OTR tire pattern heat dissipation hole parameter design and heat dissipation strengthening method

Abstract

The application discloses an OTR tire pattern heat dissipation hole parameter design and heat dissipation strengthening method, and belongs to the tire structure design field.The method firstly establishes a tire parameterized model containing a heat dissipation hole, determines the length, width, depth and inclination angle of the heat dissipation hole as key design variables; subsequently, sample points are generated in the design space by using Latin hypercube sampling, and the average convective heat transfer coefficient corresponding to each sample is calculated through numerical simulation; then, a radial basis function proxy model with the design variables as input and the heat transfer coefficient as response is constructed, and the accuracy thereof is verified; thereafter, the design variables are globally optimized by using an adaptive simulated annealing algorithm with the maximization of the average convective heat transfer coefficient as the target, and the optimal structure parameters are obtained; finally, the optimization scheme is modeled and numerically verified.The application significantly improves the heat dissipation efficiency of the OTR tire through multi-parameter collaborative optimization, has the advantages of short design cycle, strong optimization ability and good versatility, and is helpful to prolong the tire life.

Description

Technical Field

[0001] This invention relates to the field of OTR tire tread pattern design technology, specifically to an OTR tire tread pattern heat dissipation hole parameter design and a method for enhancing heat dissipation. Background Technology

[0002] Radial tires for construction machinery (OTR tires) are widely used in heavy mining equipment such as dump trucks, scrapers, and bulldozers, operating year-round in extremely harsh conditions including rugged terrain, high loads, and frequent start-stop braking. Due to the viscoelastic hysteresis effect inherent in rubber materials, tires experience significant internal energy loss and conversion into heat during cyclic rolling deformation. Since rubber is a poor conductor of heat, this heat easily accumulates inside the tire, causing a sharp rise in the core temperature, often exceeding 95°C. This continuous high-temperature heat accumulation is the core bottleneck limiting the lifespan of OTR tires: on the one hand, high temperatures significantly accelerate the thermo-oxidative aging process of rubber materials, leading to a substantial decline in key physical indicators such as tensile strength, tear resistance, and abrasion resistance; on the other hand, the thermal stress concentration caused by heat accumulation easily induces irreversible structural damage such as shoulder cracks, tread peeling, and abnormal wear, resulting in premature tire failure and severely shortened service life. Existing solutions mostly focus on improving rubber compound formulations, but given the limited room for improvement in material performance, enhancing heat dissipation through structural design is particularly important. By optimizing the structure of the tread pattern's heat dissipation holes, the surface flow field characteristics can be improved to enhance convective heat transfer efficiency, enabling the internal heat to be actively and efficiently dissipated into the environment. Therefore, studying the convective heat transfer laws of OTR tire surfaces and establishing a scientific method for optimizing the design of tread pattern heat dissipation holes has become a key technological direction for effectively reducing tire operating temperature, improving overall performance, and extending service life.

[0003] Currently, some scholars both domestically and internationally have conducted research on enhancing tire heat dissipation performance by improving tire rubber compound properties and altering the overall tire structure. However, research on enhancing tire heat dissipation by modifying the tread surface pattern's heat dissipation hole structure is relatively limited, and existing studies mostly focus on adjusting single or a few parameters, failing to fully consider the coupling correlation between various tread pattern heat dissipation hole structure parameters. The tread pattern heat dissipation hole structure of OTR tires (such as using rounded rectangular holes with embedded circular tread pattern heat dissipation holes) can have significant application value in improving tire heat dissipation performance by adjusting parameters such as length, width, depth, and tilt angle, thereby changing the airflow path and optimizing the heat exchange contact area. However, the design of the tread pattern heat dissipation hole structure has a significant impact on the tire's flow field control characteristics and structural mechanical properties. Improper parameter adjustments can easily lead to a decrease in the tire's load-bearing strength, resulting in a serious balance conflict between heat dissipation performance and structural load-bearing reliability. This severely restricts the efficient and practical application of tread pattern heat dissipation hole structures in OTR tires. Considering the complex coupling relationships among the various structural parameters of tire tread cooling holes (such as length, width, tilt angle, and depth), adjusting a single parameter can simultaneously affect airflow efficiency and heat dissipation area, and may lead to fluctuations in tire structural load-bearing capacity. Therefore, in order to improve heat dissipation performance while avoiding excessive changes in structural form that could weaken local load-bearing capacity, and to ensure the basic stability of tire radial load-bearing stiffness, it is necessary to conduct multi-parameter coupled optimization design by comprehensively considering and limiting the value range of these geometric parameters. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to address the shortcomings of the existing technology, such as the low heat dissipation efficiency of the tread pattern of OTR tires and the difficulty in optimization due to the strong coupling of design parameters. In order to solve the above problems, an OTR tire tread heat dissipation hole parameter design and heat dissipation enhancement method are provided.

