Aircraft tire vulcanization simulation method, device, equipment and medium

Abstract

The invention discloses an aircraft tire vulcanization simulation method, device, equipment and medium, and relates to the technical field of tire vulcanization simulation, the method comprises the following steps: dividing the vulcanization reaction of an aircraft tire into a plurality of key modules, and constructing a vulcanization reaction kinetic model, a vulcanization reaction heat generation model and a dynamic thermophysical parameter model based on the key modules; obtaining a to-be-processed tire model and vulcanization reaction parameters; coupling the vulcanization reaction kinetic model, the vulcanization reaction heat generation model and the dynamic thermophysical parameter model, and dynamically simulating the whole vulcanization process of the tire model to be treated according to vulcanization reaction parameters to obtain a simulation result. According to the method, the whole vulcanization dynamic process of the to-be-processed tire model can be more comprehensively and accurately restored, and the accuracy of simulation result determination is greatly improved.

Description

Technical Field

[0001] This application relates to the field of tire vulcanization simulation technology, and in particular to a method, apparatus, equipment and medium for simulating the vulcanization of aircraft tires. Background Technology

[0002] As a critical load-bearing component during aircraft takeoff and landing, aircraft tires must withstand harsh conditions such as extreme load impacts, high-frequency high- and low-temperature cycles, and high-speed friction. Their mechanical properties, structural stability, and service life directly affect aircraft operational safety. The vulcanization process, a key step in aircraft tire manufacturing, directly determines the degree of rubber cross-linking and tire mechanical properties, requiring far greater precision than ordinary tires. These tires have wide cross-sections and large cavity volumes, making them highly susceptible to uneven temperature distribution during vulcanization. Therefore, to improve aircraft tire quality and ensure aircraft operational safety, simulation studies of the aircraft tire vulcanization process are particularly important.

[0003] Currently, relevant technologies employ classical Arrhenius and KS models to simulate the vulcanization process of aircraft tires in order to predict the degree of vulcanization. However, this approach is rather simplistic and one-sided, neglecting the heat generation effect of rubber vulcanization and the dynamic characteristics of material parameters, resulting in low model accuracy and poor simulation accuracy of aircraft tire vulcanization. Summary of the Invention

[0004] The purpose of this application is to provide a method, apparatus, equipment and medium for simulating the vulcanization of aircraft tires, so as to solve the technical problem of poor accuracy in aircraft tire vulcanization simulation.

[0005] To achieve the above objectives, this application provides the following solution: Firstly, this application provides a method for simulating the vulcanization of aircraft tires, including: The vulcanization reaction of aircraft tires is divided into several key modules. Based on these key modules, a vulcanization reaction kinetic model, a vulcanization reaction heat generation model, and a dynamic thermophysical parameter model are constructed. The vulcanization reaction kinetic model is used to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aircraft tires. The vulcanization reaction heat generation model is used to characterize the relationship between the vulcanization rate and the heat generation rate per unit volume during the vulcanization reaction. The dynamic thermophysical parameter model is used to reflect the dynamic changes in the thermophysical properties of the material during the vulcanization process. Obtain the tire model to be processed and the vulcanization reaction parameters; The vulcanization reaction kinetic model, vulcanization reaction heat generation model, and dynamic thermophysical parameter model are coupled together, and the entire vulcanization process of the tire model to be treated is dynamically simulated according to the vulcanization reaction parameters to obtain simulation results.

[0006] Secondly, this application provides an aircraft tire vulcanization simulation device, the device comprising: The model building module is used to divide the vulcanization reaction of aircraft tires into several key modules, and to build a vulcanization reaction kinetic model, a vulcanization reaction heat generation model, and a dynamic thermophysical parameter model based on these key modules. The vulcanization reaction kinetic model is used to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aircraft tires; the vulcanization reaction heat generation model is used to characterize the relationship between the vulcanization rate and the heat generation rate per unit volume during the vulcanization reaction; and the dynamic thermophysical parameter model is used to reflect the dynamic changes in the thermophysical properties of the material during the vulcanization process. The acquisition module is used to acquire the tire model to be processed and the vulcanization reaction parameters; the vulcanization reaction parameters include boundary conditions and material parameters. The simulation module is used to couple the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical parameter model, and to perform dynamic simulation of the entire vulcanization process of the tire model to be processed according to the vulcanization reaction parameters, so as to obtain simulation results.

[0007] Thirdly, this application provides a computer device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the aircraft tire vulcanization simulation method described in any one of the above.

[0008] Fourthly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the aircraft tire vulcanization simulation method described above.

[0009] According to the specific embodiments provided in this application, the following technical effects are disclosed: This application provides a method, apparatus, equipment, and medium for simulating the vulcanization of aircraft tires. The method includes: dividing the vulcanization reaction of aircraft tires into multiple key modules; constructing a vulcanization reaction kinetic model, a vulcanization reaction heat generation model, and a dynamic thermophysical parameter model based on the key modules; the vulcanization reaction kinetic model is used to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aircraft tires; the vulcanization reaction heat generation model is used to characterize the relationship between the vulcanization rate and the heat generation rate per unit volume during the vulcanization reaction; the dynamic thermophysical parameter model is used to reflect the dynamic changes in the thermophysical properties of materials during the vulcanization process; acquiring the tire model to be processed and the vulcanization reaction parameters; coupling the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical parameter model; and performing dynamic simulation of the entire vulcanization process of the tire model to be processed according to the vulcanization reaction parameters to obtain simulation results.

[0010] Compared with existing technologies, this solution divides the vulcanization reaction into multiple key modules. Based on these key modules, a vulcanization reaction kinetic model is constructed to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aviation tires. This model comprehensively considers the heat generation effect of vulcanization and the dynamic characteristics of material parameters. By constructing a heat generation model for the vulcanization reaction, the correlation between the vulcanization rate and the heat generation rate per unit volume is quantified, avoiding the temperature field calculation deviation caused by the lack of consideration of heat generation in traditional technologies. Furthermore, by constructing a dynamic thermophysical parameter model, the dynamic changes of the material's thermophysical properties during vulcanization are reflected, solving the problem that traditional models using fixed material parameters cannot adapt to the evolution of material properties during the vulcanization process. This improves the model's adaptability to actual working conditions, thereby increasing the model's accuracy. Finally, based on the coupled processing of multiple models and combined with vulcanization reaction parameters, the vulcanization process of the tire model under test is dynamically simulated. This enables the coordinated analysis of the temperature field, degree of vulcanization field, and material properties during vulcanization, thus more comprehensively and accurately reproducing the entire dynamic vulcanization process of the tire model under test. This greatly improves the accuracy of the simulation results and provides more reliable digital support for the optimization and quality control of aviation tire vulcanization processes. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a schematic diagram of the application environment of an aircraft tire vulcanization simulation method according to an embodiment of this application; Figure 2 A flowchart illustrating an embodiment of the aircraft tire vulcanization simulation method provided in this application; Figure 3 A flowchart illustrating a method for dynamically simulating the entire vulcanization process of a tire model to be processed, provided in an embodiment of this application. Figure 4 A flowchart illustrating a method for dynamically simulating the entire vulcanization process of a tire model to be processed, provided in another embodiment of this application; Figure 5 This is a schematic diagram of torque-time curves for rubber vulcanization at different temperatures, provided in an embodiment of this application. Figure 6 This is a schematic diagram of the degree of vulcanization-time curves of rubber vulcanization at different temperatures provided in an embodiment of this application; Figure 7A comparison chart of the vulcanization curves of the model in this paper at different temperatures, the vulcanization curves of existing models, and the experimentally measured vulcanization curves provided for an embodiment of this application; Figure 8 A comparison chart of simulated and experimentally measured temperatures of a rubber block provided in an embodiment of this application; Figure 9 Temperature and degree of vulcanization cloud diagrams corresponding to typical moments of the vulcanization and post-vulcanization processes of a rubber block provided in an embodiment of this application; Figure 10 A functional module diagram of an aircraft tire vulcanization simulation device provided in this application embodiment; Figure 11 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0013] 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 embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0014] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0015] One approach in related technologies is to determine suitable vulcanization conditions based on experiments and experience. However, this method requires significant time and manpower, limiting the optimization and upgrading of aircraft tires. Another approach is to simulate the vulcanization process using computer simulation methods, including employing classic Arrhenius and KS models to simulate the vulcanization process of aircraft tires and predict the degree of vulcanization. However, this approach is somewhat simplistic and one-sided, neglecting the heat generation effect of rubber vulcanization and the dynamic characteristics of material parameters, resulting in low model accuracy and poor simulation accuracy for aircraft tire vulcanization.

