubber engineering tires, provided as an embodiment of this application;

[0060] Figure 3 This is a schematic diagram of a rubber engineering tire performance evaluation system provided in an embodiment of this application. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0062] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article, unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0063] The embodiments of this application will now be described in further detail with reference to the accompanying drawings.

[0064] Mining environments are extremely harsh, and tires are subjected to complex and variable dynamic loads. Existing evaluation methods are often based on static or simplified conditions, which cannot accurately capture the force distribution under actual working conditions. This leads to a disconnect between evaluation results and actual performance, which not only increases the risk of tire failure but may also cause safety accidents and economic losses.

[0065] Based on this, this application provides a method and system for evaluating the performance of rubber engineering tires. It comprehensively acquires basic attribute information of tire samples, dynamic loading information during mining operations, and information on mine terrain features, accurately recreating complex mining conditions. This avoids the biases in results caused by existing evaluation methods being detached from real-world scenarios, laying a reliable data foundation for simulation and evaluation. Secondly, by simulating and generating dynamic directional force characteristic information, it accurately locates the force differences at different locations on the tire, overcoming the limitation of existing evaluations that "generally analyze overall force." This makes the damage analysis of the steel wire rings inside the tire more targeted, significantly improving the depth and accuracy of the evaluation. Simultaneously, the acquisition of negative tire performance information can directly quantify the damage status of core components such as steel wire ring deformation and fatigue damage, enabling early identification of potential tire safety risks and avoiding safety hazards in mining operations caused by relying solely on surface wear assessments, thus effectively ensuring operational safety.

[0066] Figure 1This application provides an illustration of an application scenario. In mining operations, large mining dump trucks are the core transportation equipment. Their rubber engineering tires need to withstand complex loads under extreme working conditions. The steel wire ring inside the tire is a key load-bearing component for sealing the tire and rim, and its performance directly determines the tire's anti-burst capability, operational stability, and service life.

[0067] Specifically, the method provided in this application can be applied to any server. The server uses tire manufacturers, mining operation data, and mining enterprises as data sources to obtain basic attribute information of tire samples provided by tire manufacturers, mining operation loading information provided by mining operation data, and mining terrain feature information provided by mining enterprises. It accurately recreates complex mining operation conditions, avoids the result deviation caused by existing evaluation methods being detached from the actual scenario, simulates and generates dynamic directional force feature information, accurately locates the force differences at different positions of the tire, and outputs the evaluation data as a tire performance evaluation report to the operation and maintenance personnel. This avoids the mining operation safety hazards caused by evaluating only the surface wear amount and effectively ensures operation safety.

[0068] For specific implementation details, please refer to the following examples.

[0069] Figure 2 This is a flowchart illustrating a method for evaluating the performance of rubber engineering tires according to an embodiment of this application. The method of this embodiment can be applied to the server in the above scenario. For example... Figure 2 As shown, the method includes:

[0070] S201. Obtain basic attribute information of tire samples, dynamic loading information of mining operations, and mine terrain feature information. Based on the dynamic loading information of mining operations and mine terrain feature information, combined with the basic attribute information of tire samples, simulate the influence of forces acting on tires at different positions in different directions under mining operation conditions, and obtain dynamic directional force feature information.

[0071] Basic attribute information of tire samples may include tire material properties, tire structure configuration, wire bead arrangement density parameters, and wire bead fatigue limit values, which are obtained from tire manufacturers.

[0072] Dynamic loading information in mining operations can be dynamic load data that characterizes the loading, driving, and unloading processes of transport vehicles, and is derived from mining operation data.

[0073] Mine terrain features can be a key parameter for describing mine road surface conditions, and they are derived from the geographical information of the mining area.

[0074] Dynamic orientation force characteristic information can be the distribution of radial / lateral / tangential composite stresses borne by different parts of the tire under simulated working conditions.

[0075] Specifically, the mining environment is extremely harsh, and tires are subjected to complex and variable dynamic loads. Existing evaluation methods are often based on static or simplified conditions, failing to accurately capture the force distribution under actual working conditions. This leads to a disconnect between evaluation results and actual performance, increasing the risk of tire failure and potentially causing safety accidents and economic losses. This step acquires multi-source information to simulate the forces under real-world working conditions, providing high-precision input data for subsequent performance evaluation. This process addresses the lack of adaptability in existing methods, ensuring the accuracy and reliability of the evaluation, which is crucial for improving tire durability, safety, and economy in harsh environments. Furthermore, by simulating the effects of forces at different locations and directions, tire weakness points can be identified, providing a basis for design optimization and promoting advancements in tire technology and improved efficiency in mining operations.

[0076] S202. Based on the basic attribute information of the tire sample and combined with the dynamic orientation force characteristic information, simulate the negative impact generated by the tire in the process of transmitting dynamic force to the steel wire ring, and obtain the tire's negative performance information.

[0077] Negative tire performance information can reflect localized failure characteristics caused by the transmission of dynamic stress to the steel wire ring.

[0078] Specifically, negative tire performance often originates from its internal structure, especially the bead, a critical load-bearing component prone to stress concentration and fatigue failure under dynamic loads. However, existing assessment methods lack in-depth analysis of the force transmission process, making it impossible to identify these internal damages in advance. This not only shortens tire lifespan but can also trigger sudden malfunctions, affecting the safety and continuity of mining operations. This step quantifies the negative impacts by simulating the force transmission process to the bead, providing key indicators for performance evaluation. This process addresses the shortcomings of existing methods in assessing internal damage, enabling in-depth analysis from surface phenomena to internal mechanisms. This is of great significance for preventing malfunctions, improving tire reliability, and reducing maintenance costs.

[0079] S203. Based on the negative performance information of the tire, evaluate the performance information of the tire over short and long cycles, and determine and output the tire performance evaluation report.

[0080] Tire performance information over short and long cycles can be used to evaluate tire performance in stages.

[0081] A tire performance evaluation report can be a structured document that integrates performance over short and long periods, as well as performance indicators.

[0082] Specifically, tire performance evaluation needs to comprehensively consider both short-term and long-term effects to ensure reliability and economy in actual use. However, existing evaluation methods are often one-sided, focusing only on a single indicator and ignoring the dynamic impact on overall performance. This results in evaluation results that cannot fully reflect the true performance of the tire, potentially leading to resource waste or safety risks. This step addresses the one-sidedness of existing methods by evaluating short- and long-term performance based on negative performance information, providing a comprehensive evaluation report. It quantifies tire behavior at different time scales, such as short-term grip and long-term fatigue life, helping users develop usage and maintenance plans. This is crucial for extending tire life, improving operational safety, and reducing total cost of ownership, while also promoting standardization and intelligent development in the tire industry.

[0083] The method provided in this embodiment comprehensively acquires basic attribute information of tire samples, dynamic loading information of mining operations, and mine terrain feature information, accurately recreating complex mining operation conditions. This avoids the result deviation caused by existing assessment methods being detached from the actual scenario, laying a real and reliable data foundation for simulation and assessment. Secondly, by simulating and generating dynamic directional force characteristic information, the stress differences at different locations of the tire can be accurately located, overcoming the limitation of existing assessments that "generally analyze overall stress." This makes the damage analysis of the steel wire rings inside the tire more targeted, significantly improving the depth and accuracy of the assessment. At the same time, the acquisition of negative tire performance information can directly quantify the damage status of core components such as steel wire ring deformation and fatigue damage, enabling early identification of potential tire safety risks and avoiding mining operation safety hazards caused by assessments based solely on surface wear, thus effectively ensuring operational safety.

[0084] In some embodiments, the basic attribute information of the tire sample includes tire material properties, tire structure configuration, steel wire bead arrangement density, and steel wire bead fatigue limit value; the dynamic loading information of mining operations includes loading weight data and loading location distribution information; the mine terrain feature information includes rockfall obstacle information and slope terrain information; based on the loading weight data and loading location distribution information, combined with the tire structure configuration, the influence of dynamic loading on the tire force is analyzed to obtain the loading dynamic force characteristics; based on the rockfall obstacle information and slope terrain information, combined with the tire structure configuration, the instantaneous impact force distribution law generated when the tire passes over the rockfall or slope is analyzed to obtain the obstacle impact force characteristics; the loading dynamic force characteristics and obstacle impact force characteristics are spatiotemporally superimposed to simulate the coupling effect of dynamic load and rockfall / slope impact to obtain coupled dynamic force information; based on the tire material properties and tire structure configuration, combined with the coupled dynamic force information, the multi-directional force difference of the tire at each location is simulated and analyzed to obtain the local deformation response of rockfall impact and the overall force transmission path of slope terrain, and the dynamic directional force characteristic information is output.

[0085] Tire material properties can be the physical properties of the tire rubber.

[0086] The wire coil arrangement density can be defined as the number of wire coils distributed per unit length.

[0087] The fatigue limit value of a wire ring can be the critical stress value at which the wire ring fails under cyclic stress.

[0088] Loading weight data can be the real-time weight of the transported goods.

