A method, system, device and storage medium for evaluating and optimizing shoulder wear of an electric vehicle tire under acceleration and deceleration conditions

Abstract

The present application relates to the technical field of tire simulation design, and particularly relates to a method, a method, a device and a storage medium for evaluating and optimizing tire shoulder wear of an electric vehicle under acceleration and deceleration conditions. The method comprises the following steps: establishing and calibrating a three-dimensional finite element contact model of a tire-pavement, solving node ground pressure, slip amount, friction work and shear stress under free rolling, acceleration and deceleration conditions, extracting a front edge sub-region of the tire shoulder, calculating a high-pressure large-slip co-location index, a pressure advance index, a tire shoulder shear stress amplification coefficient and a tire shoulder wear asymmetry discriminant, identifying a deceleration dominant tire shoulder eccentric wear risk, and outputting corresponding optimization parameters. The scheme can improve the identification accuracy of the tire shoulder eccentric wear and the optimization pertinence.

Description

Technical Field

[0001] This invention relates to the field of tire simulation design technology, and in particular to a method, apparatus and storage medium for evaluating and optimizing tire shoulder wear of electric vehicles under acceleration and deceleration conditions. Background Technology

[0002] Tires are subjected to a combination of factors during vehicle operation, including vertical loads, internal inflation pressure, driving / braking forces, and road friction. Tread wear, especially uneven wear, directly impacts tire durability, handling performance, and lifespan. In real-world use, vehicles are not constantly in a free-rolling state but frequently experience longitudinal acceleration and deceleration. Under these conditions, the contact patch pressure, slippage, and shear forces within the tire's contact patch change significantly, leading to abnormal wear or even uneven wear in localized areas of the tread, particularly the shoulder area. Therefore, accurately evaluating the mechanism of localized tire wear under acceleration and deceleration conditions has become a crucial technical issue in tire design and wear optimization.

[0003] In the prior art, Chinese patent application CN102073781A discloses a method for calculating tire wear. This method calculates lateral resistance, sliding area, and sliding amount based on a tire mechanical model, and further calculates frictional energy to achieve tire wear analysis. This approach demonstrates that the relationship between pressure distribution, sliding state, and frictional energy can characterize tire wear trends. However, this approach primarily focuses on using mechanical factors for overall wear calculation. It lacks more detailed directional identification methods for pressure migration, slip concentration, and spatial co-location relationships in the local area of ​​the tire shoulder under different longitudinal conditions such as acceleration and deceleration. In particular, it does not highlight the potential for locally amplified wear in the tire shoulder area during braking and deceleration.

[0004] Another Chinese patent application, CN119459715A, discloses a method and apparatus for reducing tire wear. This method establishes a two-dimensional / three-dimensional tire model by inputting tire material properties, structural parameters, and operating conditions such as air pressure, load, and speed into simulation software. It then obtains friction work under different torque input conditions and integrates this friction work to obtain a wear index, which is used to evaluate tire wear resistance. This method shows a significant correlation between longitudinal drive / braking input and tire friction work and wear level. However, this method focuses more on the overall wear evaluation based on the integral of torque input and friction work, and still lacks specific identification of the simultaneous superposition of high ground pressure and large slippage in sensitive sub-regions such as the tire shoulder leading edge. It also lacks a technical path to establish an asymmetric wear discrimination mechanism around this local coupling mechanism and further output structural or control optimization parameters.

[0005] In summary, while existing technologies can analyze tire wear from the perspectives of frictional energy, frictional work, or wear index, they lack a specific characterization of the synergistic effects of pressure forward shift, increased slip, and shear concentration in the sensitive area of ​​the tire shoulder under acceleration and deceleration conditions, especially deceleration. This makes it difficult to effectively reveal the dominant mechanism of uneven tire shoulder wear and to provide more targeted basis for tire shoulder structure optimization or longitudinal force distribution correction. Therefore, it is still necessary to propose a new method for acceleration and deceleration conditions that can identify the local high-pressure, large-slip co-location characteristics of the tire shoulder and conduct wear evaluation and optimization accordingly. Summary of the Invention

[0006] The technical objective of this invention is to address the difficulty of existing tire wear evaluation methods in accurately identifying the abnormal wear mechanism of the tire shoulder under acceleration and deceleration conditions, and especially in quantitatively revealing the problem that high ground pressure and large slippage co-location in the leading edge region of the tire shoulder under deceleration conditions lead to aggravated uneven wear. This invention proposes a method, system, and storage medium for evaluating and optimizing tire shoulder wear of electric vehicles under acceleration and deceleration conditions based on high pressure and large slippage co-location identification. This enables accurate identification of the dominant tire shoulder wear conditions and provides a basis for optimizing tire structural parameters and correcting braking longitudinal force distribution.

[0007] Firstly, in order to achieve the above-mentioned objectives, the present invention adopts the following technical solution:

[0008] A method for evaluating and optimizing tire shoulder wear of electric vehicles under acceleration and deceleration conditions based on high-pressure large-slip co-location identification includes the following steps: S1, establishing a three-dimensional finite element contact model between the target tire and the road surface, and inputting tire structural parameters, material parameters, and inflation pressure. Vertical load Driving speed and longitudinal force at the wheel center The three-dimensional finite element contact model was calibrated using measured imprint data under free rolling conditions; wherein the measured imprint data includes at least imprint length, imprint width, and grounding pressure distribution.

[0009] S2, at the inflation pressure Vertical load and driving speed Under the condition of maintaining consistency, the free rolling condition, acceleration condition, and deceleration condition are set up separately for solution to obtain the contact nodes under each condition. grounding pressure Longitudinal slip Node friction work Equivalent shear stress and node coordinates ;in, These represent the free rolling condition, acceleration condition, and deceleration condition, respectively. Corresponding to the free rolling condition, Corresponding to acceleration conditions, Corresponding to deceleration conditions, The same absolute value of the longitudinal force at the wheel center is used for both acceleration and deceleration conditions;

[0010] S3, Grounding imprint length under free rolling conditions and grounding imprint width The node set of the front edge sub-region of the tire shoulder is extracted according to the tire axial coordinate and rolling direction coordinate, and the high pressure node set and the large slip node set are identified in the front edge sub-region of the tire shoulder respectively;

[0011] S4. Based on the set of high-pressure nodes and the set of large slip nodes, calculate the high-pressure large slip colocation index, pressure forward displacement index, shoulder shear stress amplification factor and total friction work of the front edge sub-region of the tire shoulder under each working condition.