[0005] The object of this invention is achieved in the following manner: A design for OTR tire tread pattern heat dissipation hole parameters and a method for enhancing heat dissipation, comprising the following steps: S1: Parametric modeling is performed based on the outer contour drawing of the OTR tire to establish a tire geometric model including tread pattern heat dissipation holes; S2: Based on the characteristics of the patterned heat dissipation holes, determine the structural parameters of the patterned heat dissipation holes as design variables, including the length, width, depth and tilt angle of the patterned heat dissipation holes; S3: The Latin hypercube sampling method is used to generate sample points in the design space of the design variable parameters. Based on each sample point, the corresponding geometric model of the heat dissipation hole is generated, and the convective heat transfer characteristics of the OTR tire surface under different sample points are calculated in sequence. S4: Using the four design variables of the tread heat dissipation holes in S2 as inputs and the corresponding average convective heat transfer coefficient of the OTR tire tread heat dissipation holes as the response, construct a radial basis function surrogate model of input and response, and verify the accuracy of the surrogate model. S5: Based on the proxy model constructed in S4, with the optimization objective of maximizing the average convective heat transfer coefficient of the tire tread heat dissipation holes, the adaptive simulated annealing algorithm is used to optimize the parameters of the four design variables mentioned in S2, thereby obtaining the optimal combination of structural parameters, thus achieving the purpose of enhanced heat dissipation of the OTR tire tread. S6: Update the tire geometry model based on the optimal combination of structural parameters described in S5, and analyze the mechanism by which the optimal combination of structural parameters enhances heat dissipation of the OTR tire through comparative analysis of flow field parameters.

[0006] The OTR tire has a specification of 40.00 R57, a tire radius of 1790mm, a tire section width of 1000mm, a tread pitch of 22 parts, and is compatible with a rim radius of 690mm.

[0007] The external flow field used to calculate the convective heat transfer characteristics of the OTR tire surface is divided into a rotating domain centered on the tire and a stationary domain surrounding the rotating domain, with the tire located within the rotating domain.

[0008] The OTR tire was meshed and modeled using finite element preprocessing software; wherein the mesh size of the tire surface was 5mm, the outer mesh size of the rotating domain was 10mm, and the mesh size of the stationary domain was 15mm. A boundary layer mesh is provided at the grid on the tire surface. The initial thickness of the boundary layer mesh is 1 mm, the growth rate is 1.2, and the number of layers is 7.

[0009] In step S3, flow field and heat transfer simulation is performed using CFX software. The boundary conditions are set as follows: each wall of the flow field is an open boundary with no slip and constant temperature, and the ambient temperature is 25℃; the tire surface is a wall boundary with a temperature of 60℃. The k-ε turbulence model and the Thermal Energy equation were used for solving the problem.

[0010] In step S3, the convective heat transfer characteristics of the OTR tire surface are analyzed through numerical simulation and calculated using the following formula:

[0011] Where h is the convective heat transfer coefficient, q is the average heat flux density, T1 is the tire surface temperature, and T2 is the ambient temperature.