[0016] Based on the above-mentioned shortcomings, this application provides a simulation method for the vulcanization of aircraft tires. Compared with existing technologies, this solution divides the vulcanization reaction into multiple key modules. Based on these modules, a vulcanization reaction kinetic model is constructed to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aviation tires. This model comprehensively considers the heat generation effect of vulcanization and the dynamic characteristics of material parameters. By constructing a heat generation model for the vulcanization reaction, the correlation between the vulcanization rate and the heat generation rate per unit volume is quantified, avoiding temperature field calculation errors caused by the lack of consideration of heat generation in traditional technologies. Furthermore, a dynamic thermophysical parameter model is constructed to reflect the dynamic changes in the thermophysical properties of materials during vulcanization, solving the problem that traditional models using fixed material parameters cannot adapt to the evolution of material properties during the vulcanization process. This improves the model's adaptability to actual working conditions, thereby increasing the model's accuracy. Finally, based on the coupled processing of multiple models and combined with vulcanization reaction parameters, the vulcanization process of the tire model under test is dynamically simulated. This enables the coordinated analysis of the temperature field, degree of vulcanization field, and material properties during vulcanization, thus more comprehensively and accurately reproducing the entire dynamic vulcanization process of the tire model under test. This significantly improves the accuracy of the simulation results and provides more reliable digital support for the optimization and quality control of aviation tire vulcanization processes.

[0017] The embodiment of this application provides a simulation method for the vulcanization of aircraft tires, which can be applied to, for example... Figure 1 The application environment of the aviation tire vulcanization simulation method is shown. This environment includes a terminal 102, a server 104, and a data storage system. The terminal 102 communicates with the server 104 via a network. The data storage system stores the tire model to be processed and vulcanization reaction parameters acquired by the server 104. The data storage system can be set up independently, integrated into the server 104, or placed in the cloud or on another server. The terminal 102 can send the acquired tire model to be processed and vulcanization reaction parameters to the server 104. After receiving the tire model and vulcanization reaction parameters, the server 104 performs dynamic simulation of the vulcanization process of the tire model through multiple model coupling processing to obtain simulation results. Furthermore, in some embodiments, the aviation tire vulcanization simulation method can also be implemented independently by the server 104 or the terminal 102. For example, the terminal 102 can directly perform dynamic simulation of the vulcanization process of the tire model through multiple model coupling processing to obtain simulation results.

[0018] The terminal 102 can be, but is not limited to, various desktop computers, laptops, smartphones, tablets, IoT devices, and portable wearable devices. IoT devices can include smart speakers, smart TVs, smart air conditioners, and smart in-vehicle devices. Portable wearable devices can include smartwatches, smart bracelets, and head-mounted devices. The server 104 can be implemented using a standalone server or a server cluster composed of multiple servers, or it can be a cloud server.

[0019] In one exemplary embodiment, such as Figure 2 As shown, a method for simulating the vulcanization of aircraft tires is provided. This method is executed by computer equipment, specifically by a terminal or server alone, or by both a terminal and a server. In this embodiment, the method is applied to... Figure 1 Taking server 104 as an example, the explanation includes the following steps S201 to S203. Wherein: Step S201: The vulcanization reaction of aircraft tires is divided into several key modules. Based on these key modules, a vulcanization reaction kinetic model, a vulcanization reaction heat generation model, and a dynamic thermophysical parameter model are constructed. The vulcanization reaction kinetic model is used to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aircraft tires. The vulcanization reaction heat generation model is used to characterize the relationship between the vulcanization rate and the heat generation rate per unit volume during the vulcanization reaction. The dynamic thermophysical parameter model is used to reflect the dynamic changes in the thermophysical properties of the material during the vulcanization process.

[0020] It should be noted that the aforementioned aircraft tire vulcanization is a crucial manufacturing process where the formed tire blank is placed in a specialized vulcanization mold and held at a specific temperature and pressure for a certain period of time, causing the rubber molecules in the tire blank to undergo a cross-linking reaction to form a three-dimensional network structure. The tire blank can be composed of rubber, reinforcing materials, and other composites. Vulcanization is a complex cross-linking reaction between sulfur and the rubber molecular chains in the aircraft tire. In the simulation of the aircraft tire vulcanization process, it is necessary to establish an isothermal vulcanization reaction kinetic model to determine the relationship between temperature, time, and degree of vulcanization. One of the important influencing factors of the vulcanization reaction is temperature, and the vulcanization reaction is accompanied by exothermic phenomena. In order to accurately simulate the vulcanization temperature field, a vulcanization heat generation model needs to be established. Furthermore, the simulation of the temperature field also requires determining the thermal properties of the material. These thermal properties change with the degree of vulcanization and temperature. Therefore, a dynamic thermal property parameter model of the material needs to be established to comprehensively consider the material characteristics and thus ensure the accuracy of the temperature field simulation. Thermal properties include thermal conductivity or specific heat capacity.

[0021] Specifically, the vulcanization process of aircraft tires is not a simple chemical cross-linking reaction, but a coupled system involving the interaction of three core processes: chemical cross-linking, heat transfer, and material property evolution. Based on the physicochemical nature of the vulcanization process, the vulcanization reaction of aircraft tires can be divided into several key modules, such as the chemical cross-linking reaction module, the reaction heat generation module, and the material thermophysical property evolution module. For the chemical cross-linking reaction module, the key is the cross-linking process of rubber molecules, which determines the spatiotemporal distribution of the degree of vulcanization. For the reaction heat generation module, since the vulcanization cross-linking reaction is exothermic, the released heat changes the internal temperature field of the tire, thus inversely affecting the cross-linking reaction rate. For the material thermophysical property evolution module, in the process of rubber transforming from an unvulcanized viscoelastic to a fully vulcanized elastomer, thermophysical parameters such as thermal conductivity and specific heat capacity change nonlinearly with the degree of vulcanization and temperature, directly affecting the efficiency of heat transfer. The aforementioned vulcanization process includes the induction period, the positive vulcanization period, and the over-vulcanization period.