[0089] Loading location distribution information can be the spatial coordinates of the transported goods on the vehicle's load-bearing surface.

[0090] Information on falling rock obstacles can include the size, shape, and location of the falling rocks.

[0091] The terrain information for slopes and embankments can include the height and slope of the slope.

[0092] The dynamic force characteristics of loading can be defined as the variation of the magnitude and direction of the force exerted by the dynamic load on each tire.

[0093] The impact force characteristics of an obstacle can be the instantaneous impact force distribution when a tire runs over a falling rock or a slope.

[0094] Coupled dynamic force information can be the resultant force of dynamic load and obstacle impact.

[0095] Specifically, the failure risk of mining tires under the coupled effects of dynamic load and terrain impact is highly complex. Existing static assessment methods have significant limitations due to neglecting key correlations. The spatiotemporal coupling of dynamic load and terrain impact is essential. Changes in vehicle posture caused by slopes and embankments lead to a shift in the center of gravity of the transported goods, which may overlap with rockfall impacts at the same spatiotemporal point. Separating these factors for analysis would severely underestimate the risk of instantaneous overload. The critical influence of tire structural parameters on force transmission is also essential. The tread pattern shape directly determines the distribution of the contact area with obstacles, while tire damping controls the efficiency of dynamic force attenuation. Ignoring these parameters will lead to distortion in deformation simulation and misjudgment of stress concentration. The accuracy of multi-source information fusion is also crucial. Only by integrating the loading position distribution, slope inclination angle, and physical properties of falling rocks can a high-fidelity multi-directional stress model be constructed, providing realistic input for the fatigue accumulation analysis of the tire coils. This step addresses the aforementioned issues using the following methods: First, a full-vehicle model comprising a rigid body, suspension system, and axles is established using multibody dynamics software (such as ADAMS). Driven by road spectrum files, the six component loads (FX, FY, FZ, MX, MY, MZ) and displacement boundary conditions at each tire contact point are solved over time when driving on real unpaved mine roads. In finite element software (such as Abaqus), a tire structure characterizing the anisotropic properties of steel cord and nylon belt layers is constructed based on composite laminated shell elements and Rebar elements. Large deformation behavior of the tread compound is studied using solid elements and a nonlinear rubber hyperelastic constitutive model (such as the Yeoh model). High-precision geometric reproduction of complex tread grooves is achieved through topology scanning and mesh re-division techniques. A data interface program is developed, using the time-varying load spectrum output from the multibody dynamics simulation as a boundary value. Boundary conditions were applied in real time to the hub center node of the tire finite element model, ensuring bidirectional data interaction and energy transfer between vehicle motion and tire deformation. Using the general contact algorithm of the explicit dynamic analysis module, the frictional contact (friction coefficient μ=0.3-0.8) between the tire surface (main surface) and the parameterized rigid terrain (secondary surface) was defined. A digital road surface file containing random protrusions (simulating falling rocks) and depressions (simulating potholes) was automatically generated by writing a Python script to simulate the instantaneous impact process when the tire crosses discrete obstacles. After the simulation was completed, the post-processing program (based on Python / Matlab) automatically extracted field variable data such as the strain energy density of the steel wire ring, the stress of the tire cord, and the ground pressure distribution. Based on the material fatigue failure criteria (such as Miner's linear accumulation rule), a cloud map of high-risk areas was drawn, and finally the maximum damage point was located and its life cycle was quantified.

[0096] The method provided in this embodiment combines the spatiotemporal coupling analysis of dynamic load and terrain impact to accurately quantify peak stress under complex working conditions and locate high-risk areas for tire damage, avoiding the overestimation of tire life caused by neglecting force coupling in existing methods. By combining the correlation between tread pattern shape and impact point distribution, the effect of structural design on impact force dispersion is revealed, providing a basis for optimizing impact-resistant treads. Based on the multi-directional force difference, the stress concentration points of the steel wire ring are predicted, assisting in the development of targeted reinforcement processes to extend service life. By accurately simulating load fluctuations and obstacle impacts, a tire blowout risk warning is achieved, significantly reducing safety risks and unplanned downtime losses in mining operations.

[0097] In some embodiments, based on the load weight data and the load location distribution information, the center of gravity position and weight distribution uniformity of the transported goods on the vehicle's load-bearing surface are analyzed to obtain the load distribution state of the transported goods; the tire structure configuration includes tire strength, tread pattern shape, and tire damping; based on the load distribution state of the transported goods and the tire strength, the correspondence between tires at different positions and the center of gravity of the transported goods load is simulated and analyzed to determine the weight share borne by each tire and obtain the static load distribution ratio; based on the static load distribution ratio and combined with information on falling rock obstacles and slope terrain, the shift of the center of gravity of the transported goods caused by the dynamic response of the vehicle due to the characteristics of the mine terrain is simulated and analyzed to determine the dynamic load fluctuation characteristics and obtain the dynamic force characteristics of the load.

[0098] Loading weight data can refer to the actual weight information of the goods loaded on transport vehicles during mining operations.

[0099] Loading location distribution information can refer to the specific placement and range of loaded goods on the load-bearing surface of the transport vehicle.

[0100] Tire carcass strength refers to the tire's ability to resist deformation caused by external forces.

[0101] The tread pattern can be the pattern structure of the part of the tire tread that contacts the ground.

[0102] Tire body damping refers to the tire body's ability to buffer external impacts and reduce vibration transmission.

[0103] The load distribution status of the transported goods can be obtained by analyzing the load weight data and load location distribution information, which shows the center of gravity position and weight distribution uniformity of the transported goods on the vehicle's load-bearing surface.

[0104] The static load distribution ratio can be the weight share borne by each tire in each position based on the load distribution of the transported goods and the strength of its own tire body when the vehicle is stationary or moving smoothly.

[0105] Vehicle dynamic response can refer to the changes in attitude, such as tilting and pitching, that occur when a vehicle travels through complex terrain in a mine.

[0106] The offset of the center of gravity of the transported goods can be the displacement of the center of gravity of the transported goods relative to the initial steady state due to the dynamic response of the vehicle.

[0107] Dynamic load fluctuation characteristics can be the pattern of how the weight share borne by each tire changes as the center of gravity of the transported goods shifts.

[0108] Specifically, existing methods rely solely on static load distribution on flat roads (e.g., 9 tons per front tire). However, in actual mining operations, changes in vehicle posture caused by sloping terrain (e.g., a 20° slope) (e.g., a 15° rightward tilt) can lead to a shift in the center of gravity of the cargo (e.g., a 0.5-meter lateral shift), resulting in dynamic load fluctuations (e.g., a sudden increase in weight to 12 tons for the rear tires). Ignoring this dynamic characteristic will severely underestimate the risk of localized tire overload (wear resistance prediction deviation >40%), and will fail to capture the coupling effect of falling rock impacts (e.g., 15cm diameter gravel) and load fluctuations, leading to a 35% error in identifying stress concentration points on the steel wire rings, directly affecting the accuracy of life assessment. This step addresses the aforementioned issues using the following methods: First, a high-precision inertial measurement unit (IMU) and GNSS positioning system deployed on a mining test vehicle, using a 100Hz sampling rate as an example, are used to collect real-time data on the vehicle's three-axis acceleration, angular velocity, and latitude and longitude coordinates under typical rugged terrain such as slopes, potholes, and uneven surfaces. This spatiotemporally synchronized raw data is transmitted to a preprocessing module, where a Kalman filter algorithm is used for data fusion and noise reduction to eliminate sensor noise and drift, accurately calculating the vehicle's real-time pitch angle, roll angle (e.g., 15° to the right), and heading angle; Second... The processed vehicle attitude time-series data is matched and coupled with a high-precision digital terrain model (DTM) of the mining area pre-constructed through 3D laser scanning. Using multibody dynamics theory, a whole-vehicle dynamics model incorporating suspension system characteristics is established. A recursive algorithm is used to solve for the dynamic load redistribution caused by the shift of the center of gravity of cargo (such as ore) (lateral 0.5 meters) under specific attitudes and terrains. The final output, taking 10 milliseconds as an example, is a 3D dynamic force vector (including vertical force fluctuation ±2 tons, longitudinal force, and lateral force) acting at each tire contact point. This dynamic load dataset serves as the core output, providing high-confidence input conditions for subsequent coupled impact simulation and fatigue life prediction.

[0109] The method provided in this embodiment can accurately capture the entire process of transport load in mining operations, from "static distribution" to "dynamic fluctuation." By combining specific loading data and tire structure parameters, it avoids the deviation in stress analysis caused by "ignoring differences in static load distribution" or "omitting dynamic load fluctuations," making the obtained "dynamic stress characteristics of loading" more consistent with the actual working conditions of mining transportation and providing reliable basic data for subsequent analysis. Furthermore, by clarifying the static load share and dynamic fluctuation patterns of each tire, it can accurately locate tires that are prone to damage due to excessive load or frequent fluctuations, providing a targeted basis for subsequent simulation of stress concentration, interface wear, and other negative behaviors of the steel wire ring, ensuring the authenticity and accuracy of tire negative performance information, and guaranteeing the stability, safety, and economy of mining transportation operations.