[0012] S5. Based on the high pressure large slip co-position index, the pressure forward displacement index, the tire shoulder shear stress amplification coefficient and the total friction work corresponding to the deceleration condition and the acceleration condition, construct the tire shoulder wear asymmetric discrimination quantity, and determine whether the deceleration condition is the tire shoulder wear-dominant condition according to the tire shoulder wear asymmetric discrimination quantity.

[0013] S6. When the asymmetric discrimination value of the tire shoulder wear is greater than the preset threshold, output the tire shoulder wear optimization parameters; the tire shoulder wear optimization parameters include at least one of the following: tire shoulder block longitudinal stiffness adjustment amount, tire shoulder groove wall angle adjustment amount, tire shoulder crown arc transition amount, belt layer end stiffness adjustment amount or braking longitudinal force distribution correction amount; and output the node wear distribution results, ground imprint comparison results and total friction work comparison results corresponding to free rolling condition, acceleration condition and deceleration condition.

[0014] Preferably, in step S1, the calibration condition for the three-dimensional finite element contact model is: simulation imprint length error. Simulated imprint width error and ground pressure distribution error Each not greater than the corresponding preset threshold , and The simulated imprint length error is mentioned above. Simulated imprint width error Determine them according to the following formulas respectively:

[0015] ;

[0016] ;

[0017] in, To simulate the length of the imprint, To measure the actual length of the imprint, To simulate the width of the imprint, To measure the width of the imprint, The threshold for the error in the imprint length. This is the threshold for the width error of the imprint. This is the grounding pressure distribution error threshold.

[0018] Preferably, in step S3, the set of nodes in the front edge sub-region of the tire shoulder... Determined according to the following formula:

[0019] ;

[0020] in, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. The contact node number, The width of the grounding imprint under free rolling conditions. The length of the grounding imprint under free rolling conditions. For the first Axial coordinates of each contact node For the first The rolling direction coordinates of each contact node The coordinates of the starting point of the grounding imprint under free rolling conditions. and This refers to the shoulder zone coefficient. and Let be the leading edge partition coefficient, and satisfy . , ;

[0021] And / or, in step S3, operating condition High-voltage node set and large slip node set Determine them according to the following formulas respectively:

[0022] ;

[0023] in, For working conditions The set of high-voltage nodes below, For working conditions The set of large-slip nodes below, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. For working conditions Next Grounding pressure of each contact node, For working conditions Next The longitudinal slip of each contact node, For working conditions Maximum ground pressure in the lower tire shoulder front edge sub-region. For working conditions The absolute value of the maximum longitudinal slippage in the sub-region of the lower tire shoulder. This is the high-voltage identification threshold coefficient. For large slip recognition threshold coefficients, and satisfying , .

[0024] Preferably, in step S4, the operating condition High-pressure large slip co-location index Determined according to the following formula:

[0025] ;

[0026] in, For working conditions High-pressure large-slip co-location index, For working conditions The set of high-voltage nodes below, For working conditions The set of large-slip nodes below, For the first The discrete contact area corresponding to each contact node. To represent the intersection of sets, Represents the union of sets; The larger the value, the higher the degree of spatial co-location between the high ground pressure area and the large slip area within the front edge sub-region of the tire shoulder.

[0027] Preferably, in step S4, the operating condition The pressure shift index below Shoulder shear stress amplification factor Total frictional work Determine them according to the following formulas respectively:

[0028] ;

[0029] ;

[0030] ;

[0031] ;

[0032] in, For working conditions The pressure shift index is lower. For working conditions The centroid of the pressure-weighted coordinate system of the lower shoulder anterior edge sub-region The center of gravity of the pressure-weighted coordinate system for the leading edge sub-region of the tire shoulder under free rolling conditions. The length of the grounding imprint under free rolling conditions. For working conditions The shoulder shear stress amplification factor is below. For working conditions The total frictional work, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. For working conditions The set of all contact nodes, For working conditions Next Equivalent shear stress at each contact node For working conditions Next Nodal friction work at each contact node.

[0033] Preferably, in step S5, the shoulder wear asymmetric discrimination value is... Determined according to the following formula:

[0034] ;

[0035] in, The asymmetric criterion for tire shoulder wear. This refers to the high-pressure large-slip confluence index under deceleration conditions. This refers to the pressure forward displacement index under deceleration conditions. This is the amplification factor of the tire shoulder shear stress under deceleration conditions. This represents the total frictional work under deceleration conditions. To accelerate the high-pressure large-slip co-location index under operating conditions, To accelerate the pressure advance index under operating conditions, To accelerate the amplification factor of tire shoulder shear stress under operating conditions, To accelerate the total frictional work under the operating condition; when At that time, the deceleration condition was determined to be the dominant condition for uneven tire shoulder wear. This is an asymmetric discrimination threshold.

[0036] Preferably, in step S6, the tire shoulder wear optimization parameters are determined in the following manner: when At that time, if Exceeding the first preset threshold Then increase the longitudinal stiffness of the tire shoulder block or decrease the shoulder groove angle; if Exceeding the second preset threshold If so, adjust the shoulder crown arc transition amount to reduce pressure concentration in the front shoulder area; if Exceeding the third preset threshold This increases the end stiffness of the belt layer or the correction amount for the longitudinal force distribution of the output braking force; among which, To correct the threshold for the co-position exponent, To adjust the threshold for pressure shift, This is the threshold for shear stress correction.

[0037] Secondly, the present invention also provides a tire shoulder wear evaluation and optimization system for electric vehicles under acceleration and deceleration conditions based on high-pressure large-slip co-position identification. This system is used to implement the method described, including:

[0038] The model building and calibration module is used to establish a three-dimensional finite element contact model between the target tire and the road surface, and to complete the model calibration based on the measured imprint data under free rolling conditions.

[0039] The multi-condition solution module is used to solve the ground pressure, longitudinal slip, nodal friction work, equivalent shear stress, and nodal coordinates of the contact nodes under free rolling, acceleration, and deceleration conditions, respectively.

[0040] The tire shoulder leading edge recognition module is used to extract the node set of the tire shoulder leading edge sub-region and identify the high pressure node set and the large slip node set;

[0041] The index calculation module is used to calculate the high pressure large slip co-location index, pressure forward displacement index, tire shoulder shear stress amplification factor, and total friction work;

[0042] The asymmetric discrimination module is used to construct the asymmetric discrimination value of tire shoulder wear and determine whether the deceleration condition is the dominant condition of tire shoulder uneven wear.

[0043] The optimized output module is used to output tire shoulder wear optimization parameters when the tire shoulder wear asymmetry discrimination value is greater than a preset threshold, and to output the node wear distribution results, ground imprint comparison results and total friction work comparison results corresponding to free rolling conditions, acceleration conditions and deceleration conditions.