[0022] In this step, the vulcanization reaction of aircraft tires is divided into multiple key modules, which can accurately capture the coupling relationship between chemistry, heat and materials in the vulcanization process. Each module corresponds to a core physicochemical process, providing a clear physical boundary for subsequent model construction.

[0023] After dividing the key modules into chemical cross-linking reaction module, reaction heat generation module, and material thermophysical property evolution module, basic sub-modules are constructed based on the chemical cross-linking reaction module, reaction heat generation module, and material thermophysical property evolution module. These basic sub-modules include: sulfurization reaction kinetic model, sulfurization reaction heat generation model, and dynamic thermophysical property parameter model.

[0024] In one embodiment, the above-mentioned kinetic model of the sulfurization reaction is represented by the following expression: ; ; in, This indicates the degree of sulfidation at the end of the induction period. Indicates the current degree of sulfidation. Indicates the current time step. and This represents the vulcanization correction parameter, which is a function of temperature; Represents the sulfidation rate constant. Indicates the isothermal vulcanization induction time; Here, E represents the frequency factor, R represents the activation energy of the reaction, and T represents the ideal gas constant.

[0025] It is understandable that the above-mentioned vulcanization rate constant is temperature-dependent. Equal to the normal vulcanization time, used to characterize the rate of normal vulcanization; isothermal vulcanization induction time is temperature-dependent. In this formula, This is the isothermal vulcanization induction time. and The material parameters were obtained by fitting experimental data. In this kinetic model of the vulcanization reaction, the parameters were determined through... The degree of sulfidation at the end of the induction period indicates the initial degree of sulfidation at the start of positive sulfidation. The isothermal sulfidation induction time is used to determine the start of positive sulfidation. and This represents the vulcanization correction parameter, used to correct for temperature deviations.

[0026] In constructing the vulcanization reaction kinetic model, a vulcanizer was used to test the vulcanization kinetic response of the tread rubber at different temperatures, obtaining experimental data. Model parameters were then fitted based on this data to construct the vulcanization reaction kinetic model. Next, theoretical vulcanization curves at different temperatures were calculated based on the vulcanization reaction kinetic model. These curves were then compared with experimentally measured curves and existing model curves to verify the accuracy of the model. When the accuracy met preset conditions, the model was considered a vulcanization reaction kinetic model.

[0027] In this embodiment, the core of aircraft tire vulcanization is the cross-linking reaction of rubber molecules. This reaction is divided into an induction period, a positive vulcanization period, and a post-vulcanization period. Due to the thick-walled structure of the tire, heat conduction is delayed, resulting in a non-isothermal state inside, with significant differences in reaction rate and initiation time between the surface and the interior. The traditional Arrhenius model only describes the relationship between reaction rate and temperature, and the KS model is suitable for isothermal vulcanization; neither can adapt to the non-isothermal and thick-walled characteristics of aircraft tires. The vulcanization reaction kinetic model constructed in this embodiment can not only quantify the change of vulcanization degree over time under isothermal conditions, but also adapt to the determination of the vulcanization induction period under non-isothermal conditions, ultimately accurately reflecting the spatiotemporal distribution of vulcanization degree across the entire aircraft tire.

[0028] Specifically, firstly, a correlation between the degree of vulcanization and time under isothermal conditions is established, and a sub-model relating parameters to temperature is also created. Then, the key parameters of the model are fitted experimentally. These key parameters, for example, are the material parameters of rubber used in aircraft tires, which can be understood as inherent property parameters. Specifically, high-modulus rubber commonly used in aircraft tires is selected, and vulcanization degree-time curves at different temperatures are tested using a vulcanizer. These different temperatures may include, for example, 140℃, 155℃, and 170℃. Key data such as the induction period duration, degree of vulcanization at different times, and positive vulcanization time at each temperature are extracted from the experimental curves. Then, these key data are substituted into the preset model formula, and the optimal values ​​of the material parameters are obtained through nonlinear regression fitting. The functional relationship between the material parameters and temperature is determined, thus obtaining the basic model. After completing the basic model construction, targeted optimization is needed based on the actual vulcanization conditions of aviation tires. The influence of mold pressure can be considered, and the model can be adapted to multi-layered composite structures. Specifically, the mold pressure during aviation tire vulcanization can reach tens of MPa, accelerating the cross-linking reaction of the rubber compound. A pressure correction factor can be introduced into the formula for the vulcanization rate constant k to quantify the effect of pressure on the reaction rate. Aviation tires are composed of multiple layers of materials such as rubber, cord, and steel wire, with different rubber formulations in different parts. Parameters need to be fitted separately for the tread, sidewall, and carcass. Over-vulcanization correction is also introduced. Considering the characteristic of cross-link bond breakage during over-vulcanization, an over-vulcanization attenuation term can be added to the model, enabling it to fully characterize the entire cycle of induction-positive vulcanization-over-vulcanization, thus obtaining the corresponding model. Then, based on the vulcanization reaction kinetic model, theoretical vulcanization curves at different temperatures are calculated. These curves are compared with experimentally measured curves and existing model curves. Parameters are adjusted until the model prediction error is below a preset threshold, thus constructing the vulcanization reaction kinetic model. The preset threshold can be customized according to actual needs, for example, 3%, to ensure the model's adaptability to aviation tire-specific rubber.

[0029] The vulcanization reaction kinetic model provided in this embodiment is used to establish the quantitative relationship between temperature, time and vulcanization degree. This model breaks through the limitation of the traditional KS model, which is only applicable to isothermal shallow vulcanization. It introduces variables such as the vulcanization degree at the end of the induction period and vulcanization correction parameters. Combined with the calculation of non-isothermal induction time parameters, it can accurately describe the non-isothermal crosslinking process under the thick wall structure of aircraft tires, and solves the problem of large prediction deviation of vulcanization degree of thick wall tires by the traditional model.

[0030] In another embodiment, for thick rubber products such as aircraft tires, the vulcanization process is non-isothermal vulcanization, and the start time of the vulcanization reaction cannot be directly determined using the isothermal vulcanization induction time. Therefore, it is necessary to define a non-isothermal induction time parameter. The accumulation effect of non-isothermal vulcanization is represented by an integral to determine the onset time of the vulcanization reaction during the non-isothermal vulcanization process. This non-isothermal induction time parameter... It can be represented by the following expression: ; in, The isothermal vulcanization induction time is T, where T is the temperature. This indicates the current time step. When the non-isothermal induction time parameter is 1, it signifies the end of the sulfurization induction period, at which point the upper limit time of the integral formula is reached. The duration of the vulcanization induction period is the time when positive vulcanization begins; when the non-isothermal induction time parameter is not 1, it indicates that the vulcanization induction period has not ended.

[0031] This embodiment introduces a non-isothermal induction time parameter, which enables more precise quantification of the specific non-isothermal vulcanization process of aircraft tires, allowing for accurate determination of whether the vulcanization process has commenced. It clarifies the initiation point of the vulcanization reaction under non-isothermal conditions, solving the problem of difficulty in determining the start time of the vulcanization reaction in thick-walled aircraft tires, and providing a time boundary basis for subsequent dynamic simulations.