[0012] In step S4, the sample points are divided into a training set and a test set. The radial basis function surrogate model is constructed using the data in the training set, and the model accuracy is verified using the data in the test set. The verification metrics include the coefficient of determination and the root mean square error. When the coefficient of determination is greater than 0.9 and the root mean square error is less than 0.2, the surrogate model is deemed to be of acceptable accuracy. The average convective heat transfer coefficient of the OTR tire tread heat dissipation holes is the convective heat transfer coefficient per unit area of ​​the heat dissipation holes.

[0013] In step S5, the optimization model is expressed as: Where L, W, H, and β correspond to the length (mm), width (mm), depth (mm), and tilt angle (°) of the patterned heat dissipation holes, respectively.

[0014] In step S6, the improvement effect of heat dissipation performance is verified by comparing the convective heat transfer coefficient distribution cloud map and the turbulent kinetic energy distribution cloud map of the heat dissipation holes of the tire tread before and after optimization.

[0015] The beneficial effects of this invention are as follows: 1. Significantly improved heat dissipation performance and extended service life: This invention achieves an optimal structural design with the highest surface convective heat transfer coefficient by synergistically optimizing the length, width, depth, and tilt angle of the tread pattern heat dissipation holes. This optimized structure significantly enhances airflow disturbance and turbulence intensity on the tire surface, greatly improving convective heat transfer efficiency. This effectively reduces heat accumulation and internal temperature rise in OTR tires under high load and long-term operating conditions, alleviating problems such as rubber aging, strength reduction, and shoulder cracking caused by high temperatures, ultimately improving the overall performance of the tire and extending its service life.

[0016] 2. High design efficiency and short R&D cycle: This invention introduces Latin hypercube sampling and radial basis function (RBF) surrogate model technology, using a high-precision mathematical model to replace the massive and time-consuming finite element numerical simulation calculations in traditional design. While ensuring prediction accuracy, it significantly reduces computational resource consumption and greatly shortens the optimization design cycle of the patterned heat dissipation hole structure.

[0017] 3. Strong global optimization capability, avoiding local optima: Adaptive Simulated Annealing (ASA) algorithm is used to optimize the surrogate model, overcoming the defect of traditional gradient optimization algorithms that are prone to getting trapped in local optima. This algorithm can efficiently perform a global search in the multidimensional design variable space, ensuring that it can accurately find the optimal combination of patterned heat dissipation hole structure parameters for heat dissipation performance.

[0018] 4. Strong generalization ability of heat dissipation hole design method: This invention characterizes the geometric features of heat dissipation holes in OTR tire treads by using four design variables and constructs an approximate model of the design variables and convective heat transfer coefficient. Then, by means of optimization algorithm, the optimal structural design of the heat dissipation holes in the treads is achieved. This design method can be applied to the optimization design of heat dissipation hole structures on different tread patterns of the same type, so that this invention has a strong generalization ability and promotion and application value in tire tread design. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating the overall technical route of the design method described in this invention.

[0020] Figure 2 A schematic diagram of the parametric geometric model of the heat dissipation holes in the OTR tire tread pattern.

[0021] Figure 3 This is a computational domain model for the external flow field of an OTR tire.

[0022] Figure 4 Numerical simulation model of convective heat transfer in OTR tires.

[0023] Figure 5 Comparison of convection heat transfer coefficients of OTR tire tread vents before and after optimization.