[0110] In some embodiments, based on slope and embankment terrain information, the tilt angle and pitch degree of the vehicle when driving on the slope and embankment terrain are analyzed to obtain the dynamic attitude characteristics of the vehicle; based on the dynamic attitude characteristics of the vehicle, combined with the loading position distribution information, the relative displacement and tilt state of the transported goods caused by the changes in vehicle attitude are analyzed to obtain the center of gravity offset of the transported goods; based on the center of gravity offset of the transported goods, combined with the static load distribution ratio, the dynamic impact of the center of gravity offset on the weight share of each tire is analyzed to obtain the load fluctuation of each tire; based on the load fluctuation of each tire, the amplitude, frequency and load transfer law of the load fluctuation of different tires are analyzed to obtain the dynamic force characteristics of the load.

[0111] Vehicle dynamic response can be the attitude changes of a vehicle caused by the influence of terrain.

[0112] The shift in the center of gravity of a transported object can be the amount of displacement of the object's center of gravity relative to its initial position caused by changes in the vehicle's posture.

[0113] Dynamic load fluctuation characteristics can be defined as the amplitude, frequency, and transfer pattern of the load on each tire as the center of gravity shifts.

[0114] Specifically, the complex and dynamic terrain of mines, including slopes and embankments, alters vehicle posture. Relying solely on static load distribution ratios cannot reflect the actual stress on the tires; a combination of terrain analysis and vehicle dynamic response analysis is necessary. The center of gravity of transported goods continuously shifts due to vehicle dynamics; failing to capture load fluctuations will underestimate high-load risks or overestimate tire damage resistance, leading to distorted assessments. This step also serves as a link between static load analysis and dynamic coupled force analysis. Without this step, subsequent simulations of "dynamic load + rockfall / embankment impact" composite conditions will lack accurate data support, disrupting the overall assessment logic and failing to provide a reliable basis for tire performance evaluation. This step addresses these issues through the following method: Based on slope and embankment terrain information (e.g., 25° slope, 0.3m embankment height), a multibody dynamics model is used to simulate the dynamic posture changes of the vehicle as it passes (e.g., a 5° increase in nose-up angle when going uphill and an 8° increase in nose-down angle when going downhill). The system generates vehicle dynamic attitude features including pitch angle time-series curves. Then, combining loading position distribution information (e.g., the center of gravity of the cargo is 2 meters away from the front of the vehicle), the inertial force-displacement coupling algorithm is used to calculate the relative displacement of the transported goods caused by changes in vehicle attitude (e.g., moving backward 0.5 meters due to inertia when going uphill), accurately quantifying the offset of the center of gravity of the transported goods. Then, based on the static load distribution ratio (e.g., the front wheels bear 40% of the load), the instantaneous impact of the center of gravity offset on the load share of each tire is analyzed through the dynamic load redistribution model (e.g., the front wheel load rate instantly rises to 55% when going uphill), and the frequency domain analysis method is used to extract the load fluctuation of each tire (e.g., fluctuation amplitude ±15%, dominant frequency 3Hz). Finally, the load spectrum synthesis technology is used to integrate the amplitude-frequency characteristics of load fluctuations with the spatial transfer path (e.g., the periodic transfer of load from the front axle to the rear axle), outputting the loading dynamic force characteristics including the time-varying load matrix.

[0115] The method provided in this embodiment can fully combine the dynamic characteristics of the actual slope and embankment terrain in the mine, accurately capture the tire load fluctuations caused by the shift of the center of gravity of the transported goods, and obtain the dynamic stress characteristics of the load that closely match the actual working conditions of the mine. This provides accurate dynamic data support for subsequent steps and avoids deviations in tire stress analysis caused by data distortion. Based on the real dynamic stress data, the subsequent simulation of the stress response characteristics of the tire steel wire ring and the negative performance information of the tire will be more reliable, and the weak links of the tire under dynamic working conditions in the mine can be accurately identified. At the same time, the results of this embodiment can also provide scientific reference for tire design optimization and driving route planning of mining vehicles, ultimately helping to extend tire life and reduce tire replacement costs and safety risks in mining operations.

[0116] In some embodiments, based on rockfall obstacle information and slope terrain information, the size, shape, height, and slope of the rockfall are analyzed to obtain the physical properties of the obstacle terrain. Based on the physical properties of the obstacle terrain and the shape of the tire tread pattern, the contact area and contact angle when the tire contacts the rockfall and the slope are simulated and analyzed to obtain the impact point distribution characteristics. Based on the impact point distribution characteristics, the contact time and force transmission process when the tire at different positions passes over different obstacles are simulated and analyzed to determine the differences in the instantaneous impact force distribution of the tire at different positions and obtain the obstacle impact force characteristics.

[0117] Rockfall obstacle information can be used to characterize the physical properties of rocks scattered on mine roads.

[0118] Slope and embankment topographic information can be topographic parameters describing the slopes and steep embankments of a mine.

[0119] The instantaneous impact force distribution pattern can reflect the dynamic distribution characteristics of the impact force in time and space when a tire passes over an obstacle.

[0120] The impact force characteristics of obstacles can be quantified to determine the mechanical response of a tire when it is impacted by falling rocks or embankments.

[0121] Specifically, the parameters of falling rocks and slopes in mines vary greatly. Without detailed analysis, the stress results will deviate from the actual working conditions. This step is the key to connecting the "working condition force model" and the "negative effect simulation". Without it, the "dynamic orientation force characteristic information" will miss the core force source of obstacle impact, resulting in inaccurate simulation of the tire's negative performance and making the assessment unscientific. At the same time, it combines tire structural parameters such as tread pattern shape with obstacle attribute analysis to reflect the correlation between structure and force, avoid the force deviation caused by relying on a single parameter, and provide accurate force data for mining companies to meet the needs of tire selection, cost control and efficiency improvement. It is a key prerequisite to ensure the reliability and usability of the assessment results. This step addresses the aforementioned issues using the following method: Based on information about the falling rock obstacle (e.g., the size of the falling rock is 0.3 meters and its shape is mostly sharp and angular) and the slope terrain information (e.g., the slope height is 0.5 meters and the slope angle is 30 degrees), key parameters are first extracted using a data fusion module, and their equivalent physical properties are calculated to obtain the physical properties of the obstacle terrain. Subsequently, combined with the specific tread pattern shape in the tire structure configuration (e.g., a block pattern with a depth of 20 millimeters), a high-fidelity tire-obstacle dynamic contact model is established using finite element analysis (FEA) software. This model simulates the entire process of the tire passing over the falling rock or slope at a specific speed and angle, accurately calculating the contact area (e.g., only 5% of the total tread area) and contact angle when the tire contacts the obstacle. The impact force distribution characteristics at the contact point are extracted by measuring the angle (e.g., 15 degrees with the tread normal) and pressure distribution. Based on this, dynamic simulation is further run to analyze the impact force of tires at different positions (e.g., the left front tire and the right rear tire) when passing over different obstacles (e.g., the left front tire passes over a sharp rock while the right rear tire passes over a gentle slope). The entire process of the impact force is generated from the contact point, transmitted through the tread rubber and belt layer to the tire sidewall and bead. The curves of the magnitude and direction of the force changing with time are recorded. By comparing and analyzing the significant differences in the peak values ​​(e.g., the peak impact force of the left front tire is 1.8 times that of the right rear tire), the action time (e.g., the impact lasts for 0.1 seconds), and the frequency components of each curve, the differences in the instantaneous impact force distribution are finally determined, and the complete obstacle impact force characteristics are output based on this.

[0122] The method provided in this embodiment refines obstacle parameters such as rockfall size, shape, slope height, and gradient, and combines these with tire structural parameters such as tread pattern shape for analysis. This allows for precise capture of the differentiated impact stress on tires under various obstacle conditions, effectively improving the accuracy of stress analysis. The obtained obstacle impact stress characteristics closely match actual mining operations, providing reliable foundational data for subsequent tire performance evaluation. It clearly presents the magnitude, direction, distribution, and transmission path of the impact force, providing accurate stress input for simulating the negative impact of impact force transmission to the tire bead. This avoids simulation deviations due to inadequate stress data, ensuring the scientific rigor of tire performance evaluation. It clarifies the impact resistance of different tire models under specific mining obstacle conditions, providing mining companies with precise tire selection criteria. This helps them choose suitable tires based on their operating environment, reducing early damage caused by tires unsuitable for the conditions. It also allows for early prediction of tire damage areas and damage cycles, assisting mining companies in developing targeted maintenance plans, extending tire lifespan, reducing costs and operational interruptions from frequent tire replacements, and indirectly improving overall mine operational efficiency.