[0044] Thirdly, the present invention also provides an electronic device, including a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the method described above.

[0045] Fourthly, the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0046] This invention, through a uniformly calibrated three-dimensional finite element contact model of the tire and road surface, performs consistent solutions for three working conditions: free rolling, acceleration, and deceleration. Furthermore, it extracts high-pressure nodes and large-slip nodes within the leading edge sub-region of the tire shoulder, constructing a high-pressure large-slip co-location index, a pressure forward displacement index, a tire shoulder shear stress amplification factor, and a tire shoulder wear asymmetry discrimination factor. This allows for quantitative identification of tire shoulder wear risk at the local mechanism level, overcoming the shortcomings of existing methods that can only make rough judgments based on total friction work or overall wear trends, and are unable to explain why deceleration leads to increased shoulder wear. In particular, this invention can accurately reveal the propagation of ground pressure towards the leading edge of the tire shoulder and the local slippage during deceleration. The significantly increased displacement and the highly overlapping spatial coupling characteristics of the two make the determination of the dominant tire shoulder wear condition clearer, more reliable, and repeatable. At the same time, the present invention can also output corresponding optimized parameters such as longitudinal stiffness of the tire shoulder patch, groove wall angle, crown arc transition amount, belt layer end stiffness, and braking longitudinal force distribution according to different risk sources. Through model updates and verification, a closed-loop correction mechanism is formed. Therefore, it can not only improve the identification accuracy and design targeting of local abnormal tire wear, but also help reduce the wear depth of the tire shoulder leading edge, reduce the tire shoulder / middle wear ratio, reduce local temperature rise, and improve the uniformity of tire ground contact force, thereby extending tire service life and improving the overall vehicle driving stability. Attached Figure Description

[0047] Figure 1 This is a flowchart illustrating the method for evaluating and optimizing tire shoulder wear of electric vehicles under acceleration and deceleration conditions based on high-pressure large-slip co-position identification, according to the present invention.

[0048] Figure 2 This is a schematic diagram of the structure of a tire shoulder wear evaluation and optimization system for electric vehicles under acceleration and deceleration conditions based on high pressure large slip co-position recognition according to the present invention.

[0049] Figure 3 This is a comparison chart of the wear distribution of each node under three working conditions. Figure 3 (a) is a comparison diagram of the distribution of frictional work at nodes. Figure 3 (b) is a comparison diagram of the shear stress distribution at the nodes. Figure 3 (c) is a comparison diagram of the distribution of node slip.

[0050] Figure 4 This is a comparison chart of grounding marks and frictional work under three operating conditions.

[0051] Figure 5 This is a comparison chart of the total friction work trends under three operating conditions.

[0052] Figure 6 This is a comparison diagram of the tire tread profile after three working conditions roller wear test.

[0053] Figure 7To optimize the comparison of high pressure and large slip in the front edge sub-region of the tire shoulder under deceleration conditions before and after deceleration.

[0054] Figure 8 Comparison of wear improvement effects before and after optimization.

[0055] Figure 9 This is a schematic diagram of the closed-loop discrimination and optimization of tire shoulder wear. Detailed Implementation

[0056] To make the technical objectives, technical solutions, and beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the scope of protection of this invention. For those skilled in the art, equivalent substitutions or conventional adjustments can be made to the specific conditions, parameter values, software platforms, module configurations, and execution order in the embodiments without departing from the spirit and substance of this invention; all such substitutions or adjustments should fall within the scope of protection of this invention.

[0057] This invention addresses a prominent problem in existing tire wear evaluation methods: while current simulations can typically output ground pressure, friction work, or wear index, they lack engineering-practical directional identification methods for acceleration and deceleration conditions, especially deceleration conditions, particularly regarding why uneven wear is more likely to occur on the tire shoulder, where this uneven wear mainly occurs, and whether this uneven wear is caused by the simultaneous spatial superposition of local high pressure and large slip. To address this issue, this invention proposes a method for evaluating and optimizing tire shoulder wear in electric vehicles under acceleration and deceleration conditions based on high-pressure and large slip co-location identification. This method does not simply compare the total friction work under different conditions, but introduces a locally sensitive analysis region—the leading edge sub-region of the tire shoulder—to identify high-pressure nodes and large slip nodes within this region. Furthermore, it constructs a high-pressure and large slip co-location index, a pressure forward shift index, a tire shoulder shear stress amplification factor, and a tire shoulder wear asymmetry discriminant, thereby transforming the empirical conclusion that deceleration leads to increased tire shoulder wear into a quantifiable, discriminable, and traceable technical solution that addresses the underlying physical mechanisms. This, in turn, provides targeted optimization parameters for tire structure optimization or braking force distribution correction.

[0058] I. Terminology Explanation

[0059] To avoid inconsistencies in the understanding of related terms in the specification, the main terms involved in this embodiment are explained uniformly below.

[0060] (1) Free rolling condition: refers to the condition in which the tire, under given inflation pressure, vertical load and driving speed, does not apply additional longitudinal driving / braking force to the wheel center, and is mainly characterized by the tire rolling approximately purely relative to the road surface. In this invention, the free rolling condition is mainly used as the benchmark condition for model calibration and pressure forward reference determination.

[0061] (2) Acceleration condition: refers to applying a positive longitudinal force to the wheel center while keeping the inflation pressure, vertical load and speed conditions constant. The preferred operating conditions in this embodiment are as follows. .

[0062] (3) Deceleration condition: refers to applying a reverse longitudinal force to the wheel center while keeping the inflation pressure, vertical load and speed conditions constant. The operating conditions are preferred in this embodiment. This is to allow for a constant amplitude comparison with the acceleration condition.

[0063] (4) Shoulder front edge sub-region: refers to the local analysis area located on both sides of the tire shoulder on the tread contact mark and close to the front edge of the contact mark along the rolling direction. This area is the key innovative analysis object of this invention, used to capture the local position where high pressure and large slip are most likely to occur under acceleration and deceleration conditions.

[0064] (5) High-voltage node: refers to the contact node in the front edge sub-region of the tire shoulder where the grounding pressure of the node is not lower than the preset ratio threshold of the maximum grounding pressure in that region.

[0065] (6) Large slip node: refers to a contact node in the front edge sub-region of the tire shoulder where the absolute value of the longitudinal slip is not lower than the preset proportional threshold of the absolute value of the maximum longitudinal slip in that region.

[0066] (7) High-pressure large slip co-location: refers to the state in which the high-pressure node and the large slip node are spatially overlapping or highly adjacent in the sub-region of the front edge of the tire shoulder. This state is the core physical feature of the present invention for identifying deceleration-driven tire shoulder wear.