[0024] Figure 6 To optimize the comparison cloud map of turbulent kinetic energy of OTR tire tread pattern before and after. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0026] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same technical meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0027] This invention provides a method for designing heat dissipation hole parameters in OTR tire treads and enhancing heat dissipation, comprising the following steps: S1: Parametric modeling is performed based on the outer contour drawing of the OTR tire to establish a tire geometric model including tread pattern heat dissipation holes; S2: Based on the characteristics of the patterned heat dissipation holes, determine the structural parameters of the patterned heat dissipation holes as design variables, including the length, width, depth and tilt angle of the patterned heat dissipation holes; S3: The Latin hypercube sampling method is used to generate sample points in the design space of the design variable parameters. Based on each sample point, the corresponding geometric model of the heat dissipation hole is generated, and the convective heat transfer characteristics of the OTR tire surface under different sample points are calculated in sequence. S4: Using the four design variables of the tread heat dissipation holes in S2 as inputs and the corresponding average convective heat transfer coefficient of the OTR tire tread heat dissipation holes as the response, construct a radial basis function surrogate model of input and response, and verify the accuracy of the surrogate model. S5: Based on the proxy model constructed in S4, with the optimization objective of maximizing the average convective heat transfer coefficient of the tire tread heat dissipation holes, the adaptive simulated annealing algorithm is used to optimize the parameters of the four design variables mentioned in S2, thereby obtaining the optimal combination of structural parameters, thus achieving the purpose of enhanced heat dissipation of the OTR tire tread. S6: Update the tire geometry model based on the optimal combination of structural parameters described in S5, and analyze the mechanism by which the optimal combination of structural parameters enhances heat dissipation of the OTR tire through comparative analysis of flow field parameters.

[0028] The OTR tire has a specification of 40.00 R57, a tire radius of 1790mm, a tire section width of 1000mm, a tread pitch of 22 parts, and is compatible with a rim radius of 690mm.

[0029] The external flow field used to calculate the convective heat transfer characteristics of the OTR tire surface is divided into a rotating domain centered on the tire and a stationary domain surrounding the rotating domain, with the tire located within the rotating domain.

[0030] The tire OTR tire is meshed and modeled, wherein the mesh size of the tire surface is 5mm, the outer mesh size of the rotating domain is 10mm, and the mesh size of the stationary domain is 15mm. A boundary layer mesh is provided at the grid on the tire surface. The initial thickness of the boundary layer mesh is 1 mm, the growth rate is 1.2, and the number of layers is 7.

[0031] In step S3, flow field and heat transfer simulation is performed using CFX software. The boundary conditions are set as follows: each wall of the flow field is an open boundary with no slip and constant temperature, and the ambient temperature is 25℃; the tire surface is a wall boundary with a temperature of 60℃. The k-ε turbulence model and the Thermal Energy equation were used for solving the problem.

[0032] In step S3, the convective heat transfer characteristics of the OTR tire surface are analyzed through numerical simulation and calculated using the following formula:

[0033] Where h is the convective heat transfer coefficient, q is the average heat flux density, T1 is the tire surface temperature, and T2 is the ambient temperature.

[0034] In step S4, the sample points are divided into a training set and a test set. The radial basis function surrogate model is constructed using the data in the training set, and the model accuracy is verified using the data in the test set. The verification metrics include the coefficient of determination and the root mean square error. When the coefficient of determination is greater than 0.9 and the root mean square error is less than 0.2, the surrogate model is deemed to be of acceptable accuracy. The average convective heat transfer coefficient of the OTR tire tread heat dissipation holes is the convective heat transfer coefficient per unit area of ​​the heat dissipation holes.

[0035] In step S5, the optimization model is expressed as:

[0036] Where L, W, H, and β correspond to the length (mm), width (mm), depth (mm), and tilt angle (°) of the patterned heat dissipation holes, respectively.

[0037] In step S6, the improvement effect of heat dissipation performance is verified by comparing the convective heat transfer coefficient distribution cloud map and the turbulent kinetic energy distribution cloud map of the heat dissipation holes of the tire tread before and after optimization.