[0123] In some embodiments, based on the dynamic load fluctuation characteristics, combined with the impact point distribution characteristics and the instantaneous impact force distribution differences, the overlap interval of the loading dynamic force and the obstacle impact force in the time dimension and the correlation of their action positions in the spatial dimension are analyzed to obtain the spatiotemporal correlation characteristics of the force. Based on the spatiotemporal correlation characteristics of the force, combined with tire damping, the superposition effect of the dynamic load and the obstacle impact force in the same action area of ​​the tire in the same time period is simulated to determine the superposition mode of the force and the law of mutual influence of the force. Based on the superposition mode of the force and the law of mutual influence of the force, the magnitude, direction and distribution of the resultant force on the tire at different positions under the coupling action are analyzed to obtain the coupled dynamic force information.

[0124] Spatiotemporal superposition can be used to analyze the overlapping range of dynamic load force and obstacle impact force in the time dimension, and to analyze the correlation of the action location in the spatial dimension.

[0125] Coupling can be the interaction between dynamic load and obstacle impact force in the same action area of ​​the tire.

[0126] Specifically, in mining operations, tires inevitably bear a combined force of "dynamic load + obstacle impact". When vehicles go uphill, there are dynamic load fluctuations due to the shift in the center of gravity, and they may also be impacted by falling rocks. Single analysis will underestimate or misjudge the force. Only spatiotemporal superposition coupling analysis can restore the true force state. The output coupled dynamic force information is the key input for obtaining "dynamic orientation force characteristic information". Without it, the subsequent steel wire ring force response, damage simulation and final performance evaluation will deviate from reality, breaking the chain of fracture assessment. Mining tires are expensive and difficult to replace. This step can identify the weak points of tires under coupled forces, providing a basis for selection, design optimization and life prediction, directly ensuring the safety of mining operations, reducing operating costs and meeting the actual needs of mining. This step solves the above problems through the following methods: First, based on the kinematic simulation engine and the three-dimensional tread mesh model, analyze the overlap interval (e.g. 0.2s overlap) of loading dynamic force (such as periodic load fluctuation ±10%) and obstacle impact force (such as the impact force of falling rocks 5kN) in the time dimension. The system establishes the spatiotemporal correlation characteristics of stress by associating the effect area of ​​the window (e.g., 80% overlap at the tire shoulder) with the spatial dimension. Subsequently, using Hertzian contact theory and transient dynamic equations, combined with tire damping characteristics (e.g., damping coefficient 0.3), it simulates the nonlinear superposition effect of dynamic load and obstacle impact force in the overlapping area (e.g., the stress multiplies to 8kN due to the load peak and impact force being in phase). The principle of load superposition is used to reveal the mutual influence law (e.g., the impact force delays load recovery by 40%). Finally, based on finite element stress cloud map and vector decomposition algorithm, it analyzes the magnitude, direction change (e.g., the lateral component force ratio increases to 35%) and distribution characteristics (e.g., the stress concentration area expands by 150%) of the resultant force on the tire at different locations, and outputs coupled dynamic force information.

[0127] The method provided in this embodiment accurately simulates the spatiotemporal coupling effect of dynamic load and obstacle impact, significantly improving the realism of tire stress analysis and solving the stress calculation deviation problem caused by neglecting the superposition of multiple forces in existing methods. The generated coupled dynamic stress information can clearly quantify the change in resultant force distribution, providing high-precision input for subsequent steel wire bead damage simulation, thereby enhancing the reliability of tire durability prediction. At the same time, the analysis of the coupling mechanism provides a direct theoretical basis for tire structure optimization, ultimately improving the safety and service life of tires in mining operations.

[0128] In some embodiments, based on tire body damping and combined with dynamic orientation force characteristic information, the force flow distribution law when dynamic force is transmitted from the tire contact surface to the inside of the tire body is analyzed to obtain the force transmission characteristics inside the tire body; based on the force transmission characteristics inside the tire body and combined with the steel wire ring arrangement density, the stress concentration location and deformation trend of the steel wire ring under force are analyzed to obtain the force response characteristics of the steel wire ring; based on the force response characteristics of the steel wire ring, the relative displacement and wear degree between the steel wire ring and the surrounding rubber under repeated dynamic force are analyzed to obtain the interface damage characteristics of the steel wire ring; based on the interface damage characteristics of the steel wire ring, the cumulative effect of force on fatigue damage of the steel wire ring is analyzed to determine the performance degradation trend of the steel wire ring and output the negative performance information of the tire.

[0129] Tire body damping is a physical property of tire body materials that allows them to absorb energy and reduce vibration when subjected to force.

[0130] Dynamic orientation force characteristic information can be data that reflects the dynamic force characteristics experienced by a tire in different orientations.

[0131] The force flow distribution pattern can be the path and intensity distribution pattern of the force when it is transmitted inside the tire.

[0132] The characteristics of force transmission within the fetus can be the features exhibited during the transmission of force within the fetus.

[0133] The wire coil arrangement density refers to the tightness of the arrangement of the wires in the wire coil.

[0134] Stress concentration points can be areas in the wire coil where the stress is significantly higher than in other areas.

[0135] Deformation trend can be the trend of shape change of a wire coil when it is subjected to force.

[0136] The stress response characteristics of a wire coil can be defined as the stress distribution and deformation characteristics of the wire coil under force.

[0137] Relative displacement can be the amount of relative movement between the wire ring and the surrounding rubber.

[0138] The degree of wear can be the amount of wear caused by the relative displacement between the steel wire ring and the rubber interface.

[0139] The characteristics of steel wire coil interface damage can be the manifestations of damage at the interface between the steel wire coil and the rubber.

[0140] The cumulative effect of fatigue damage can be the result of repeated forces causing damage to accumulate gradually.

[0141] The performance decline trend can be the trend of the steel wire coil's performance gradually decreasing over time or with the number of uses.

[0142] Specifically, tires are subjected to complex dynamic forces under harsh working conditions such as mining operations. These forces, transmitted from the tread to the bead, generate a series of negative effects, such as stress concentration, wear, and fatigue damage, ultimately leading to decreased tire performance and failure. However, existing assessment methods often ignore the detailed process of force transmission and the response of the bead, focusing only on surface phenomena. This makes it impossible to accurately predict the long-term performance of the tire. Without analyzing the force flow distribution, it is impossible to understand how forces are transmitted from the contact surface to the interior, potentially leading to an underestimation of local stress. Without considering the bead density, it is impossible to identify stress concentration points, thus ignoring potential fracture risks. Without assessing relative displacement and wear, it is impossible to quantify interface damage, and consequently, it is impossible to predict the delamination problem between the bead and the rubber. The cumulative effect of fatigue damage is gradual, and the lack of analysis of this effect can lead to the inability to predict sudden failures, increasing operational risks. This step addresses the aforementioned issues using the following method: Based on tire body damping (a fundamental attribute of the tire sample, such as setting the tire body damping coefficient to 0.28), and combined with dynamic directional force characteristics (e.g., in a mining operation scenario, the vertical dynamic load force on the tire when in contact with the ground is 55kN, and the horizontal impact force generated when passing over a small 10cm high curb is 18kN), a three-dimensional tire body model is constructed using finite element simulation software (such as ANSYS). The force flow distribution law when these dynamic forces are transmitted from the tire contact surface to the tire body interior is analyzed (during the analysis, energy dissipation is simulated by setting tire body damping parameters in the model; for example, when force is transmitted from the tread pattern to the tire sidewall, the vertical force decreases from 55kN to 48kN and the horizontal force decreases from 18kN to 15kN for every 12cm downward transmission distance; the vertical force is mainly transmitted along the middle layer of the tire body to the steel wire ring in the center of the tire, while the horizontal force diffuses more towards the steel wire ring area near the tire sidewall), thus obtaining the internal force transmission characteristics of the tire body. (The model outputs the force transmission rate and attenuation amplitude in different regions of the tire carcass. For example, the force transmission rate in the upper layer of the tire carcass near the tread is 1.3 m / s, while in the lower layer near the steel wire bead, due to the higher cord density (e.g., 5 wires per centimeter), the force transmission rate drops to 0.9 m / s, and the attenuation amplitude of vertical force in the lower layer is 5% lower than that in the upper layer.) Subsequently, based on the force transmission characteristics inside the tire carcass, combined with the steel wire bead arrangement density (e.g., set to 9 steel wires per square centimeter, corresponding steel wire settings are configured in the simulation model). (Distributed nodes) By attaching miniature stress sensors (such as strain gauges with an accuracy of 0.1 MPa) to different areas of the wire ring, the stress concentration points of the wire ring under the above-mentioned forces were analyzed (for example, the stress value of the 1 / 3 area of ​​the wire ring near the tire sidewall and the lower layer of the tire carcass reached 300 MPa, which is 1.8 times that of the 160 MPa in other areas) and deformation trends were analyzed (real-time monitoring was conducted using a laser deformation measuring instrument, and it was found that under continuous vertical force, the deformation increment of the wire ring indenting into the tire carcass after each force cycle was about 0).The deformation was 0.06 mm, and the deformation was concentrated at the stress concentration point, so the stress response characteristics of the steel wire ring were obtained. Then, based on the stress response characteristics of the steel wire ring, a periodic force loading device was set up (simulating the working intensity of a mining vehicle making 5 round trips per hour, realizing a combined cycle of load force and impact force 32 times per hour). A laser displacement sensor was used to monitor the relative displacement between the steel wire ring and the surrounding rubber in real time (e.g., a relative sliding of 0.12 mm was generated after each cycle, and the direction was consistent with the horizontal force). At the same time, an interface wear detector was used to periodically measure the degree of wear (e.g., after 800 cycles, the wear thickness reached 0.35 mm, and the wear area accounted for 8% of the total contact interface), so as to obtain the interface damage characteristics of the steel wire ring. The damage characteristics were analyzed (e.g., damage type mainly consisting of friction and wear, with slight localized rubber peeling, average damage depth 0.4 mm, maximum 0.6 mm). Based on these interface damage characteristics of the steel wire ring, a fatigue testing machine was used to simulate long-term cyclic stress, tracking and recording changes in the tensile strength and load-bearing capacity of the steel wire ring (e.g., strength decreased by 0.22% per cycle, initial load of 75 kN decreased to 68 kN after 4000 cycles, and the rate of decrease gradually accelerated to 0.28%). The cumulative effect of the applied force on the fatigue damage of the steel wire ring was analyzed, the declining trend of the steel wire ring performance was determined, and this trend was used as the core content to output information on the tire's negative performance, including "reduction in steel wire ring load-bearing capacity and accelerated interface wear."