[0067] (8) Pressure forward shift: refers to the phenomenon that, relative to the free rolling reference condition, the center of gravity of the pressure increase in the front edge sub-region of the tire shoulder moves along the rolling direction towards the ground contact front edge under a certain acceleration or deceleration condition. Pressure forward shift means that higher ground contact pressure accumulates in the wear-sensitive location.

[0068] (9) Shoulder shear stress amplification factor: refers to the proportion of the total shear stress in the front edge sub-region of the tire shoulder to the total shear stress in the entire grounding imprint, and is used to characterize the degree of shear concentration in the local tire shoulder region under the overall grounding state.

[0069] (10) Asymmetric discriminant of tire shoulder wear: refers to the evaluation quantity formed by comprehensively considering the degree of high pressure large slip co-location, the degree of pressure forward movement, the degree of tire shoulder shear stress concentration and total friction work. It is used to judge whether the deceleration condition shows a more significant dominant tire shoulder wear compared to the acceleration condition.

[0070] II. System Structure

[0071] like Figure 1As shown, the system of the present invention preferably includes a model building and calibration module 1, a multi-condition solution module 2, a tire shoulder leading edge identification module 3, an index calculation module 4, an asymmetric discrimination module 5, and an optimization output module 6. These modules can be deployed on the same engineering workstation or on multiple networked computing devices. In this embodiment, each module can be implemented by software programs or by a combination of software programs and general-purpose computing hardware.

[0072] Model building and calibration module 1 is used to import tire geometry, material models, road surface models, boundary conditions, and operating parameters, and complete simulation calibration under free rolling conditions. Multi-condition solution module 2 is used to solve for free rolling, acceleration, and deceleration conditions under the same inflation pressure, vertical load, and speed, outputting node-level ground pressure, slip, friction work, shear stress, and coordinate information. Shoulder leading edge identification module 3 is used to determine the shoulder leading edge sub-region based on the ground imprint size under free rolling conditions, and extract the high-pressure node set and large slip node set within this region. Index calculation module 4 is used to calculate the high-pressure large slip co-location index, pressure forward displacement index, shoulder shear stress amplification factor, and total friction work. Asymmetric discrimination module 5 is used to construct asymmetric discrimination parameters for shoulder wear based on the above indicators, and to provide a judgment on whether deceleration is the dominant condition for uneven shoulder wear. The optimized output module 6 is used to output optimization suggestions such as the adjustment amount of longitudinal stiffness of the tire shoulder block, the adjustment amount of tire shoulder groove wall angle, the transition amount of tire shoulder crown arc, the adjustment amount of belt layer end stiffness, and the correction amount of braking longitudinal force distribution, based on the level of each index and the difference of the dominant mechanism.

[0073] At the engineering implementation level, this system can connect to a finite element solver via a data interface, such as reading nodal contact result files, element contact area files, and imprint output files. It can also write the calculated discrimination results into a visualization report or structural optimization database for use by tire structure designers, simulation engineers, or vehicle control engineers.

[0074] III. Overall Technical Route for Implementing the Method of the Invention

[0075] like Figure 2As shown, the method of this invention generally includes the following technical steps: First, in S1, a three-dimensional finite element contact model of tire-road surface is established, and the model is calibrated using imprint data under free rolling conditions to ensure the physical reliability of subsequent local indicators; Second, in S2, steady-state or quasi-steady-state solutions are performed for three conditions: free rolling, acceleration of 5000N, and deceleration of 5000N, and nodal-level response results are extracted; Subsequently, in S3, based on the length and width of the ground imprint under free rolling conditions, the leading edge sub-region of the tire shoulder is identified, and high-pressure nodes and large slip nodes are extracted in this region; Then, in S4, the high-pressure large slip co-location index, pressure forward displacement index, tire shoulder shear stress amplification factor, and total friction work are calculated; Then, in S5, a tire shoulder wear asymmetric discrimination quantity is constructed, and it is determined whether deceleration is the dominant condition for tire shoulder wear; Finally, in S6, specific optimization parameters are output based on the discrimination results.

[0076] S1 and S2 are the basic supporting steps of this invention, ensuring the reliability of input data and results under multiple working conditions; S3, S4 and S5 are the core steps with the highest inventive contribution of this invention, because it is in these steps that this invention transforms the local high pressure and large slippage of the tire shoulder into an implementable identification and discrimination process; S6 is the implementation step that transforms the identification and discrimination results into engineering application results, so that this invention can not only explain the problem, but also provide a direct basis for design and control optimization.

[0077] (I) Step S1: Establishment and calibration of three-dimensional finite element contact model

[0078] The purpose of step S1 is to construct a simulation model that can realistically reflect the contact behavior of the target tire under given internal pressure, load and speed conditions, and to complete the calibration through imprint data under free rolling conditions, so as to avoid subsequent local indicators becoming purely mathematical post-processing quantities that are detached from the physical basis.

[0079] In this embodiment, a three-dimensional geometric model of the target tire is first established. This geometric model includes at least the basic structures such as the tread, shoulder, belt layer, carcass ply, bead, and inner liner. Material parameters can be entered from a tire design database or experimental data, and different parts can use anisotropic elastic, hyperelastic, or viscoelastic material models. The road surface is preferably set as a rigid plane, but it can also be set as an equivalent road surface model with certain roughness characteristics as needed. Contact pairs are defined between the tire and the road surface, preferably using penalty function contact or enhanced Lagrangian contact algorithms. For rolling conditions, steady-state rolling solutions, explicit rolling transition solutions, or implicit quasi-steady-state rolling solutions can be used.

[0080] After establishing the model, input the baseline operating condition parameters, including inflation pressure. Vertical load Driving speed And the free rolling condition. Then, the free rolling condition solution is performed to obtain the simulated grounding imprint length. Imprint width And grounding pressure distribution. Simultaneously, the measured imprint length was obtained. Imprint width And the measured grounding pressure distribution. To ensure the model can be used for subsequent local wear analysis, this embodiment preferably verifies the model's error using the following formula:

[0081] ;

[0082] ;

[0083] in, This is the relative error in the length of the imprint. This refers to the relative error in the width of the imprint. Preferably, No more than 5%, Grounding pressure distribution error not greater than 5% The error should not exceed 10%. When the error exceeds the preset threshold, the parameters of the tread rubber material, belt layer stiffness, contact parameters, or mesh refinement method should be corrected until the imprint morphology under free rolling conditions is consistent with the measured results to an acceptable range.