[0038] like Figure 1 As shown, an OTR tire tread pattern heat dissipation hole parameter design and heat dissipation enhancement method includes: S1. First, based on the CAD outline drawing of the 40.00 R57 OTR tire, use Catia 3D software to perform parametric modeling of the tire to obtain the geometric model; Specifically, the tire has a radius of 1790mm, a section width of 1000mm, and is compatible with a rim radius of 690mm. The tread pitch is 22 parts, and the cooling vents are located on the edge tread blocks on both sides of the tire, but are not limited to these blocks; they can be located on any tread block. Specific parameters for the OTR tire are as follows: Figure 2 As shown.

[0039] S2. Based on the characteristics of the patterned heat dissipation holes, four design variables are selected, including the length, width, depth, and tilt angle of the patterned heat dissipation holes; Specifically, the four variables mentioned above are represented by the symbols L, W, H and β, respectively, and their units are mm, mm, mm and °, respectively.

[0040] S3. Establish a numerical simulation model. Use Hypermesh to mesh the surface and external flow field of the OTR tire tread heat dissipation hole model. Import the mesh file into CFX software, set the corresponding solution parameters, and complete the simulation calculation to obtain the basic data of the heat transfer coefficient of the tire tread heat dissipation hole. Based on the preliminary simulation results and the structural characteristics of the tire tread heat dissipation hole, clarify the design variable parameters of the tread heat dissipation hole structure, namely the length, width, tilt angle and depth of the heat dissipation hole. Specifically, in the computational domain construction phase, with the tire's geometric center as the origin, the dimensions of the external flow field domain are defined as follows: X direction -3R~3R, Y direction -3B~3B, Z direction -2R~2R (where R represents the tire radius and B is the tire cross-sectional width). The diameter of the rotational domain centered on the tire is 2.5R. See [link to specific dimensions] for details. Figure 3 .

[0041] Specifically, in mesh generation, the mesh size for the tire surface is 5mm, the mesh size for the outer rotating domain is 10mm, and the mesh size for the stationary domain is 15mm. Furthermore, a boundary layer is generated at the tire surface mesh to ensure accurate simulation of surface flow characteristics. This boundary layer has an initial thickness of 1mm, a growth rate of 1.2, and 7 layers. Figure 4 As shown.

[0042] Specifically, in the CFX software, the solver settings are configured, and the boundary conditions are set as follows: Figure 3 The flow field shown employs no-slip, isothermal, open wall boundary conditions at the top, bottom, left, right, front, and back, with a wall ambient temperature of 25℃ and a relative pressure of 0 MPa. The tire surface is set as a wall boundary condition with a temperature of 60℃. The angular velocity of the rotational domain is 2.173 rad / s. The k-ε solution model is selected, and the energy equation is solved using Thermal Energy.

[0043] Specifically, in the solver control settings of the numerical simulation, the numerical format of the turbulence equation is configured as a high-precision format to ensure the accuracy of the calculation results. At the same time, the number of solution iteration steps is set, with the minimum number of iterations set to 1 and the maximum number of iterations set to 500. In addition, the convergence criterion is set as a residual target of 1.0×10−4. Specifically, the result file of the CFX calculation is imported into the CFD-POST software, and the average heat flux density on the surface of the tire tread heat dissipation holes is exported through the FunctionCalculator function under its Calculators tool interface, so as to calculate the average convective heat transfer coefficient of the tire tread heat dissipation holes, as shown in Equation (1): (1) Where h is the convective heat transfer coefficient, q is the average heat flux density, T1 is the tire surface temperature, and T2 is the ambient temperature.

[0044] S4. The Latin hypercube sampling method is used to generate sample points in the design variable space. Based on the sample point values, corresponding experimental schemes are generated. The radial basis function (RBF) surrogate model is constructed and verified based on the design variable parameters and convective heat transfer coefficient under different experimental schemes. The root mean square error (RMSE) is used as the evaluation index to verify the accuracy of the RBF surrogate model. Specifically, to clearly illustrate the technical solution of this embodiment, this embodiment focuses on optimizing the tread pattern heat dissipation hole structure. First, four design variables are determined in the parametric modeling of the tire tread heat dissipation holes: the length, width, depth, and tilt angle of the heat dissipation holes. The initial values ​​and constraints of these design variables are detailed in Table 1, and their specific spatial locations are detailed in […]. Figure 2 .