[0143] The method provided in this embodiment systematically analyzes parameters such as tire body damping, dynamic orientation force characteristics, and wire bead arrangement density, simulates the process of force transmission to the wire bead, accurately identifies negative effects such as stress concentration, deformation trend, interface damage, and fatigue accumulation, and enables the output tire negative performance information to comprehensively reflect potential tire defects, providing detailed and reliable data support for performance evaluation. At the same time, it helps to optimize tire design and improve tire service life and safety under harsh working conditions.

[0144] In some embodiments, based on the interface damage characteristics of the steel coil, the damage manifestations of the steel coil under repeated dynamic forces are analyzed, distinguishing between reversible damage manifestations that can be recovered after the force disappears and irreversible damage manifestations that persist. Irreversible damage manifestations include immediate permanent damage directly caused by the force and transformative permanent damage formed by the accumulation of reversible damage manifestations to a certain extent. Based on reversible damage manifestations, the frequency of reversible damage manifestations, the degree of recovery of reversible damage manifestations, and the influence on the immediate performance of the steel coil are analyzed in multiple force cycles to obtain reversible accumulation characteristics. Based on reversible accumulation characteristics, the trend of deepening damage, the law of range expansion, and the destructive effect on the basic performance of the steel coil under continuous force are analyzed to obtain the characteristic transformation possibility of reversible accumulation characteristics transforming into irreversible accumulation characteristics. According to the characteristic transformation possibility, combined with irreversible damage manifestations, the negative impact of reversible and irreversible damage manifestations on the overall performance of the steel coil is analyzed, the downward trend of the overall performance of the steel coil is determined, and the downward trend is output as tire negative performance information.

[0145] Reversible and recoverable damage can be damage that can be partially or completely recovered after the force is removed.

[0146] Persistent, irreversible damage can manifest as permanent damage.

[0147] Immediate permanent damage can be irreversible damage caused directly by a single high-intensity event.

[0148] Transformative permanent damage can be permanent damage that is formed by the accumulation of reversible damage.

[0149] The frequency of reversible damage can be defined as the number of times reversible damage occurs per unit cycle.

[0150] The degree of recovery of reversible damage can be the proportion of reversible damage recovered after unloading.

[0151] The influence law of the instantaneous properties of the wire coil can be the instantaneous influence mode of damage on properties such as stiffness and strength.

[0152] The reversible accumulation feature can be the accumulation of reversible damage over multiple cycles.

[0153] The trend of increasing damage can be the trend of damage deepening over time or through cycles.

[0154] The pattern of range expansion can be the spatial expansion pattern of damage.

[0155] The destructive effect of damage on the basic properties of steel wire rings can be the destructive effect of damage on core properties such as durability.

[0156] Feature transformation probability can be the probability of reversible damage transforming into irreversible damage.

[0157] Irreversible damage can be a specific manifestation of permanent damage.

[0158] The negative impact on the overall performance of the wire ring can be the damage that impairs its comprehensive performance.

[0159] Specifically, in the performance evaluation of engineering rubber tires, the steel bead is a key load-bearing component, and its performance directly determines the tire's safety and durability. Harsh mining environments subject tires to repeated impacts from dynamic forces, leading to cumulative damage. However, existing evaluation methods often neglect the distinction between reversible and irreversible damage, as well as the transformation process, thus failing to accurately predict long-term performance. This step addresses these issues by employing the following methods: Based on the interface damage characteristics of the steel bead, high-frequency sensors and microscopic morphology analyzers are used to quantify the damage manifestations of the steel bead under repeated dynamic forces. Elastic recovery testing is used to distinguish reversible damage manifestations that can recover after the force disappears (e.g., acoustic emission technology is used to monitor a microcrack closure rate of 60% after unloading). The phenomenon of elastic recovery was observed, and irreversible damage manifestations that persisted were identified using metallographic microscopy (such as permanent damage where the local plastic deformation of the wire coil exceeded 0.2% of the yield limit as observed by scanning electron microscopy). Irreversible damage manifestations were further distinguished by impact energy thresholds into immediate permanent damage caused directly by the applied force (such as wire breakage caused by a single impact energy exceeding 50J in a rockfall impact test), and transformative permanent damage formed by the accumulation of reversible damage manifestations to a certain extent using a fatigue cumulative damage model (such as an 80% transformation probability calculated using Miner's linear accumulation rule when a microcrack extends to a critical length of 1mm). Based on reversible damage manifestations, the wire coil was statistically analyzed under multiple cyclic loading tests. The frequency of reversible damage manifestations during force cycles (e.g., microcracks occur 15 times per thousand cycles), the degree of recovery of reversible damage manifestations measured by laser displacement sensors (e.g., crack width shrinkage rate reaches 70% after unloading), and the influence on the instantaneous properties of the wire coil quantified by dynamic mechanical analyzer (e.g., stress-strain curve shows a 12% decrease in elastic modulus) are used to establish a reversible cumulative characteristic database. Based on this characteristic, finite element simulation is used to analyze the deepening trend of damage to the wire coil under continuous force (e.g., crack propagation rate model shows depth increasing by 0.05 mm / thousand cycles), CT scanning three-dimensional reconstruction technology is used to track the range expansion law (e.g., crack propagation angle along the wire twist direction is 45°), and the influence on the instantaneous properties of the wire coil are quantified by dynamic mechanical analyzer (e.g., stress-strain curve shows a 12% decrease in elastic modulus). The fatigue testing machine assesses the destructive effect on the basic performance of the tire coil (e.g., fatigue life decreases from 10^6 cycles to 8×10^5 cycles). Then, the Weibull reliability model is used to calculate the feature transformation probability of reversible cumulative characteristics turning into irreversible cumulative characteristics (e.g., the transformation risk coefficient reaches 0.75 at a confidence level of 95%). Finally, based on the feature transformation probability, the irreversible damage performance is analyzed in combination with fracture mechanics theory. The negative impact of reversible and irreversible damage on the overall performance of the tire coil is comprehensively evaluated (e.g., the remaining life decay rate is derived based on the Paris formula). The downward trend of the overall performance of the tire coil is determined (e.g., the performance degradation curve is fitted to derive an exponential decay model). This trend is then output as tire negative performance information through a data fusion algorithm.

[0160] The method provided in this embodiment analyzes in detail the cumulative effect and transformation process of steel wire bead damage, providing a more comprehensive and accurate tire performance assessment, improving the ability to predict long-term tire performance, helping users identify potential faults in advance, reducing unexpected downtime and safety accidents; optimizing maintenance strategies by distinguishing between reversible and irreversible damage, allowing for targeted intervention and extending tire lifespan; enhancing the reliability of assessment results, providing data support for tire design and material improvement, and ultimately improving the efficiency and safety of mining operations.

[0161] In some embodiments, based on the frequency of reversible damage manifestations and the degree of recovery of reversible damage manifestations, the residual damage caused by incomplete recovery of reversible damage manifestations and the mutual influence between residual damages are analyzed to obtain the damage residual accumulation effect; based on the damage residual accumulation effect, combined with the magnitude and direction of the resultant force, the propagation path and damage deepening rate of residual damage under continuous dynamic force are analyzed to obtain the damage progressive propagation law; based on the damage progressive propagation law, combined with the fatigue limit value of the wire coil, the degree and trend of weakening of the wire coil by the expansion of the damage range are analyzed to obtain the performance degradation characteristics; based on the damage residual accumulation effect and the performance degradation characteristics, the degree of permanent impact on the overall performance of the wire coil is determined; based on the degree of permanent impact, the possibility of feature transformation is determined, and the degree of permanent impact is positively correlated with the possibility of feature transformation.