[0084] It is important to emphasize that this invention explicitly incorporates model calibration into the methodological steps. Its significance lies not only in improving simulation accuracy, but more importantly, in providing a reference coordinate system for the subsequent spatial positioning of the tire shoulder leading edge sub-region and the determination of pressure forward movement. This is because if the length, width, or pressure distribution of the free rolling imprint itself is inaccurate, the subsequent shoulder region division and relative forward movement determination based on this reference will lack engineering credibility. Therefore, although S1 is formally a pre-processing step, it plays a fundamental supporting role in the feasibility of the entire technical solution and the validity of the conclusions.

[0085] (ii) Step S2: Extraction of node-level response under three working conditions

[0086] Step S2 is in hold , and Under consistent conditions, the free rolling condition, acceleration condition, and deceleration condition are solved separately. To ensure comparability between acceleration and deceleration, this embodiment preferably applies the same absolute value of the wheel center longitudinal force for both acceleration and deceleration conditions. Preferably, take Therefore, the corresponding operating conditions are as follows: , and .

[0087] Under each working condition, for all contact nodes Extract the following results: grounding pressure Longitudinal slip Node friction work Equivalent shear stress and node coordinates Among them, superscript These correspond to three operating conditions: free rolling, acceleration, and deceleration. To ensure data stability, it is preferable to extract node results within a complete contact interval after the tire enters a stable rolling state, rather than extracting transient results at the initial contact point.

[0088] In this embodiment, Figure 3 This is the typical result after visualizing the node results output in step S2. Figure 3 (a) shows that the frictional work of each contact node is very low under the free rolling condition, with only small fluctuations at the local contact boundary; under the acceleration condition of 5000N, the frictional work of several contact nodes increases significantly; under the deceleration condition of 5000N, the peak value and the width of the high value region of the node frictional work are significantly greater than those under the acceleration condition. Figure 3 (b) shows a similar pattern of shear stress, namely, the peak value of shear stress at the relevant nodes of the tire shoulder is higher and the continuous high value zone is longer under deceleration conditions. Figure 3 (c) shows the slip distribution. Under deceleration conditions, the number of large slip nodes in the tire shoulder area increases significantly, and their distribution is more concentrated in the area before ground contact compared to acceleration conditions. These phenomena provide a direct data basis for the subsequent construction of a high-voltage large slip co-location system.

[0089] (III) Step S3: Identification of the front edge sub-region of the tire shoulder and extraction of high pressure / large slip node

[0090] In existing tire wear analysis, a common problem is treating the entire contact patch as a unified analysis object, at most distinguishing between the central and shoulder areas, but failing to further identify the sensitive sub-regions that truly dominate localized abnormal wear under acceleration and deceleration. This invention, through extensive comparison of operating conditions, discovered that the significant increase in uneven wear on the tire shoulder under deceleration conditions is not due to uniform stress across the entire shoulder area, nor to increased average slippage across the entire contact patch, but rather to two simultaneous physical phenomena in the tire shoulder sub-region near the leading edge of the contact patch: firstly, higher contact pressure migrates to this area; secondly, a larger longitudinal slippage is also concentrated in this area. In other words, what truly dominates uneven wear is the spatial coexistence of high pressure and large slippage in a localized area, rather than an increase in pressure or slippage at any arbitrary location. Therefore, this invention does not continue with the large-area averaging approach, but instead specifically constructs a sub-region at the leading edge of the tire shoulder and performs feature identification within this region.

[0091] Specifically, taking the free-rolling condition as a benchmark, the length of the grounding imprint under the free-rolling condition is first determined. and grounding imprint width Next, based on the axial coordinates of the contact node... and scroll direction coordinates Extract the node set of the anterior edge sub-region of the tire shoulder. In this embodiment, the following definition is preferred:

[0092] ;

[0093] in, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. The contact node number, The width of the grounding imprint under free rolling conditions. The length of the grounding imprint under free rolling conditions. For the first Axial coordinates of each contact node For the first The rolling direction coordinates of each contact node The coordinates of the starting point of the grounding imprint under free rolling conditions. and This refers to the shoulder zone coefficient. and Let be the leading edge partition coefficient, and satisfy . , ;

[0094] The preferred values ​​are 0.70 and 1.00; and The leading edge partition coefficient is preferably 0.00 or 0.35. These values ​​mean that approximately 30% of the area outside the width of the contact patch is taken axially, and the area from the beginning of the contact patch leading edge to approximately 35% of the contact patch length is taken as the tire shoulder leading edge sub-region in the rolling direction. Using this method, interference from the center of the tread and the rear edge of the contact patch on uneven wear identification can be effectively avoided, focusing the analysis on the areas most prone to localized high-pressure superposition and large slippage.

[0095] After determining the front edge sub-region of the tire shoulder, the high-pressure node set and the large slip node set are further extracted. Operating conditions. High-voltage node set Preferred satisfaction:

[0096] ;

[0097] Operating conditions The set of large-slip nodes below Preferred satisfaction:

[0098] ;

[0099] in, For working conditions The set of high-voltage nodes below, For working conditions The set of large-slip nodes below, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. For working conditions Next Grounding pressure of each contact node, For working conditions Next The longitudinal slip of each contact node, For working conditions Maximum ground pressure in the lower tire shoulder front edge sub-region. For working conditions The absolute value of the maximum longitudinal slippage in the sub-region of the lower tire shoulder. This is the high-voltage identification threshold coefficient. For large slip recognition threshold coefficients, and satisfying , The preferred value is 0.80; For identifying large slip, a threshold coefficient of 0.75 is preferred. The reason for using a relative threshold instead of a fixed absolute threshold is that the absolute values ​​of nodal pressure and nodal slip may have differences in dimensions and scale under different tire types, loads, or working conditions, while a relative threshold is more suitable for robust comparisons across working conditions and design schemes.

[0100] The innovative value of this step is mainly reflected in the following three aspects. First, instead of blindly counting high-value nodes across the entire grounding imprint area, this invention first identifies the tire shoulder leading edge sub-region highly correlated with the wear mechanism, giving the identification results clear spatial and physical significance. Second, this invention simultaneously extracts high-pressure nodes and large slip nodes, rather than examining only one single physical quantity, thus avoiding false high-risk judgments based on high pressure but almost no slip or large slip but very light load. Third, this invention uses the imprint size under free-rolling conditions as a unified spatial benchmark, decoupling the definition of the region boundary from transient deformation under different conditions, improving the consistency of identification.

[0101] Combination Figure 3 This will help to further understand the necessity of this step. Figure 3 (a) Peak value of high frictional work under deceleration conditions Figure 3 (b) The peak shear stress in the deceleration condition, and Figure 3(c) The high slip peak value under the deceleration condition does not appear uniformly throughout the entire grounding area, but is clearly concentrated at several shoulder-related nodes. If the traditional overall averaging method is still used, this local anomaly can easily be diluted, leading to only a rough conclusion that the overall wear is higher during deceleration, without further explaining why the shoulder wear is greater. This step can accurately screen out these locally high-risk nodes from the overall nodes, laying the foundation for subsequent colocation calculations.