[0032] Furthermore, heat generation in rubber is a byproduct of the vulcanization reaction and is positively correlated with the degree of vulcanization, increasing with increasing vulcanization degree. Therefore, the heat generation rate exhibits a constrained relationship with the degree of vulcanization. In this application, a vulcanization reaction heat generation model is constructed by correlating the heat generation rate with the vulcanization rate and the heat generated during complete vulcanization. The expression for this vulcanization reaction heat generation model can be represented by the following formula: ; in, Indicates the vulcanization rate, This indicates the heat generated by sulfidation. This indicates the rate of heat generation per unit volume of rubber.

[0033] It should be noted that the vulcanization reaction heat generation model is used to establish a linear relationship between the vulcanization rate and the heat generation rate per unit volume. This model converts the rate of chemical cross-linking into the intensity of heat release, making up for the shortcomings of traditional models that only consider heat transfer from the mold and ignore the internal heat generation of the reaction. It can comprehensively consider the factors that the heat generation of the internal vulcanization reaction in the thick-walled structure of aircraft tires will change the local temperature field, thus more comprehensively considering the influence of the external heat source mold and the internal heat source reaction, and further improving the accuracy of the simulation.

[0034] In one embodiment, since the thermophysical properties of rubber change with temperature and degree of vulcanization during vulcanization, these thermophysical properties include thermal conductivity and specific heat capacity. Therefore, it is necessary to define thermal conductivity and specific heat capacity as functions of temperature and degree of vulcanization, expressed by the following expressions: ; in, This indicates the thermal conductivity of uncured and fully cured rubber. This indicates the specific heat capacity of uncured and fully cured rubber. Indicates the current degree of sulfidation. The coefficient of thermal conductivity or specific heat capacity is given by T, where T represents temperature. The thermal conductivity of vulcanized and fully vulcanized rubber described above can be expressed by the following expression: ; in, , , , The parameters of uncured and fully cured rubber materials are obtained by fitting data from thermal conductivity and specific heat experiments. The thermal conductivity of the tread compound and the vulcanized rubber are measured by the hot wire method, and the specific heat capacity of the tread compound and the vulcanized rubber is measured by the DSC continuous temperature scanning method. The experimental data are fitted using the above formulas to obtain the material parameters and create a dynamic thermophysical parameter model.

[0035] Understandably, for the key thermophysical parameter of thermal conductivity, the hot wire method can be used to measure the thermal conductivity of tread rubber compound (uncured state) and vulcanized rubber (fully vulcanized state) separately. This method uses a hot wire as a heat source and temperature measuring element. By recording the temperature change of the hot wire in the sample and combining it with the theory of heat conduction, the thermal conductivity of the rubber at different temperatures can be calculated, which can accurately reflect the difference in thermal conductivity of the rubber before and after vulcanization. For the specific heat capacity parameter, the DSC continuous temperature scanning method (differential scanning calorimetry) is used. By comparing the heat flow difference between the sample and the reference material during the continuous heating process, the specific heat capacity of uncured and fully vulcanized tread rubber at different temperatures can be quantitatively determined. This method has both high sensitivity and a wide temperature range, which is suitable for the temperature range characteristics of aircraft tire vulcanization.

[0036] Subsequently, the thermal conductivity and specific heat capacity data measured at different temperatures were substituted into the correlation formula between the thermal properties of uncured and fully cured rubber and temperature in the dynamic thermophysical parameter model. The material parameters in the formula were determined by linear fitting, and these fitted material parameters were integrated into the dynamic thermophysical parameter model. This enabled the model to calculate the thermal conductivity and specific heat capacity of rubber in real time based on changes in temperature and degree of curing. This solved the problem that the fixed thermophysical parameters used in traditional simulations did not match the actual curing process, and significantly improved the accuracy of temperature field simulation.

[0037] In this embodiment, by constructing a dynamic thermophysical parameter model, the dynamic characteristics of rubber material parameters can be comprehensively considered to ensure the accuracy of temperature field simulation, thereby making the simulation results of aircraft tires more accurate.

[0038] After constructing the vulcanization reaction kinetic model, vulcanization reaction heat generation model, and dynamic thermophysical parameter model, the above models can be programmed using FORTRAN language to calculate the degree of vulcanization, heat generation, and dynamic thermophysical parameters. Furthermore, by writing the UMATHT subroutine, each model can be associated with the ABAQUS finite element analysis software, facilitating the simulation analysis of the vulcanization process of the tire model under treatment using the finite element analysis software, thereby realizing the simulation calculation of the vulcanization reaction of aircraft tires.

[0039] Step S202: Obtain the tire model to be processed and the vulcanization reaction parameters.

[0040] It should be noted that the above-mentioned tire model to be processed is a model that requires simulation processing of the vulcanization process. The above-mentioned tire model to be processed can be obtained by processing the specific parameters of the physical tire model through modeling software.

[0041] Specifically, the process involves acquiring the design drawings of the tire model to be processed, extracting the dimensional parameters and structural features of various parts such as the tread, sidewall, and bead from the design drawings, and then using modeling software to construct a three-dimensional geometric model of the tire based on the dimensional parameters and structural features. This model is then transformed into a numerical model suitable for finite element simulation through steps such as mesh generation and preliminary assignment of material properties. For example, a rubber block or tire solid model can be imported into ABAQUS. Additionally, models of supporting components such as molds and bladders can be added and assembled according to the specifications of the actual vulcanizing mold to recreate the real vulcanizing contact environment. The modeling software can be CAD software.

[0042] The aforementioned vulcanization reaction parameters include boundary conditions and material parameters; the boundary conditions include temperature boundary conditions, initial temperature, and pressure boundary conditions. Optionally, these vulcanization reaction parameters can be obtained from external devices, imported from a blockchain or database, or obtained through real-time experimental processing. This embodiment does not impose any limitations on the method of obtaining the vulcanization reaction parameters.

[0043] The material parameters in the aforementioned vulcanization reaction parameters can be obtained experimentally, including those measured using a rotorless vulcanizer, or those related to thermal conductivity and specific heat capacity measured by hot-wire method and DSC continuous temperature scanning method, as well as the total heat generated by the rubber from complete unvulcanization to complete vulcanization measured by differential scanning calorimetry. The vulcanization reaction parameters can also include process parameters determined based on the actual production process, such as vulcanization temperature, vulcanization time, and mold pressure. They can also include the vulcanization rate constant k obtained by fitting the Arrhenius equation, and the correlation parameters between isothermal vulcanization induction time and temperature, including the frequency factor A and the activation energy E. All parameters need to be verified and corrected for accuracy before being organized according to the input format of the simulation model to provide accurate data support for subsequent multi-model coupled simulations. The vulcanization temperature can be 140℃-180℃.

[0044] In this embodiment, by acquiring the tire model to be processed and the vulcanization reaction parameters, more comprehensive data guidance information can be provided for the subsequent vulcanization process simulation, making it easier to carry out the simulation according to the parameters and improving the accuracy of the vulcanization simulation.

[0045] Step S203: Couple the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical parameter model, and perform dynamic simulation of the entire vulcanization process of the tire model to be treated according to the vulcanization reaction parameters to obtain the simulation results.

[0046] After obtaining the tire model to be processed and the vulcanization reaction parameters, the tire model to be processed can be imported into the simulation system, and process parameters such as vulcanization temperature and time can be set. Then, the subroutine is run to complete the vulcanization simulation, thereby obtaining the simulation results. The simulation results can include: temperature and vulcanization degree distribution cloud maps at different times.