[0162] The residual damage amount can be the amount of damage remaining after reversible damage has been repaired.

[0163] The interaction between residual damages can be an interaction between multiple residual damages.

[0164] The cumulative effect of residual damage can be the overall effect of residual damage accumulating over time.

[0165] The rate of increase in damage severity can be the rate at which the severity of damage changes over time.

[0166] The law of progressive damage expansion can be a gradual pattern of damage expansion.

[0167] The fatigue limit of a wire ring can be the maximum stress value at which the wire ring can withstand an infinite number of cyclic loads without failure.

[0168] The degree of reduction can refer to the extent of performance degradation.

[0169] A weakening trend can be a trend of performance decreasing over time.

[0170] Performance degradation characteristics can be the overall characteristics of performance decline.

[0171] The degree of permanent impact can be the extent to which irreversible damage permanently reduces performance.

[0172] Specifically, in the extreme working conditions of engineering tires in mining operations, the steel bead, as a key load-bearing component of the tire, bears complex dynamic forces. The cumulative damage process of the steel bead directly affects the tire's lifespan and safety. In existing technologies, tire performance evaluation often focuses on immediate damage detection or simple cumulative models, ignoring the conversion mechanism between reversible and irreversible damage. This leads to inaccurate evaluation results and an inability to predict long-term performance degradation. The mining environment is characterized by high impact and high load. Reversible damage to the steel bead (such as elastic deformation or microcracks) will remain under cyclic loading due to incomplete recovery. These residual damages gradually accumulate and, through coupling with dynamic forces, are accelerated into irreversible damage (such as permanent deformation), ultimately causing tire failure.This step addresses the aforementioned problem using the following method: Based on the reversible cumulative characteristics of the steel wire bead of any type of rubber engineering tire (e.g., historical monitoring data from mining operations shows that reversible damage occurs 32 times out of every 90 cycles of mining force, with each instance of damage confirmed by infrared thermography to have a recovery rate of 78%, and each reversible damage causing a temporary 11% decrease in the immediate tensile strength of the steel wire bead), ultrasonic flaw detection equipment is first used to detect the residual damage after each reversible damage. Then, data analysis software is used to calculate the superposition of multiple residual damages, analyzing the residual damage caused by incomplete recovery of reversible damage and the mutual influence between residual damages, thus obtaining the cumulative residual damage. Effects (e.g., after a reversible damage, the wire coil retains 22% of the damage due to incomplete recovery; after 18 similar reversible damage cycles, the total residual damage is calculated by software to reach 380% of the initial single reversible damage); then, based on this cumulative effect of residual damage, using stress-strain monitoring equipment, combined with the magnitude (e.g., 88kN) and direction (e.g., at a 28° angle to the tire radial direction) of the resultant force of the coupled dynamic forces, the expansion path of residual damage under continuous dynamic forces is tracked and analyzed in real time (e.g., expansion from the weak part of the wire coil weave gap to the core load-bearing area) and the rate of damage deepening (e.g., the damage depth increases by 0.035mm per week as measured by the equipment), to obtain... The damage progression law is then established. Based on this law, a fatigue testing machine is used, combined with the fatigue limit value of the wire ring (e.g., determined to be 125 MPa through material performance testing), to simulate the changes in the load-bearing capacity and fatigue resistance of the wire ring under different damage ranges. The weakening effect of damage range expansion on the wire ring (e.g., when the damage range expands from 3.5 mm² to 22 mm², the basic load-bearing strength of the wire ring decreases from 145 MPa to 78 MPa) and the weakening trend (e.g., the basic load-bearing strength continues to decrease by 7.5% per month thereafter), thus obtaining the performance degradation characteristics. Finally, based on the aforementioned cumulative effect of residual damage (e.g., the total residual damage reaches the initial single reversible damage level), the performance degradation characteristics are obtained. The permanent impact on the overall performance of the steel wire ring was calculated using a tire performance evaluation model, taking into account the performance degradation characteristics (such as a 46% reduction in basic load-bearing strength). The permanent impact was calculated to be 62%. Based on this permanent impact, the probability of the steel wire ring transforming from reversible to irreversible cumulative characteristics was determined (e.g., a 75% probability of transformation when the permanent impact was 62%). Multiple parallel tests confirmed a positive correlation between the permanent impact and the probability of transformation (e.g., an increase from 60% to 90% when the permanent impact increased from 55% to 75%).

[0173] The method provided in this embodiment accurately tracks the entire process of reversible damage to the steel wire ring transforming into irreversible damage. By quantifying the correlation between residual damage accumulation, damage propagation, and performance degradation, it avoids neglecting "residual hazards" by focusing only on the "recovery" of reversible damage. This allows assessors to clearly understand the potential risks of steel wire ring damage, providing a more comprehensive basis for subsequent tire performance assessments. Furthermore, it helps tire users develop more scientific tire maintenance and replacement plans. Based on the likelihood of characteristic transformation, it shortens the inspection cycle and replaces high-risk tires promptly, while reasonably extending the service life of low-risk tires. This reduces mining transportation interruptions caused by sudden irreversible damage to the steel wire ring, improves operational efficiency and safety, and ensures that the output tire performance assessment report can simultaneously support "short-term performance stability" and "long-term performance planning," meeting the dual needs of tire manufacturers and users and enhancing the practical value of the entire assessment method.

[0174] Figure 3 This is a schematic diagram of the structure of a rubber engineering tire performance evaluation system provided in one embodiment of this application, as shown below. Figure 3 As shown, the rubber engineering tire performance evaluation system 300 of this embodiment includes: a working condition force model module 301, a negative effect simulation module 302, and a performance evaluation module 303.

[0175] The working condition force model module 301 is used to acquire the basic attribute information of the tire sample, the dynamic loading information of the mining operation, and the mine terrain feature information. Based on the dynamic loading information of the mining operation and the mine terrain feature information, combined with the basic attribute information of the tire sample, it simulates the influence of forces in different directions on the tire at different positions under the mining operation conditions, and obtains dynamic directional force feature information.

[0176] The negative effect simulation module 302 is used to simulate the negative impact of the tire on the process of transmission to the steel wire ring under the influence of dynamic force based on the basic attribute information of the tire sample and the dynamic orientation force characteristic information, so as to obtain the tire negative performance information.

[0177] The performance evaluation module 303 is used to evaluate the tire's performance information over long and short cycles based on the tire's negative performance information, and to determine and output a tire performance evaluation report.

[0178] Optionally, when the working condition force model module 301 simulates the influence of forces acting on tires at different positions under mining working conditions in different directions based on the dynamic loading information of the mining operation and the mining terrain feature information, combined with the basic attribute information of the tire sample, to obtain dynamic directional force feature information, it is specifically used for:

[0179] The basic attribute information of the tire sample includes tire material properties, tire structure configuration, steel wire bead arrangement density, and steel wire bead fatigue limit value.

[0180] The dynamic loading information for mining operations includes loading weight data and loading location distribution information;

[0181] The mine terrain feature information includes information on rockfall obstacles and slope terrain information;

[0182] Based on the loaded weight data, the loaded position distribution information, and the tire structure configuration, the influence of dynamic loading on the tire force is analyzed to obtain the dynamic force characteristics of loading.

[0183] Based on the information on falling rocks and the information on slope terrain, combined with the tire structure configuration, the distribution law of instantaneous impact force generated when the tire runs over falling rocks or slopes is analyzed to obtain the impact force characteristics of the obstacle.

[0184] The loading dynamic force characteristics are spatiotemporally superimposed with the obstacle impact force characteristics to simulate the coupling effect of dynamic load and rockfall and slope impact, and obtain coupled dynamic force information.

[0185] Based on the tire material properties and tire structure configuration, combined with the coupled dynamic force information, the multi-directional force differences of the tire at each position are simulated and analyzed to obtain the local deformation response of falling rock impact and the overall force transmission path of the slope terrain, and the dynamic directional force characteristic information is output.

[0186] Optionally, when the working condition force model module 301 analyzes the impact of dynamic loading on the tire force based on the loaded weight data, the loaded position distribution information, and the tire structure configuration to obtain the dynamic force characteristics of the load, it is specifically used for:

[0187] Based on the loaded weight data and the loading position distribution information, the center of gravity position and weight distribution uniformity of the transported goods on the vehicle bearing surface are analyzed to obtain the load distribution status of the transported goods.

[0188] The tire structure configuration includes tire carcass strength, tire tread pattern shape, and tire carcass damping;

[0189] Based on the load distribution of the transported goods and combined with the tire strength, the correspondence between the tires at different positions and the center of gravity of the load of the transported goods is simulated and analyzed to determine the weight share borne by each tire and obtain the static load distribution ratio.

[0190] Based on the static load distribution ratio, combined with the information on falling rocks and the information on slope terrain, the dynamic response of vehicles caused by the terrain features of the mine is simulated and analyzed to determine the dynamic load fluctuation characteristics and obtain the dynamic force characteristics of the load.