[0102] (iv) Step S4: Calculation of co-location index, pressure forward displacement index, shear stress amplification factor and total friction work

[0103] The purpose of step S4 is to transform the local high-risk information identified in step S3 into quantifiable and comparable feature indicators, and to make these indicators have a clear physical division of labor, rather than a repetitive description of the same phenomenon.

[0104] First, calculate the high-pressure large slip co-location index. Its preferred definition is the ratio of the intersection area of ​​the high-pressure node set and the large-slip node set to the union area of ​​the two, that is:

[0105] ;

[0106] in, For working conditions High-pressure large-slip co-location index, For working conditions The set of high-voltage nodes below, For working conditions The set of large-slip nodes below, For the first The discrete contact area corresponding to each contact node. To represent the intersection of sets, Represents the union of sets; The larger the value, the higher the degree of spatial co-location between the high ground pressure area and the large slip area within the front edge sub-region of the tire shoulder.

[0107] The physical significance of this indicator lies in the following: if the high-pressure area and the large slip area highly overlap within the front edge sub-region of the tire shoulder, it indicates that the local node simultaneously bears a large normal load and a large tangential relative movement, making it highly susceptible to amplified wear. Conversely, if the two are located in different positions, although there may be local high pressure or local large slip, it does not necessarily lead to the same degree of localized uneven wear. It can be seen that this invention does not simply mechanically add the two indicators of high pressure and large slip, but rather couples them using a spatial co-location relationship, thus more closely approximating the actual wear mechanism.

[0108] Secondly, calculate the pressure forward index. Its selection is based on a comparison of operating conditions. The difference between the position of the center of gravity of the pressure in the leading edge sub-region of the tire shoulder along the rolling direction under free rolling conditions is obtained:

[0109] ;

[0110] ;

[0111] in, For working conditions The pressure shift index is lower. For working conditions The centroid of the pressure-weighted coordinate system of the lower shoulder anterior edge sub-region The center of gravity of the pressure-weighted coordinate system for the leading edge sub-region of the tire shoulder under free rolling conditions. The length of the ground imprint under free-rolling conditions; the introduction of the pressure advance index is because this invention focuses not only on the high shoulder pressure, but also on whether the pressure advances towards the more sensitive grounding leading edge region relative to the free-rolling state. Under deceleration conditions, the ground pressure often shifts forward along the rolling direction, turning the shoulder leading edge position, which was originally in a medium-pressure state, into a new high-pressure zone. When this change occurs simultaneously with a large slip node, it significantly intensifies local wear. Therefore, It actually reflects the migration trend of the local pressure field, rather than simply the magnitude of the pressure.

[0112] Next, calculate the shoulder shear stress amplification factor. Its preferred expression is the ratio of the total shear stress in the leading edge sub-region of the tire shoulder to the total shear stress of the entire tire impression:

[0113] ;

[0114] in: For working conditions The shoulder shear stress amplification factor is below. For working conditions The total frictional work, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. For working conditions The set of all contact nodes, For working conditions Next Equivalent shear stress at each contact node.

[0115] This indicator is used to characterize whether the overall shear stress is concentrated locally at the leading edge of the shoulder. Even if the total frictional work is large, if the main contribution comes from the center of the tread, it does not necessarily indicate that the shoulder wear is excessive. However, when a larger proportion of the shear stress is distributed to the leading edge sub-region of the shoulder, it is more supportive of the judgment that the risk of localized wear in the shoulder is increased.

[0116] Finally, calculate the total frictional work. :

[0117] ;

[0118] in: For working conditions Next The nodal friction work at each contact node; the total friction work is used to characterize the overall wear trend and is an indispensable but not the only indicator in this invention. This invention does not deny the value of total friction work, but rather believes that total friction work can only answer the question of overall wear intensity, and cannot independently answer why deceleration leads to increased shoulder wear. Therefore, this invention will... It is placed in the indicator system as the overall energy background quantity, while the task of truly pointing to the local mechanism of the shoulder is entrusted to... , and .

[0119] Combination Figure 4 and Figure 5 This step can be further explained. Figure 4 In the three working conditions of free rolling, acceleration of 5000N, and deceleration of 5000N, the total friction work is 64.02, 11928.94, and 22017.59, respectively. Figure 5 Further data shows that the total frictional work during deceleration is approximately 1.85 times that during acceleration, indicating a significantly higher overall wear level during deceleration. However, if only based on... Figure 5 This still only provides a macroscopic assessment that wear is more severe with deceleration than with acceleration, and cannot explain whether this wear is concentrated in the shoulder area or related to large slippage caused by localized high pressure. The local indicators introduced in this step can... Figure 5 Overall trends in China and Figure 3 , Figure 4 By establishing a one-to-one correspondence between the local node performance, the evaluation results are improved from large overall quantity to clear local mechanism.

[0120] (V) Step S5: Construction of asymmetric discrimination of tire shoulder wear and determination of dominant working conditions

[0121] In the preceding steps, the high-pressure large slip co-location index, pressure forward displacement index, shoulder shear stress amplification factor, and total friction work have been obtained. While comparing these indicators individually can provide some analytical information, two problems remain in engineering practice: first, the dimensions and sensitivities of different indicators differ, making it difficult to draw a unified conclusion directly; second, tire design optimization or operating condition comparison usually requires a comprehensive criterion that can directly answer whether deceleration is more likely to induce uneven shoulder wear than acceleration. Therefore, this invention further couples the above indicators to construct an asymmetric discriminant for shoulder wear. .

[0122] Preferably, It can be defined as:

[0123] ;

[0124] Among them, superscript Indicates deceleration condition, superscript This indicates an acceleration condition. This definition is not arbitrary but has a clear physical meaning: It is responsible for measuring the degree of spatial overlap between high pressure and large slip at the leading edge of the tire shoulder; It is responsible for characterizing the extent to which the pressure field propagates towards the anterior edge of the shoulder; It is responsible for characterizing the degree to which shear forces are concentrated in the tire shoulder area; This provides the overall frictional energy background. Multiplying these four factors together provides a comprehensive reflection of whether local high-risk mechanisms are amplified within the overall wear background. Comparing the combined results from deceleration and acceleration conditions then forms an asymmetric criterion that directly compares which condition dominates shoulder wear.