[0045] .

[0046] Specifically, 20 sample points were generated in the variable space using the Latin hypercube sampling method. A surrogate model between the four structural parameters and the average convective heat transfer coefficient was constructed using radial basis functions (RBF). Subsequently, the prediction accuracy of the RBF surrogate model was tested using cross-validation. The specific method of cross-validation was as follows: 17 sample points were randomly selected from the 20 sample points as the training set for model construction, and the remaining 3 sample points were used as the test set to verify the accuracy of the model. The specific experimental scheme and the average convective heat transfer coefficient of the corresponding patterned heat dissipation holes are shown in Table 2. When the accuracy did not meet the requirements, the sample size was increased and the RBF model was reconstructed until the accuracy met the standard. In this embodiment, the root mean square error (RMSE) and coefficient of determination (R²) were selected as indicators to evaluate the prediction accuracy of the surrogate model. The accuracy standard was set as follows: if R² > 0.9 and RMSE < 0.2, the model accuracy was deemed to meet the requirements. The accuracy verification results of the surrogate model constructed in this embodiment are shown in Table 3, indicating that the model accuracy is qualified.

[0047]

[0048]

[0049] S5. Based on the validated RBF proxy model, with the maximum average convective heat transfer coefficient of the tire tread heat dissipation holes as the optimization objective, the adaptive simulated annealing algorithm (ASA) is used to optimize the variable parameters of the tire tread heat dissipation holes to obtain the optimal design scheme. Specifically, the optimization is performed using the Adaptive Simulated Annealing (ASA) algorithm. The optimization objective is to maximize the average convective heat transfer coefficient of the patterned heat dissipation holes. Through optimization, the optimal design scheme is obtained. The design model for the target optimization is shown in Equation (2): (2) Where L, W, H, and β correspond to the length, width, depth, and tilt angle of the patterned heat dissipation holes, respectively.

[0050] The ASA algorithm first designs a temperature update function as shown in equation (3): t k = t0 / ln(1+k) (3) In the formula, tk is the temperature at step k, and t0 is the initial temperature. The state acceptance function in the algorithm is designed as equation (4): (4) In the formula, ΔE=E i - E j E i Let E be the energy function of the algorithm in its current solution state. j Let be the energy function of the state to be accepted as a solution. In this algorithm, the energy function is an approximate model constructed using RBF.

[0051] The solutions to be accepted are generated by interval search. Specifically, the search is performed in the neighborhood of the current solution with a small step size. The method for obtaining the new solution is given by equation (5): X j =X i +l*Δ (5) In the formula X i For the current solution, X j For the new solution, l is the number of iterations, and Δ is the search step size.

[0052] The specific steps of the ASA optimization algorithm are as follows: Step 1: Set the algorithm parameters, randomly generate an initial solution X0, and set it as the current solution X. i =X0; Step 2: Calculate the energy function E(X) of the current solution. i A new solution X is generated according to equation (5). j ; Step 3: Calculate the energy function E(X) of the new solution. j And calculate the energy difference ΔE; Step 4: Determine whether to accept the new solution based on ΔE according to equation (4); if accepted, update the current solution, i.e., X. i =X j Proceed to Step 6; otherwise proceed to Step 5. Step 5: Determine if the search limit has been reached. If it has, proceed to Step 8; otherwise, update the loop count (l = l + 1) and proceed to Step 2.

[0053] Step 6: Update the temperature cycle number k = k + 1, and update the temperature according to formula (3); Step 7: Determine if the temperature has reached the minimum temperature. If not, proceed to Step 2; otherwise, proceed to Step 8. Step 8: End the calculation.

[0054] In the simulated annealing optimization algorithm, the initial temperature is 500°C and the minimum temperature is 0.025°C. The search step size for the new solution is Δ=0.01, and the maximum number of iterations for the interval search is 150.