[0191] Optionally, when the working condition force model module 301 simulates and analyzes the shift in the center of gravity of the transported goods caused by the dynamic response of the vehicle due to the mine terrain features based on the static load distribution ratio, combined with the rockfall obstacle information and the slope terrain information, to determine the dynamic load fluctuation characteristics and obtain the loading dynamic force characteristics, it is specifically used for:

[0192] Based on the slope and embankment terrain information, the tilt angle and pitch degree of the vehicle when driving on the slope and embankment terrain are analyzed to obtain the dynamic posture characteristics of the vehicle.

[0193] Based on the vehicle's dynamic posture characteristics and the loading position distribution information, the relative displacement and tilt state of the transported goods caused by the vehicle's posture changes are analyzed to obtain the offset of the transported goods' center of gravity.

[0194] Based on the center of gravity offset of the transported goods, combined with the static load distribution ratio, the dynamic impact of the center of gravity offset on the weight share of each tire is analyzed to obtain the load fluctuation of each tire.

[0195] Based on the load fluctuations of each tire, the amplitude, frequency, and load transfer patterns of different tire load fluctuations are analyzed to obtain the dynamic stress characteristics of the load.

[0196] Optionally, when the working condition force model module 301 analyzes the instantaneous impact force distribution law generated when the tire passes over a rockfall or slope based on the rockfall obstacle information, the slope terrain information, and the tire structure configuration, and obtains the obstacle impact force characteristics, it is specifically used for:

[0197] Based on the information about the falling rock obstacle, and combined with the information about the slope terrain, the size and shape of the falling rock, the height and slope of the slope are analyzed to obtain the physical properties of the obstacle terrain.

[0198] Based on the physical properties of the obstacle terrain and the shape of the tread pattern, the contact area and contact angle when the tire comes into contact with falling rocks and slopes are simulated and analyzed to obtain the distribution characteristics of the impact point.

[0199] Based on the distribution characteristics of the impact points, the contact time and force transmission process of tires at different positions when passing over different obstacles are simulated and analyzed to determine the differences in the instantaneous impact force distribution of tires at different positions and obtain the impact force characteristics of obstacles.

[0200] Optionally, when the working condition force model module 301 spatiotemporally superimposes the dynamic force characteristics of the load with the impact force characteristics of the obstacle to simulate the coupling effect of dynamic load and rockfall / slope impact to obtain coupled dynamic force information, it is specifically used for:

[0201] Based on the dynamic load fluctuation characteristics, combined with the impact point distribution characteristics and the instantaneous impact force distribution differences, the overlap interval of the loading dynamic force and the obstacle impact force in the time dimension and the correlation of the action position in the spatial dimension are analyzed to obtain the spatiotemporal correlation characteristics of the force.

[0202] Based on the aforementioned spatiotemporal correlation characteristics of the force, combined with the tire body damping, the superposition effect of dynamic load and obstacle impact force in the same action area of ​​the tire within the same time period is simulated to determine the superposition mode of force and the law of mutual influence of force.

[0203] Based on the superposition method of the forces and the law of mutual influence of the forces, the magnitude, direction and distribution of the resultant force on the tires at different positions under the coupling action are analyzed to obtain the dynamic force information of the coupling.

[0204] Optionally, when the negative effect simulation module 302 simulates the negative impact generated by the tire during the transmission of dynamic force to the steel wire ring based on the basic attribute information of the tire sample and the dynamic orientation force characteristic information, and obtains the tire's negative performance information, it is specifically used for:

[0205] Based on the tire body damping and combined with the dynamic orientation force characteristic information, the force flow distribution law when the dynamic force is transmitted from the tire contact surface to the inside of the tire body is analyzed, and the force transmission characteristics inside the tire body are obtained.

[0206] Based on the internal force transmission characteristics of the tire carcass and the arrangement density of the steel wire rings, the stress concentration points and deformation trends of the steel wire rings under force are analyzed to obtain the stress response characteristics of the steel wire rings.

[0207] Based on the force response characteristics of the steel wire ring, the relative displacement and wear degree between the steel wire ring and the surrounding rubber under repeated dynamic forces are analyzed to obtain the interface damage characteristics of the steel wire ring.

[0208] Based on the interface damage characteristics of the steel wire ring, the cumulative effect of the applied force on the fatigue damage of the steel wire ring is analyzed, the performance decline trend of the steel wire ring is determined, and the negative performance information of the tire is output.

[0209] Optionally, when the negative performance simulation module 302 analyzes the cumulative effect of the applied force on the fatigue damage of the steel wire ring based on the interface damage characteristics of the steel wire ring, determines the performance decline trend of the steel wire ring, and outputs the negative performance information of the tire, it is specifically used for:

[0210] Based on the interface damage characteristics of the steel wire ring, the damage manifestations of the steel wire ring under repeated dynamic forces are analyzed, and reversible damage manifestations that can be recovered after the force disappears are distinguished from irreversible damage manifestations that persist.

[0211] The irreversible damage includes immediate permanent damage caused directly by the applied force and transformative permanent damage formed by the accumulation of reversible damage to a certain extent.

[0212] Based on the reversible damage behavior, the frequency of reversible damage behavior, the degree of recovery of reversible damage behavior and the influence on the instantaneous performance of the wire coil in multiple force cycles are analyzed to obtain the reversible cumulative characteristics.

[0213] Based on the reversible accumulation characteristics, the trend of increasing damage degree and range expansion of the wire coil under continuous force and the destructive effect on the basic performance of the wire coil are analyzed, and the characteristic transformation possibility of the reversible accumulation characteristics into irreversible accumulation characteristics is obtained.

[0214] Based on the potential for feature transformation and the irreversible damage manifestations, the negative impacts of the reversible and irreversible damage manifestations on the overall performance of the steel wire ring are analyzed, the downward trend of the overall performance of the steel wire ring is determined, and the downward trend is output as the negative performance information of the tire.

[0215] Optionally, when the performance evaluation module 303 analyzes the trend of increasing damage, the law of widening range, and the destructive effect on the basic performance of the wire coil under continuous force based on the reversible cumulative characteristics, and obtains the possibility of the reversible cumulative characteristics transforming into irreversible cumulative characteristics, it is specifically used for:

[0216] Based on the frequency of occurrence of the reversible damage manifestations and the degree of recovery of the reversible damage manifestations, the residual damage caused by incomplete recovery of the reversible damage manifestations and the mutual influence between residual damages are analyzed to obtain the cumulative effect of residual damage.

[0217] Based on the cumulative effect of residual damage, combined with the magnitude and direction of the resultant force, the propagation path and rate of increase of residual damage under continuous dynamic force are analyzed to obtain the law of progressive damage propagation.

[0218] Based on the aforementioned damage progression law and combined with the fatigue limit value of the wire coil, the degree and trend of weakening of the wire coil due to the expansion of the damage range are analyzed to obtain the performance degradation characteristics.

[0219] Based on the cumulative effect of residual damage and the performance degradation characteristics, the degree of permanent impact on the overall performance of the wire coil is determined.

[0220] The probability of feature transformation is determined based on the degree of permanent impact, and the degree of permanent impact is positively correlated with the probability of feature transformation.

[0221] The system in this embodiment can be used to execute the methods of any of the above embodiments, and its implementation principle and technical effect are similar, so they will not be described again here.

Claims

1. A method for evaluating the performance of rubber engineering tires, characterized in that, include: Acquire basic attribute information of tire samples, dynamic loading information of mining operations, and mining terrain feature information. Based on the dynamic loading information of mining operations and the mining terrain feature information, combined with the basic attribute information of tire samples, simulate the influence of forces acting on tires at different positions in different directions under mining operation conditions to obtain dynamic directional force feature information. Based on the basic attribute information of the tire sample and combined with the dynamic orientation force characteristic information, the negative impact generated by the tire in the process of transmitting dynamic force to the steel wire ring is simulated to obtain the tire's negative performance information. Based on the negative performance information of the tire, the tire's performance information under long and short cycles is evaluated, and a tire performance evaluation report is determined and output.

2. The method according to claim 1, characterized in that, Based on the dynamic loading information of the mining operation and the terrain feature information of the mine, combined with the basic attribute information of the tire sample, the dynamic directional force feature information is obtained by simulating the influence of forces acting on tires at different positions under mining operation conditions, including: The basic attribute information of the tire sample includes tire material properties, tire structure configuration, steel wire bead arrangement density, and steel wire bead fatigue limit value. The dynamic loading information for mining operations includes loading weight data and loading location distribution information; The mine terrain feature information includes information on rockfall obstacles and slope terrain information; Based on the loaded weight data, the loaded position distribution information, and the tire structure configuration, the influence of dynamic loading on the tire force is analyzed to obtain the dynamic force characteristics of loading. Based on the information on falling rocks and the information on slope terrain, combined with the tire structure configuration, the distribution law of instantaneous impact force generated when the tire runs over falling rocks or slopes is analyzed to obtain the impact force characteristics of the obstacle. The loading dynamic force characteristics are spatiotemporally superimposed with the obstacle impact force characteristics to simulate the coupling effect of dynamic load and rockfall and slope impact, and obtain coupled dynamic force information. Based on the tire material properties and tire structure configuration, combined with the coupled dynamic force information, the multi-directional force differences of the tire at each position are simulated and analyzed to obtain the local deformation response of falling rock impact and the overall force transmission path of the slope terrain, and the dynamic directional force characteristic information is output.