[0125] In terms of judgment logic, when This indicates that, compared to acceleration, deceleration conditions have stronger comprehensive advantages in terms of local co-location of high pressure and large slippage at the shoulder, pressure forward shift, shear stress concentration, and overall friction work. Therefore, deceleration conditions are determined to be the dominant condition for uneven tire shoulder wear. The preset threshold is preferably between 1.05 and 1.20. In this embodiment, the threshold can be set based on the company's historical sample tire database or simulation-test comparison results. For example, a lower threshold can be used when it is desired to identify high-risk sample tires more sensitively; a higher threshold can be used when it is desired to reduce false positives and only screen out sample tires with more significant deceleration.

[0126] The innovation of this step lies in its solution to the problem in existing technologies where, although it is known that deceleration increases wear, a unified criterion for judgment cannot be established. Traditional methods typically only consider friction work, tire marks, stress, or slippage separately, while this invention organizes these discrete pieces of evidence into a comprehensive criterion with a clear direction. More importantly, this criterion does not simply average all results, but rather revolves around the central theme of high pressure and large slippage in the tire shoulder, thus avoiding the problem of an overly loose indicator system that is disconnected from the underlying mechanism.

[0127] The practical value of this step can be well understood by referring to the result diagram in this embodiment. Figure 3 This indicates that under a deceleration condition of 5000N, the frictional work, shear stress, and slippage of the relevant nodes on the tire shoulder are all higher than under a deceleration condition of 5000N. Figure 4 This indicates that the red high-stress band on the shoulder imprint is more obvious under deceleration conditions; Figure 5 This indicates that the total frictional work during deceleration is significantly higher than that during acceleration. Substituting these results into the comprehensive discrimination framework established in this step, we can obtain... The value is significantly greater than 1, thus concluding that the deceleration condition is the dominant condition for uneven tire shoulder wear. Unlike traditional methods that only provide empirical judgments, this invention makes the conclusion repeatable and comparable across different scenarios.

[0128] (vi) Step S6: Optimize parameter output and closed-loop application

[0129] Step S6 is used to transform the aforementioned identification and discrimination results into practically executable engineering optimization suggestions, so that the present invention not only stays at the level of analysis and interpretation, but can also directly serve the tire structure design and vehicle braking control strategy optimization.

[0130] when At this time, the system outputs tire shoulder wear optimization parameters. The output of these optimization parameters does not provide a uniform, general suggestion, but rather tailors different optimization directions based on the elevated characteristics of different indicators. Preferably, the following strategy can be adopted:

[0131] When the high-pressure large slip co-location index under deceleration conditions When the value is too high, it indicates that the local high-pressure area and the large slip area overlap significantly at the leading edge of the tire shoulder. In this case, priority should be given to reducing local overlap, adjusting the longitudinal stiffness of the tire shoulder tread block and the shoulder groove angle accordingly. For example, it can be suggested to appropriately increase the longitudinal stiffness of the tire shoulder tread block to prevent excessive longitudinal deformation under braking shear; or to appropriately decrease the shoulder groove angle to make the local force path of the shoulder smoother and reduce the degree of overlap between high pressure and large slip in the same area.

[0132] When the pressure forward index under deceleration condition When the pressure is too high, it indicates that the center of gravity of the ground pressure has significantly shifted towards the leading edge of the shoulder. In this case, the focus should be on optimizing the ground pressure distribution, and suggestions for adjusting the transition amount of the tire shoulder crown arc should be provided. Preferably, the local pressure at the leading edge of the ground pressure can be prevented from shifting excessively forward by changing the transition arc of the tire shoulder, adjusting the continuity of the contour curvature, or optimizing the shoulder shape.

[0133] When the shoulder shear stress amplification factor under deceleration conditions When the value is too high, it indicates that the overall shear force is excessively distributed to the local area of ​​the tire shoulder leading edge. In this case, the output can be the belt layer end stiffness adjustment amount or the braking longitudinal force distribution correction amount. The former is applicable to tire structure design scenarios, while the latter is applicable to vehicle control or joint development scenarios.

[0134] To ensure the optimization results are more closed-loop, this implementation method preferably writes the optimization parameters back into the model after outputting the optimization parameters and repeats steps S1 to S5 to verify the results. Should it be reduced? If so. If the value decreases to below the threshold or significantly, the optimized parameter is considered effective; if the decrease is not significant, the output parameter is adjusted again. In this way, a closed-loop engineering process of identification, judgment, optimization, and verification can be formed.

[0135] IV. Specific Application Examples and Experimental Data

[0136] It should be noted that the following application examples use a certain specification of passenger car radial tire as the sample tire. The test equipment, modeling process, parameter specifications and result processing methods all adopt conventional and feasible means in this field. Those skilled in the art can reproduce the technical solution of this invention based on the disclosure of this specification.

[0137] (I) Application Example 1: Identification and Verification of Tire Shoulder Wear Based on Three Working Conditions

[0138] 1. Experimental Objective

[0139] This application example is used to verify whether the present invention can accurately identify the more significant co-location of high ground pressure and large slip in the front edge area of ​​the tire shoulder under three typical longitudinal working conditions: free rolling, acceleration, and deceleration. Based on this, it can be concluded that the deceleration working condition is more likely to become the dominant working condition for uneven tire shoulder wear.

[0140] 2. Test Subjects and Equipment

[0141] The test subject was a passenger car radial tire of a certain specification. The tire was in a new condition with intact tread blocks and no abnormal defects.

[0142] The testing equipment includes:

[0143] (1) A tire static imprint testing device, used to obtain imprint length, imprint width and ground pressure distribution under free rolling reference conditions;

[0144] (2) Indoor roller tire mechanical / wear testing machine, used to apply vertical load, inflation pressure, rolling speed and longitudinal force;

[0145] (3) A three-dimensional finite element analysis platform is used to establish a tire-road contact model and output nodal-level contact results;

[0146] (4) Tread depth measuring instrument, infrared thermometer and three-dimensional contour scanner are used to collect local wear, temperature rise and contour changes of the tire tread after the test.

[0147] 3. Test conditions

[0148] To ensure comparability across different operating conditions, the three operating conditions maintain the same basic boundary conditions, with only the longitudinal force at the wheel center being changed. The specific conditions are as follows:

[0149] Inflation pressure: 240 kPa;

[0150] Vertical load: 5.2kN;

[0151] Rolling speed: 60km / h;

[0152] Free rolling condition: RF1=0N;

[0153] Acceleration condition: RF1 = +5000N;

[0154] Deceleration condition: RF1 = -5000N.

[0155] In the acceleration and deceleration conditions, the same absolute value of the wheel center longitudinal force is used to eliminate the interference caused by the inconsistency of the longitudinal input amplitude.