[0047] In one embodiment, a coupling process is also provided for the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical parameter model. The entire vulcanization process of the tire model under test is dynamically simulated according to the vulcanization reaction parameters to obtain the simulation results. For details on the specific implementation method, please refer to [link to relevant documentation]. Figure 3 As shown, the method includes: The specified operation is executed repeatedly until the temperature field simulation of all time steps of the entire vulcanization process of the tire model to be processed is completed, and the simulation results are obtained.

[0048] The specified operations mentioned above include: Step S301: Read the temperature field at the current time step.

[0049] Step S302: Based on the temperature field and material parameters of the current time step, calculate the isothermal vulcanization induction time of the tire model to be processed under the temperature field of the current time step.

[0050] Step S303: Calculate the non-isothermal induction time parameters based on the isothermal vulcanization induction time; Step S304: Based on the non-isothermal induction time parameter, the temperature field of the next time step is obtained by coupling calculation through the kinetic model of sulfidation reaction, the heat generation model of sulfidation reaction, and the dynamic thermophysical parameter model.

[0051] Step S305: Determine whether the temperature field of the next time step is the temperature field of the last time step of the entire vulcanization process of the tire model to be processed.

[0052] In step S306, when the temperature field is in the last time step, the control does not enter the next specified operation, and the simulation results are obtained.

[0053] When the temperature field is not the last time step, control proceeds to the next specified operation.

[0054] Among them, the isothermal vulcanization induction time is used to characterize the start time of the vulcanization reaction; when the specified operation is executed for the first time, the temperature field of the current time step is the initial temperature field; when the specified operation is not executed for the first time, the temperature field of the current time step is the temperature field of the next time step obtained when the specified operation was executed before; the temperature field of the initial time step is obtained by simulation based on the boundary conditions.

[0055] After obtaining the vulcanization reaction kinetic model, vulcanization reaction heat generation model, and dynamic thermophysical parameter model, the dynamic simulation of the vulcanization process of aircraft tires is realized through iterative calculation. The system can determine in real time whether the vulcanization reaction has started and determine the temperature field of the next time step based on the start result, thereby obtaining the simulation results.

[0056] In determining the temperature field for the next time step, the initiation of the sulfidation reaction is determined based on the non-isothermal induction time parameter. When the sulfidation reaction has started, the temperature field for the next time step is obtained through coupled calculations using the sulfidation reaction kinetic model, the sulfidation reaction heat generation model, and the dynamic thermophysical parameter model. When the sulfidation reaction has not started, the current degree of sulfidation is determined to be the degree of sulfidation at the end of the induction period, and the heat generation rate per unit volume is 0. Based on the temperature field and the current degree of sulfidation at the current time step, the thermophysical parameters are updated, and the updated thermophysical parameters and heat generation rate are substituted into the heat transfer governing equations to obtain the temperature field for the next time step. The thermophysical parameters include: specific heat capacity and thermal conductivity.

[0057] Specifically, please see Figure 4 As shown, firstly, based on boundary conditions such as mold temperature and environmental conditions, the initial temperature field of tire rubber is simulated using finite element methods; then, the temperature field at the current time step is read, and based on the temperature field at the current time step, the non-isothermal induction time parameters are calculated, and it is determined whether the vulcanization reaction has started.

[0058] Specifically, after reading the temperature field at the current time step, based on the temperature field and material parameters at the current time step, through... Calculate the isothermal vulcanization induction time, and then calculate the non-isothermal induction time parameters based on the isothermal vulcanization induction time and temperature field; when the non-isothermal induction time parameters... A value greater than or equal to 1 indicates that the vulcanization reaction has started, and the isothermal induction time parameter... A value less than 1 indicates that the sulfidation reaction has not started.

[0059] As one possible approach, when the vulcanization reaction has not started (i.e., vulcanization has not begun), the heat generation rate per unit volume of rubber is determined to be 0, the current degree of vulcanization remains at its initial value (i.e., the current degree of vulcanization is the degree of vulcanization at the end of the induction period), and the specific heat capacity and thermophysical property parameters are updated. Then, the updated specific heat capacity, thermophysical property parameters, and heat generation rate are substituted into the preset heat conduction control equation. By combining the initial temperature field and boundary conditions, the equation is solved using the finite element numerical method to obtain the temperature field of the next time step.

[0060] As another possible approach, when the vulcanization reaction has started, in the process of obtaining the temperature field for the next time step through coupled calculations using the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical property parameter model, the following steps can be taken: First, based on the temperature field of the current time step, the current degree of vulcanization and vulcanization rate are calculated using the vulcanization reaction kinetic model. Second, based on the current degree of vulcanization and vulcanization rate, the heat generation rate per unit volume of the tire model to be processed is calculated using the vulcanization reaction heat generation model. Third, based on the current degree of vulcanization and the temperature field of the current time step, the thermophysical property parameters are updated using the dynamic material thermophysical property parameter model. Finally, the updated thermophysical property parameters and heat generation rate are substituted into the heat transfer governing equations to obtain the temperature field for the next time step.

[0061] When the vulcanization reaction has started, the vulcanization correction parameters n and k are calculated based on the temperature field, frequency factor A, and activation energy E at the current time step. The rate constant and correction coefficient of the vulcanization reaction are determined. Based on the vulcanization correction parameters, the current degree of vulcanization is calculated using an isothermal vulcanization reaction kinetic model. Then, based on the current degree of vulcanization and vulcanization rate, the heat generation rate per unit volume of the tire model to be treated is calculated using a vulcanization reaction heat generation model to quantify the exothermic reaction intensity. Finally, based on the current degree of vulcanization and the temperature field at the current time step, the thermal property parameters are updated using a dynamic material thermal property parameter model to update the material's thermophysical properties. The updated thermophysical parameters and heat generation rate are then substituted into the heat conduction control equation to obtain the temperature field of the next time step, thus completing the temperature field calculation for the next time step. It is then determined whether the temperature field of the next time step is the temperature field of the last time step of the entire vulcanization process of the tire model to be processed. If it is not the temperature field of the last time step, the next specified operation is executed, that is, the next cycle is entered. If it is the temperature field of the last time step, the next specified operation is not executed, until the temperature field simulation of all time steps of the entire vulcanization process of the tire model to be processed is completed, thus obtaining the simulation results.

[0062] The simulation results can include dynamic distribution data of the temperature field and vulcanization degree field across the entire cross-section of the tire model from the tread to the bead, enabling a visual simulation of the vulcanization process. Furthermore, the simulation results can be used to inversely optimize process parameters such as vulcanization temperature, pressure, and time. Additionally, this embodiment can dynamically adjust the heat transfer coefficient between the tire and the mold to conform to actual conditions.