[0055] This method significantly improves the convective heat transfer coefficient of the tire surface by optimizing the tread pattern heat dissipation hole structure, thus avoiding problems such as fatigue aging of the tire rubber caused by excessive temperature.

[0056] Specifically, based on the operating conditions, a design scheme with the maximum average convective heat transfer coefficient of the OTR tire tread heat dissipation hole structure is selected from the optimal design scheme, and the results are compared and analyzed with the initial average convective heat transfer coefficient of the OTR tire tread heat dissipation hole structure. The optimization results are shown in Table 4.

[0057]

[0058] S6. Based on the optimization results obtained in step S5, determine the optimal combination of design variable parameters that maximizes the average convective heat transfer coefficient of the tire tread heat dissipation holes. Based on this combination of parameters, establish a tire geometric model and conduct numerical simulation calculations for verification.

[0059] Specifically, the optimal pattern heat dissipation hole structure parameters are combined to update the tire geometry model; the updated model is recalculated using the numerical simulation method described in step S2, and the initial simulation results are compared with the optimized simulation results.

[0060] Specifically, such as Figure 5 The image shows a comparison of the convective heat transfer coefficient distribution cloud maps on the surface of the tire tread ventilation holes for the initial scheme (OTR-1) and the optimized scheme (OTR-OP). Figure 5It can be seen that the convective heat transfer coefficient of the tread pattern ventilation hole area in OTR-1 is generally low, and the high-value area is narrowly distributed, indicating that heat is difficult to dissipate quickly through convection. In contrast, the convective heat transfer coefficient of the tread pattern ventilation hole area in OTR-OP is significantly improved overall, the area covered by the high heat transfer coefficient is greatly expanded, and the distribution is more uniform. This indicates that the optimized structure effectively improves the airflow state on the surface of the tread pattern ventilation holes, significantly enhances the convective heat transfer effect, and can effectively reduce heat accumulation during tire operation, thereby improving heat dissipation performance.

[0061] Specifically, such as Figure 6 The image shows a comparison of the turbulent kinetic energy (TKE) distribution cloud maps in the OTR tire cooling area before and after optimization. The strength of turbulent kinetic energy directly reflects the degree of airflow mixing and the intensity of turbulence, and is a key factor in enhancing heat transfer efficiency. At the X=0.1m cross-section, the high turbulent kinetic energy region of OTR-1 is locally concentrated, while the high turbulent kinetic energy distribution range of OTR-OP is significantly expanded. At the Y=1.6m cross-section, the high turbulent kinetic energy of OTR-1 is mainly concentrated at the edge of the structure and has difficulty penetrating into the interior; while the high turbulent kinetic energy region of OTR-OP extends significantly into the interior of the structure, with more thorough coverage of airflow disturbance.

[0062] The above results further confirm that the optimized model (OTR-OP) can improve convective heat transfer efficiency by enhancing local airflow disturbance and mixing intensity.

[0063] The method of this invention uses a constructed proxy model and a global optimization algorithm to collaboratively optimize the geometric parameters such as the length, width, tilt angle and depth of the tread heat dissipation holes, thereby improving the airflow path and heat exchange contact area. Under the premise of ensuring the rationality of the structure, it maximizes the convective heat transfer efficiency, thereby improving the overall performance of OTR tires and extending their service life.

[0064] The above description is only a preferred embodiment of the present invention. It should be noted that those skilled in the art can make several changes and improvements without departing from the overall concept of the present invention, and these should also be considered within the scope of protection of the present invention.