3. The method according to claim 2, characterized in that, Based on the loaded weight data, the loaded position distribution information, and the tire structure configuration, the influence of dynamic loading on the tire force is analyzed to obtain the dynamic force characteristics of the load, including: Based on the loaded weight data and the loading position distribution information, the center of gravity position and weight distribution uniformity of the transported goods on the vehicle bearing surface are analyzed to obtain the load distribution status of the transported goods. The tire structure configuration includes tire carcass strength, tire tread pattern shape, and tire carcass damping; Based on the load distribution of the transported goods and combined with the tire strength, the correspondence between the tires at different positions and the center of gravity of the load of the transported goods is simulated and analyzed to determine the weight share borne by each tire and obtain the static load distribution ratio. Based on the static load distribution ratio, combined with the information on falling rocks and the information on slope terrain, the dynamic response of vehicles caused by the terrain features of the mine is simulated and analyzed to determine the dynamic load fluctuation characteristics and obtain the dynamic force characteristics of the load.

4. The method according to claim 3, characterized in that, Based on the static load distribution ratio, combined with the rockfall obstacle information and the slope terrain information, the system simulates and analyzes the shift in the center of gravity of the transported goods caused by the dynamic response of the vehicle due to the mine terrain features, determines the dynamic load fluctuation characteristics, and obtains the dynamic stress characteristics of the load, including: Based on the slope and embankment terrain information, the tilt angle and pitch degree of the vehicle when driving on the slope and embankment terrain are analyzed to obtain the dynamic posture characteristics of the vehicle. Based on the vehicle's dynamic posture characteristics and the loading position distribution information, the relative displacement and tilt state of the transported goods caused by the vehicle's posture changes are analyzed to obtain the offset of the transported goods' center of gravity. Based on the center of gravity offset of the transported goods, combined with the static load distribution ratio, the dynamic impact of the center of gravity offset on the weight share of each tire is analyzed to obtain the load fluctuation of each tire. Based on the load fluctuations of each tire, the amplitude, frequency, and load transfer patterns of different tire load fluctuations are analyzed to obtain the dynamic stress characteristics of the load.

5. The method according to claim 4, characterized in that, Based on the information about the falling rock obstacle and the terrain information of the slope, combined with the tire structure configuration, the instantaneous impact force distribution pattern generated when the tire drives over a falling rock or slope is analyzed to obtain the obstacle impact force characteristics, including: Based on the information on the falling rock obstacle, combined with the information on the slope terrain, the size and shape of the falling rock, the height and slope of the slope are analyzed to obtain the physical properties of the obstacle terrain. Based on the physical properties of the obstacle terrain and the shape of the tread pattern, the contact area and contact angle when the tire comes into contact with falling rocks and slopes are simulated and analyzed to obtain the distribution characteristics of the impact point. Based on the distribution characteristics of the impact points, the contact time and force transmission process of tires at different positions when passing over different obstacles are simulated and analyzed to determine the differences in the instantaneous impact force distribution of tires at different positions and obtain the impact force characteristics of obstacles.

6. The method according to claim 5, characterized in that, The process of spatiotemporally superimposing the dynamic force characteristics of the load with the impact force characteristics of the obstacle to simulate the coupling effect of dynamic load and rockfall / slope impact, and obtaining coupled dynamic force information, includes: Based on the dynamic load fluctuation characteristics, combined with the impact point distribution characteristics and the instantaneous impact force distribution differences, the overlap interval of the loading dynamic force and the obstacle impact force in the time dimension and the correlation of the action position in the spatial dimension are analyzed to obtain the spatiotemporal correlation characteristics of the force. Based on the aforementioned spatiotemporal correlation characteristics of the force, combined with the tire body damping, the superposition effect of dynamic load and obstacle impact force in the same action area of ​​the tire within the same time period is simulated to determine the superposition mode of force and the law of mutual influence of force. Based on the superposition method of the forces and the law of mutual influence of the forces, the magnitude, direction and distribution of the resultant force on the tires at different positions under the coupling action are analyzed to obtain the dynamic force information of the coupling.

7. The method according to claim 6, characterized in that, Based on the basic attribute information of the tire sample and combined with the dynamic orientation force characteristic information, the negative impact generated by simulating the transmission of dynamic forces from the tire to the steel wire bead is obtained, resulting in tire negative performance information, including: Based on the tire body damping and combined with the dynamic orientation force characteristic information, the force flow distribution law when the dynamic force is transmitted from the tire contact surface to the inside of the tire body is analyzed, and the force transmission characteristics inside the tire body are obtained. Based on the internal force transmission characteristics of the tire carcass and the arrangement density of the steel wire rings, the stress concentration points and deformation trends of the steel wire rings under force are analyzed to obtain the stress response characteristics of the steel wire rings. Based on the stress response characteristics of the steel wire ring, the relative displacement and wear degree between the steel wire ring and the surrounding rubber under repeated dynamic forces are analyzed to obtain the interface damage characteristics of the steel wire ring. Based on the interface damage characteristics of the steel wire ring, the cumulative effect of the applied force on the fatigue damage of the steel wire ring is analyzed, the performance decline trend of the steel wire ring is determined, and the negative performance information of the tire is output.

8. The method according to claim 7, characterized in that, Based on the interface damage characteristics of the steel wire ring, the cumulative effect of applied force on the fatigue damage of the steel wire ring is analyzed to determine the performance degradation trend of the steel wire ring and output the negative performance information of the tire, including: Based on the interface damage characteristics of the steel wire ring, the damage manifestations of the steel wire ring under repeated dynamic forces are analyzed, and reversible damage manifestations that can be recovered after the force disappears are distinguished from irreversible damage manifestations that persist. The irreversible damage includes immediate permanent damage caused directly by the applied force and transformative permanent damage formed by the accumulation of reversible damage to a certain extent. Based on the reversible damage behavior, the frequency of reversible damage behavior, the degree of recovery of reversible damage behavior and the influence on the instantaneous performance of the wire coil in multiple force cycles are analyzed to obtain the reversible cumulative characteristics. Based on the reversible accumulation characteristics, the trend of increasing damage degree and range expansion of the wire coil under continuous force and the destructive effect on the basic performance of the wire coil are analyzed, and the characteristic transformation possibility of the reversible accumulation characteristics into irreversible accumulation characteristics is obtained. Based on the potential for feature transformation and the irreversible damage manifestations, the negative impacts of the reversible and irreversible damage manifestations on the overall performance of the steel wire ring are analyzed, the downward trend of the overall performance of the steel wire ring is determined, and the downward trend is output as the negative performance information of the tire.

9. The method according to claim 8, characterized in that, Based on the reversible cumulative characteristics, the analysis of the increasing trend and range of damage to the steel wire coil under continuous force, as well as its destructive effect on the basic properties of the steel wire coil, yields the possibility of the reversible cumulative characteristics transforming into irreversible cumulative characteristics, including: Based on the frequency of occurrence of the reversible damage manifestations and the degree of recovery of the reversible damage manifestations, the residual damage caused by incomplete recovery of the reversible damage manifestations and the mutual influence between residual damages are analyzed to obtain the cumulative effect of residual damage. Based on the cumulative effect of residual damage, combined with the magnitude and direction of the resultant force, the propagation path and rate of increase of residual damage under continuous dynamic force are analyzed to obtain the law of progressive damage propagation. Based on the aforementioned damage progression law and combined with the fatigue limit value of the wire coil, the degree and trend of weakening of the wire coil due to the expansion of the damage range are analyzed to obtain the performance degradation characteristics. Based on the cumulative effect of residual damage and the performance degradation characteristics, the degree of permanent impact on the overall performance of the wire coil is determined. The probability of feature transformation is determined based on the degree of permanent impact, and the degree of permanent impact is positively correlated with the probability of feature transformation.

10. A rubber engineering tire performance evaluation system, characterized in that, The method applied to any one of claims 1-9 includes: The working condition force model module is used to acquire basic attribute information of tire samples, dynamic loading information of mining operations, and mining terrain feature information. Based on the dynamic loading information of mining operations and the mining terrain feature information, combined with the basic attribute information of tire samples, it simulates the influence of forces in different directions on tires at different positions under mining operation conditions, and obtains dynamic directional force feature information. The negative effect simulation module is used to simulate the negative impact of the tire on the process of transmitting the dynamic force to the steel wire ring based on the basic attribute information of the tire sample and the dynamic orientation force characteristic information, so as to obtain the negative performance information of the tire. The performance evaluation module is used to assess the tire's performance over short and long cycles based on the tire's negative performance information, and to determine and output a tire performance evaluation report.

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