[0063] In this embodiment, to address the technical challenge of existing models having poor accuracy and being unable to accurately describe the "slow early response and significant post-curing effect" during the vulcanization process of thick-walled aircraft tires, a third-order coupled simulation system is proposed. This is achieved by improving the vulcanization reaction kinetic model and incorporating the degree of vulcanization at the end of the induction period. As a boundary degree of vulcanization to describe the early vulcanization state, and adding temperature change parameters to improve the model's response accuracy to temperature, the improved vulcanization curve prediction error is less than 3%, with a minimum error of less than 1%. Furthermore, a dynamic material thermophysical parameter model is introduced, whose thermal conductivity and specific heat capacity are nonlinear time-varying functions of vulcanization degree and temperature, quantifying the heat accumulation effect of thick-walled structures. Through a multi-field coupled heat generation simulation system, the heat conduction equation is solved, and the temperature field of the next time step is iteratively optimized. Through the vulcanization reaction kinetic equation and the vulcanization reaction heat generation model, coupled calculation of vulcanization-heat generation-heat transfer is achieved, thus breaking through the limitations of traditional models in simulating the thick vulcanization effect. Through iterative algorithms of dynamic material properties, accurate prediction of the temperature and vulcanization gradient of the entire cross-section from the tire crown to the tire bead is achieved. Compared with the classic Arrhenius model and KS model, the calculation accuracy of temperature and vulcanization degree in thick-walled regions is improved. It is also possible to perform reverse optimization of process parameters based on simulation results, filling the technical gap in the field of aviation tire vulcanization simulation. It is suitable for vulcanization process optimization and defect prediction in tire manufacturing.

[0064] For example, natural rubber material is used as the research object, and the vulcanization simulation method provided in this application is used to perform vulcanization simulation processing on the research object. First, a 120 120 A 40mm rubber block is imported into ABAQUS finite element software and assembled. Analysis steps can be set in the software; for example, analysis step 1 can be set to vulcanize at 155℃ for 4000s, and analysis step 2 can be set to vulcanize at 10℃ for 1000s. A pre-written subroutine performs vulcanization simulation calculations on the rubber block, resulting in temperature and vulcanization degree distribution cloud maps. These cloud maps can display the changes in temperature and vulcanization degree of the rubber block at various points during the vulcanization process.

[0065] Please see Figure 5 As shown, Figure 5 This diagram illustrates the torque-time curves of rubber vulcanization at different temperatures, as provided in the embodiments of this application. The vertical axis represents the torque corresponding to vulcanization intensity, and the horizontal axis represents vulcanization time. Measured using a rotorless vulcanizer, the three curves correspond to vulcanization temperatures of 133℃, 143℃, and 153℃, respectively. Initially, the torque is low and stable (induction period), with the induction period shortening as the temperature increases. In the middle stage, the torque rises rapidly (positive vulcanization period), with the rate of increase accelerating as the temperature rises. In the later stage, the torque tends to stabilize (vulcanization plateau period), and the final vulcanization intensity becomes nearly uniform. These curves visually demonstrate the accelerating effect of temperature on the initiation time and rate of the vulcanization reaction, serving as the core experimental basis for fitting parameters such as induction time and vulcanization rate constant in the vulcanization reaction kinetic model. Please refer to... Figure 6 As shown, Figure 6This diagram illustrates the degree of vulcanization-time curves of rubber vulcanization at different temperatures, as provided in the embodiments of this application. The vertical axis represents the degree of vulcanization, and the horizontal axis represents the vulcanization time. The three curves correspond to three vulcanization temperatures: 133℃, 143℃, and 153℃. In the initial stage (0-1000s), the degree of vulcanization is close to 0 (induction period), and the higher the temperature, the shorter the induction period. In the middle stage, the degree of vulcanization rises rapidly (positive vulcanization period), and the higher the temperature, the faster the rate of increase. In the later stage, the degree of vulcanization approaches 1 (vulcanization complete). This diagram intuitively quantifies the accelerating effect of temperature on the vulcanization process and is the core experimental data for fitting the parameters of the vulcanization reaction kinetic model and verifying the accuracy of the model.

[0066] Please see Figure 7 As shown, Figure 7 The accompanying diagrams provide a comparison of the vulcanization curves of the model presented in this application with those of existing models and experimentally measured vulcanization curves at different temperatures. The temperatures in the three diagrams correspond to vulcanization temperatures of 133℃, 143℃, and 153℃, respectively. The vulcanization process of a rubber block was simulated using the scheme of this application, and measurements were taken experimentally to obtain a comparison diagram of the rubber block's temperature with the experimentally measured temperature. Please refer to [link to relevant documentation]. Figure 8 As shown, Figure 8 A comparison chart of simulated and experimentally measured temperatures of the rubber block provided in the embodiments of this application.

[0067] Based on the ABAQUS finite element simulation software, the temperature and degree of vulcanization of the rubber block were calculated using a vulcanization kinetic model. (See [link to ABAQUS finite element simulation software]). Figure 9 As shown, Figure 9 Temperature and sulphurity cloud maps corresponding to typical moments of the vulcanization process (0-4000s) and post-vulcanization process (4000s-5000s) provided in the embodiments of this application.

[0068] At 1000s, the surface temperature of the rubber block is close to the mold temperature (155℃), but the temperature at the center of the ball is only 76.38℃. The overall temperature and degree of vulcanization of the rubber mold are extremely low. At this time, the entire rubber block is still in an unvulcanized state. The principle behind this is that rubber is a poor conductor of heat, and heat conduction is slow inside a thick block. The center temperature is much lower than the vulcanization activation temperature, which is usually ≥100℃, resulting in the crosslinking reaction hardly starting.

[0069] At 2000s, the core temperature of the rubber block rose to 118.54℃, and the surface vulcanization degree reached 96%, but the vulcanization degree of most internal areas was less than 9%. The principle is that the surface layer reaches the vulcanization activation temperature first, and the cross-linking reaction proceeds rapidly; the reaction only starts when the core temperature just exceeds the activation threshold. At 3000s, the core temperature of the rubber block was 137.17℃, and the outer layer of the rubber block could be considered fully vulcanized, while the vulcanization degree at the very center was still 9%. From the surface to the center, the vulcanization degree showed a decreasing trend. At 4000s, the core temperature of the rubber block was 145.78℃, and the core vulcanization degree was 70%. At this point, most of the entire rubber block was fully vulcanized, and the vulcanization stage ended. The rubber block began to cool down and entered the post-vulcanization stage. The principle is that long-term heat conduction raises the core temperature to the peak vulcanization range, accelerating the cross-linking reaction rate; however, due to the thermal inertia of the thick block, the core is still not fully vulcanized. At 5000s, the outer surface temperature of the rubber block is 107.27℃ and the center temperature is 137.76℃. At this time, the degree of vulcanization in the central region is 93%, which can be regarded as complete vulcanization. The principle is that although the ambient temperature drops to 10℃ in the post-vulcanization stage, the residual heat inside the rubber can still maintain the center temperature in the vulcanization activity range, and the crosslinking reaction continues until complete vulcanization.

[0070] This application provides a simulation method for aircraft tire vulcanization. Compared with existing technologies, this method divides the vulcanization reaction into multiple key modules. Based on these key modules, a vulcanization reaction kinetic model is constructed to characterize the relationship between temperature, time, and degree of vulcanization during the aircraft tire vulcanization process. Furthermore, it comprehensively considers the heat generation effect of vulcanization and the dynamic characteristics of material parameters. By constructing a heat generation model for the vulcanization reaction, the correlation between the vulcanization rate and the heat generation rate per unit volume is quantified, avoiding temperature field calculation errors caused by the lack of consideration of heat generation in traditional technologies. Finally, a dynamic thermophysical parameter model is constructed to reflect the dynamic changes in the thermophysical properties of the material during vulcanization. This approach solves the problem that traditional models using fixed material parameters cannot adapt to the evolution of material properties during the vulcanization process, improving the model's adaptability to actual working conditions and thus enhancing its accuracy. Furthermore, based on the coupled processing of multiple models and combined with vulcanization reaction parameters, dynamic simulation of the vulcanization process of the tire model under test is performed. This enables the coordinated analysis of the temperature field, vulcanization degree field, and material properties during the vulcanization process, thereby more comprehensively and accurately reproducing the entire dynamic vulcanization process of the tire model under test. This greatly improves the accuracy of the simulation results and provides more reliable digital support for the optimization and quality control of aviation tire vulcanization processes.