Claims

1. A design for heat dissipation hole parameters in OTR tire treads and a method for enhancing heat dissipation, characterized in that: Includes the following steps: S1: Parametric modeling is performed based on the outer contour drawing of the OTR tire to establish a tire geometric model including tread pattern heat dissipation holes; S2: Based on the characteristics of the patterned heat dissipation holes, determine the structural parameters of the patterned heat dissipation holes as design variables, including the length, width, depth and tilt angle of the patterned heat dissipation holes; S3: The Latin hypercube sampling method is used to generate sample points in the design space of the design variable parameters. Based on each sample point, the corresponding geometric model of the heat dissipation hole is generated, and the convective heat transfer characteristics of the OTR tire surface under different sample points are calculated in sequence. S4: Using the four design variables of the tread heat dissipation holes in S2 as inputs and the corresponding average convective heat transfer coefficient of the OTR tire tread heat dissipation holes as the response, construct a radial basis function surrogate model of input and response, and verify the accuracy of the surrogate model. S5: Based on the proxy model constructed in S4, with the optimization objective of maximizing the average convective heat transfer coefficient of the tire tread heat dissipation holes, the adaptive simulated annealing algorithm is used to optimize the parameters of the four design variables mentioned in S2, thereby obtaining the optimal combination of structural parameters, thus achieving the purpose of enhanced heat dissipation of the OTR tire tread. S6: Update the tire geometry model based on the optimal combination of structural parameters described in S5, and analyze the mechanism by which the optimal combination of structural parameters enhances heat dissipation of the OTR tire through comparative analysis of flow field parameters.

2. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 1, characterized in that: The OTR tire has a specification of 40.00 R57, a tire radius of 1790mm, a tire section width of 1000mm, a tread pitch of 22 parts, and is compatible with a rim radius of 690mm.

3. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 1, characterized in that: The external flow field used to calculate the convective heat transfer characteristics of the OTR tire surface is divided into a rotating domain centered on the tire and a stationary domain surrounding the rotating domain, with the tire located within the rotating domain.

4. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 3, characterized in that: The OTR tire was meshed and modeled using finite element preprocessing software; wherein the mesh size of the tire surface was 5mm, the outer mesh size of the rotating domain was 10mm, and the mesh size of the stationary domain was 15mm. A boundary layer mesh is provided at the grid on the tire surface. The initial thickness of the boundary layer mesh is 1 mm, the growth rate is 1.2, and the number of layers is 7.

5. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 3, characterized in that: In step S3, flow field and heat transfer simulation is performed using CFX software. The boundary conditions are set as follows: each wall of the flow field is an open boundary with no slip and constant temperature, and the ambient temperature is 25℃; the tire surface is a wall boundary with a temperature of 60℃. The k-ε turbulence model and the Thermal Energy equation were used for solving the problem.

6. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 1, characterized in that: In step S3, the convective heat transfer characteristics of the OTR tire surface are analyzed through numerical simulation and calculated using the following formula: ， in, h The convective heat transfer coefficient is... q The average heat flux density, T 1 The tire surface temperature. T 2 The ambient temperature.

7. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 1, characterized in that: In step S4, the sample points are divided into a training set and a test set. The radial basis function surrogate model is constructed using the data in the training set, and the model accuracy is verified using the data in the test set. The verification metrics include the coefficient of determination and the root mean square error. When the coefficient of determination is greater than 0.9 and the root mean square error is less than 0.2, the surrogate model is deemed to be of acceptable accuracy. The average convective heat transfer coefficient of the OTR tire tread heat dissipation holes is the convective heat transfer coefficient per unit area of ​​the heat dissipation holes.

8. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 1, characterized in that: In step S5, the optimization model is expressed as: Where L, W, H, and β correspond to the length (mm), width (mm), depth (mm), and tilt angle (°) of the patterned heat dissipation holes, respectively.

9. The OTR tire tread pattern heat dissipation hole parameter design and enhanced heat dissipation method according to claim 1, characterized in that: In step S6, the improvement effect of heat dissipation performance is verified by comparing the convective heat transfer coefficient distribution cloud map and the turbulent kinetic energy distribution cloud map of the heat dissipation holes of the tire tread before and after optimization.

Images