[0071] Based on the same inventive concept, this application also provides an apparatus for implementing the aforementioned aircraft tire vulcanization simulation device. The solution provided by this apparatus is similar to the solution described in the above method; therefore, the specific limitations of one or more embodiments of the aircraft tire vulcanization simulation device provided below can be found in the limitations of the aircraft tire vulcanization simulation method described above, and will not be repeated here.

[0072] In one exemplary embodiment, such as Figure 10 As shown, an aircraft tire vulcanization simulation device is provided, the device comprising: Model building module 510 is used to divide the vulcanization reaction of aircraft tires into multiple key modules, and to build a vulcanization reaction kinetic model, a vulcanization reaction heat generation model, and a dynamic thermophysical parameter model based on the key modules. The vulcanization reaction kinetic model is used to characterize the relationship between temperature, time and degree of vulcanization during the vulcanization process of aircraft tires. The vulcanization reaction heat generation model is used to characterize the relationship between the vulcanization rate and the heat generation rate per unit volume during the vulcanization reaction. The dynamic thermophysical parameter model is used to reflect the dynamic changes in the thermophysical properties of the material during the vulcanization process. The acquisition module 520 is used to acquire the tire model to be processed and the vulcanization reaction parameters; the vulcanization reaction parameters include boundary conditions and material parameters. Simulation module 530 is used to couple the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical parameter model. It performs dynamic simulation of the entire vulcanization process of the tire model to be treated according to the vulcanization reaction parameters and obtains simulation results.

[0073] As an optional implementation, simulation module 530 is specifically used for: The specified operation is executed repeatedly until the temperature field simulation of all time steps of the entire vulcanization process of the tire model to be processed is completed, and the simulation results are obtained. The specified operations include: The temperature field of the current time step is read, and based on the temperature field and material parameters of the current time step, the isothermal vulcanization induction time of the tire model to be processed under the temperature field of the current time step is calculated. The isothermal vulcanization induction time is used to characterize the start time of the vulcanization reaction. When the specified operation is executed for the first time, the temperature field of the current time step is the initial temperature field. When the specified operation is not executed for the first time, the temperature field of the current time step is the temperature field of the next time step obtained from the previous execution of the specified operation. The temperature field of the initial time step is simulated based on the boundary conditions. Calculate the non-isothermal induction time parameters based on the isothermal vulcanization induction time; Based on the non-isothermal induction time parameter, the temperature field of the next time step is obtained by coupling calculation through the vulcanization reaction kinetic model, the vulcanization reaction heat generation model and the dynamic thermophysical parameter model, and it is determined whether the temperature field of the next time step is the temperature field of the last time step of the entire vulcanization process of the tire model to be processed. If the temperature field is not the same as the last time step, the control will proceed to the next specified operation. When the temperature field is at the last time step, the control does not proceed to the next specified operation.

[0074] As an optional implementation, simulation module 530 is also used for: Determining whether the vulcanization reaction has started based on the non-isothermal induction time parameter; When the sulfidation reaction has started, the temperature field of the next time step is obtained by coupling calculations using the sulfidation reaction kinetic model, the sulfidation reaction heat generation model, and the dynamic thermophysical parameter model. When the sulfidation reaction has not started, the current degree of sulfidation is determined to be the degree of sulfidation at the end of the induction period, and the heat generation rate per unit volume is 0. Based on the temperature field and the current degree of sulfidation at the current time step, the thermophysical parameters are updated. The updated thermophysical parameters and heat generation rate are substituted into the heat conduction control equation to obtain the temperature field at the next time step. The thermophysical parameters include: specific heat capacity and thermal conductivity.

[0075] As an optional implementation, simulation module 530 is also used for: Based on the temperature field at the current time step, the current degree of sulfidation and sulfidation rate are calculated using a sulfidation reaction kinetic model. Based on the current degree of vulcanization and vulcanization rate, the heat generation rate per unit volume of the tire model to be treated is calculated using a vulcanization reaction heat generation model. Based on the current degree of sulfidation and the temperature field at the current time step, the thermal property parameters are updated using a dynamic material thermal property parameter model. Substituting the updated thermophysical parameters and heat generation rate into the heat conduction control equation, we obtain the temperature field for the next time step.

[0076] As an optional implementation, the kinetic model of the vulcanization reaction is represented by the following expression: ; ; in, This indicates the degree of sulfidation at the end of the induction period. Indicates the current degree of sulfidation. Indicates the current time step. and This represents the vulcanization correction parameter, which is a function of temperature; Represents the sulfidation rate constant. Indicates the isothermal vulcanization induction time; Here, E represents the frequency factor, R represents the activation energy of the reaction, and T represents the ideal gas constant.

[0077] As an optional implementation method, the heat generation model of the sulfidation reaction is represented by the following expression: ; in, Indicates the vulcanization rate, This indicates the heat generated by sulfidation. This indicates the rate of heat generation per unit volume of rubber.

[0078] As an optional implementation, the dynamic thermophysical parameter model is represented by the following expression: ; ; in, This indicates the thermal conductivity of uncured and fully cured rubber. This indicates the specific heat capacity of uncured and fully cured rubber. Indicates the current degree of sulfidation. Indicates thermal conductivity or specific heat capacity. , , , These are parameters for uncured and fully cured rubber materials, respectively, where T represents temperature.

[0079] The aircraft tire vulcanization simulation device provided in this application divides the vulcanization reaction into multiple key modules. Based on these key modules, a vulcanization reaction kinetic model is constructed to characterize the relationship between temperature, time, and degree of vulcanization during the aircraft tire vulcanization process. This model comprehensively considers the heat generation effect of vulcanization and the dynamic characteristics of material parameters. By constructing a heat generation model for the vulcanization reaction, the correlation between the vulcanization rate and the heat generation rate per unit volume is quantified, avoiding the temperature field calculation deviation caused by the lack of consideration of heat generation in traditional technologies. Furthermore, by constructing a dynamic thermophysical parameter model, the dynamic changes in the thermophysical properties of the material during vulcanization are reflected, thus solving the problem of… This approach addresses the problem that traditional models using fixed material parameters cannot adapt to the evolution of material properties during the vulcanization process, improving the model's adaptability to actual working conditions and thus enhancing its accuracy. Furthermore, by coupling multiple models and combining vulcanization reaction parameters, dynamic simulation of the vulcanization process of the tire model under test is performed. This enables collaborative analysis of the temperature field, vulcanization degree field, and material properties during vulcanization, thereby more comprehensively and accurately reproducing the entire dynamic vulcanization process of the tire model under test. This significantly improves the accuracy of simulation results and provides more reliable digital support for the optimization and quality control of aviation tire vulcanization processes.

[0080] In one exemplary embodiment, a computer device is provided, which may be a server or a terminal, and its internal structure diagram may be as follows. Figure 11 As shown, this computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores video tag processing data. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a simulation method for aircraft tire vulcanization.

[0081] Those skilled in the art will understand that Figure 11 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0082] In one exemplary embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0083] In one exemplary embodiment, a computer-readable storage medium is provided storing a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0084] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0085] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0086] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM).

[0087] The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0088] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0089] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. Furthermore, those skilled in the art will recognize that, based on the ideas of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for simulating the vulcanization of aircraft tires, characterized in that, The aircraft tire vulcanization simulation method includes: The vulcanization reaction of aircraft tires is divided into several key modules. Based on these key modules, a vulcanization reaction kinetic model, a vulcanization reaction heat generation model, and a dynamic thermophysical parameter model are constructed. The vulcanization reaction kinetic model is used to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aircraft tires. The vulcanization reaction heat generation model is used to characterize the relationship between the vulcanization rate and the heat generation rate per unit volume during the vulcanization reaction. The dynamic thermophysical parameter model is used to reflect the dynamic changes in the thermophysical properties of the material during the vulcanization process. Obtain the tire model to be processed and the vulcanization reaction parameters; The vulcanization reaction kinetic model, vulcanization reaction heat generation model, and dynamic thermophysical parameter model are coupled together, and the entire vulcanization process of the tire model to be treated is dynamically simulated according to the vulcanization reaction parameters to obtain simulation results.

2. The aircraft tire vulcanization simulation method according to claim 1, characterized in that, The vulcanization reaction parameters include: boundary conditions and material parameters; The vulcanization reaction kinetic model, vulcanization reaction heat generation model, and dynamic thermophysical parameter model are coupled together. The entire vulcanization process of the tire model to be processed is dynamically simulated according to the vulcanization reaction parameters, and the simulation results are obtained, including: The specified operation is executed repeatedly until the temperature field simulation of all time steps of the entire vulcanization process of the tire model to be processed is completed, and the simulation results are obtained. The specified operation includes: The temperature field at the current time step is read, and based on the temperature field at the current time step and the material parameters, the isothermal vulcanization induction time of the tire model to be processed under the temperature field at the current time step is calculated; the isothermal vulcanization induction time is used to characterize the start time of the vulcanization reaction; when the specified operation is executed for the first time, the temperature field at the current time step is the initial temperature field; when the specified operation is not executed for the first time, the temperature field at the current time step is the temperature field of the next time step obtained when the specified operation was executed before; the temperature field at the initial time step is obtained by simulation based on boundary conditions. Calculate the non-isothermal induction time parameter based on the isothermal vulcanization induction time; Based on the non-isothermal induction time parameter, the temperature field of the next time step is obtained by coupling calculation through the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical parameter model, and it is determined whether the temperature field of the next time step is the temperature field of the last time step of the entire vulcanization process of the tire model to be processed. If the temperature field is not the same as the last time step, control will proceed to the next specified operation. When the temperature field is at the last time step, the control does not proceed to the next specified operation.

3. The aircraft tire vulcanization simulation method according to claim 2, characterized in that, Based on the non-isothermal induction time parameter, the temperature field of the next time step is obtained by coupling calculations using the sulfurization reaction kinetic model, the sulfurization reaction heat generation model, and the dynamic thermophysical property parameter model, including: The initiation of the vulcanization reaction is determined based on the non-isothermal induction time parameter. When the sulfidation reaction has started, the temperature field of the next time step is obtained by coupling the sulfidation reaction kinetic model, the sulfidation reaction heat generation model, and the dynamic thermophysical parameter model. When the sulfidation reaction has not started, the current degree of sulfidation is determined to be the degree of sulfidation at the end of the induction period, and the heat generation rate per unit volume is 0. Based on the temperature field of the current time step and the current degree of sulfidation, the thermophysical parameters are updated, and the updated thermophysical parameters and the heat generation rate are substituted into the heat conduction control equation to obtain the temperature field of the next time step. The thermophysical parameters include: specific heat capacity and thermal conductivity.

4. The aircraft tire vulcanization simulation method according to claim 3, characterized in that, The temperature field at the next time step is obtained by coupling the sulfurization reaction kinetic model, the sulfurization reaction heat generation model, and the dynamic thermophysical parameter model, including: Based on the temperature field at the current time step, the current degree of sulfidation and sulfidation rate are calculated using the sulfidation reaction kinetic model. Based on the current degree of vulcanization and vulcanization rate, the heat generation rate per unit volume of the tire model to be treated is calculated using the vulcanization reaction heat generation model. Based on the current degree of sulfidation and the temperature field at the current time step, the thermal property parameters are updated using the dynamic material thermal property parameter model. Substituting the updated thermophysical parameters and the heat generation rate into the heat conduction control equation, the temperature field of the next time step is obtained.

5. The aircraft tire vulcanization simulation method according to claim 1, characterized in that, The kinetic model of the sulfurization reaction is expressed by the following expression: ； ； in, This indicates the degree of sulfidation at the end of the induction period. Indicates the current degree of sulfidation. Indicates the current time step. and This represents the vulcanization correction parameter, which is a function of temperature; Represents the sulfidation rate constant. Indicates the isothermal vulcanization induction time; Here, E represents the frequency factor, R represents the activation energy of the reaction, and T represents the ideal gas constant.

6. The aircraft tire vulcanization simulation method according to claim 1, characterized in that, The heat generation model of the sulfidation reaction is expressed by the following expression: ； in, Indicates the vulcanization rate, This indicates the heat generated by sulfidation. This indicates the rate of heat generation per unit volume of rubber.

7. The aircraft tire vulcanization simulation method according to claim 1, characterized in that, The dynamic thermophysical parameter model is represented by the following expression: ； ； in, This indicates the thermal conductivity of uncured and fully cured rubber. This indicates the specific heat capacity of uncured and fully cured rubber. Indicates the current degree of sulfidation. Indicates thermal conductivity or specific heat capacity. , , , These are parameters for uncured and fully cured rubber materials, respectively, where T represents temperature.

8. An aircraft tire vulcanization simulation device, characterized in that, The aircraft tire vulcanization simulation device includes: The model building module is used to divide the vulcanization reaction of aircraft tires into several key modules, and to build a vulcanization reaction kinetic model, a vulcanization reaction heat generation model, and a dynamic thermophysical parameter model based on these key modules. The vulcanization reaction kinetic model is used to characterize the relationship between temperature, time, and degree of vulcanization during the vulcanization process of aircraft tires; the vulcanization reaction heat generation model is used to characterize the relationship between the vulcanization rate and the heat generation rate per unit volume during the vulcanization reaction; and the dynamic thermophysical parameter model is used to reflect the dynamic changes in the thermophysical properties of the material during the vulcanization process. The acquisition module is used to acquire the tire model to be processed and the vulcanization reaction parameters; the vulcanization reaction parameters include boundary conditions and material parameters. The simulation module is used to couple the vulcanization reaction kinetic model, the vulcanization reaction heat generation model, and the dynamic thermophysical parameter model, and to perform dynamic simulation of the entire vulcanization process of the tire model to be processed according to the vulcanization reaction parameters, so as to obtain simulation results.

9. A computer device, comprising: The memory and processor contain a computer program stored in the memory and executable on the processor, characterized in that the processor executes the computer program to implement the steps of the aircraft tire vulcanization simulation method according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the aircraft tire vulcanization simulation method according to any one of claims 1-7.

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