[0156] 4. Model Establishment and Calibration

[0157] First, a static imprint test was conducted on the sample tire to obtain imprint test data under free rolling reference conditions. The test results are as follows: the measured imprint length is 151.6 mm; the measured imprint width is 182.3 mm; the pressure peak in the outer leading edge area of ​​the tire shoulder is higher than that in the middle edge area, but the overall distribution is relatively flat.

[0158] A three-dimensional finite element contact model of the tire was then established and calibrated under free rolling conditions. The simulation output results are as follows: the simulated imprint length is 149.8 mm; the simulated imprint width is 179.6 mm.

[0159] Therefore, the following calculations were made: the error in the imprint length was 1.19%; and the error in the imprint width was 1.48%.

[0160] The above errors are all less than 5%, indicating that the model calibration accuracy meets the requirements of subsequent local contact analysis. Further comparison of the pressure cloud distribution revealed that the pressure distribution trends in the simulated and measured areas at the grounding leading edge, grounding center, and outer shoulder region are consistent. Therefore, this model can be used for subsequent three-condition node-level analysis.

[0161] 5. Simulation results under three working conditions

[0162] After completing the model calibration, the three working conditions of free rolling, acceleration of 5000N and deceleration of 5000N are solved respectively, and the ground pressure, longitudinal slip, node friction work and equivalent shear stress of each contact node are output. The front edge sub-region of the tire shoulder is extracted according to the method of this invention.

[0163] Combination Figure 3 visible:

[0164] (1) Under free rolling conditions, the friction work at each node is generally very low. Although there is local contact stress in the front edge area of ​​the tire shoulder, no obvious high-value concentration area is formed.

[0165] (2) Under the condition of acceleration of 5000N, the front edge area of ​​the tire shoulder begins to show obvious high friction work nodes and large slip nodes, but their spatial overlap range is still limited;

[0166] (3) Under the condition of deceleration of 5000N, the number of high friction work nodes, high shear stress nodes and large slip nodes in the front edge area of ​​the tire shoulder increased significantly, and showed a higher degree of local overlap, indicating that it is easier to press high pressure and large slip simultaneously in the local area of ​​the front edge of the tire shoulder during braking and deceleration.

[0167] According to the method described in the claims, the key indicators for three operating conditions were further calculated, and the results are shown in Table 1.

[0168] Table 1 Results of Key Evaluation Indicators under Three Working Conditions

[0169]

[0170] Table 1 clearly shows that:

[0171] First, the high-pressure large slip co-location index under the 5000N deceleration condition reached 0.703, which is significantly higher than the 0.437 under the 5000N acceleration condition, indicating that the spatial overlap between the high-pressure area and the large slip area in the front edge area of ​​the tire shoulder is significantly enhanced during deceleration.

[0172] Second, the pressure forward shift index under the 5000N deceleration condition is 0.221, which is higher than 0.097 under the acceleration condition, indicating that the center of gravity of the ground pressure moves significantly towards the front edge of the tire shoulder during deceleration.

[0173] Third, the shear stress amplification factor of the tire shoulder under the deceleration condition of 5000N is 0.527, which is significantly higher than 0.341 under the acceleration condition, indicating that the overall shear force is more concentrated in the sensitive area of ​​the tire shoulder.

[0174] Fourth, the total frictional work under the 5000N deceleration condition is 22017.59, which is approximately 1.85 times that under the 5000N acceleration condition (11928.94). Figure 5 The trend conclusion is consistent.

[0175] Based on this, the asymmetric discriminant of shoulder wear, Qsh, was calculated according to the method of this invention, yielding Qsh = 3.36. This result is significantly greater than 1, indicating that deceleration conditions have a stronger dominance in shoulder wear compared to acceleration conditions. In other words, this invention not only explains why deceleration causes greater wear than acceleration, but also further quantitatively explains the mechanism by which deceleration makes the shoulder wear more pronounced: the leading edge region of the shoulder simultaneously experiences more severe high-pressure migration, greater slip superposition, and stronger local shear concentration.

[0176] 6. Indoor roller wear verification test

[0177] To further verify the consistency between the evaluation results of this invention and actual wear, tires of the same specification were subjected to equal-duration wear tests on a roller testing machine. Each test group ran continuously for 8 hours, maintaining the same inflation pressure, vertical load, and rolling speed as the simulation, and applying corresponding longitudinal force conditions. After the test, the average wear depth of the tread blocks at the leading edge of the tire shoulder, the average wear depth of the center of the tread, and the maximum temperature rise in the tire shoulder area were measured. The results are shown in Table 2.

[0178] Table 2. Actual wear and temperature rise test results under three working conditions.

[0179]

[0180] As shown in Table 2: (1) Under free rolling conditions, the wear depth is very small in both the shoulder and the center; (2) Acceleration conditions significantly increase wear, but the shoulder wear has not yet shown extreme bias; (3) Under deceleration conditions, the average wear depth at the leading edge of the shoulder reaches 0.351 mm, which is about 1.89 times that of 0.186 mm under acceleration conditions, and is comparable to... Figure 5 The increase in total friction work shown is highly consistent with the increase in local risk indicators shown in Table 1; (4) the tire shoulder / middle wear ratio reaches 2.21 under deceleration conditions, indicating that wear not only increases overall, but also concentrates significantly on the tire shoulder; (5) the highest temperature at the front edge of the tire shoulder rises to 38.9℃ under deceleration conditions, which is significantly higher than that under acceleration conditions, indicating that local friction and shear energy consumption are more intense.

[0181] (II) Application Example 2: Verification of Tire Structure Correction Based on the Optimized Output of the Invention

[0182] 1. Experimental Objective

[0183] This application example demonstrates that the present invention can not only identify tire shoulder wear risks caused by deceleration, but also output optimization directions based on the source of the risk, and substantially reduce the degree of tire shoulder wear after optimization.

[0184] 2. Optimization scheme setting

[0185] Based on the judgment results of application example 1, the main sources of risk under deceleration conditions include: (1) the high pressure area and the large slip area overlap at the front edge of the tire shoulder; (2) the center of gravity of the ground pressure shifts significantly forward; and (3) the local shearing action at the front edge of the tire shoulder is too concentrated. Based on this, the present invention provides the following optimized parameter combination: (1) the longitudinal equivalent stiffness of the tire shoulder tread block is increased by 12%; (2) the corner of the tire shoulder main groove is reduced by 4°; and (3) the transition radius of the tire shoulder crown arc is increased by 6%.

[0186] This optimization scheme does not change the basic size and main structure of the tire, but only makes targeted modifications to the local structure and contour transition of the tire shoulder, which is in line with the design idea of ​​this invention to output optimization parameters based on local risk mechanism.

[0187] 3. Optimized simulation results

[0188] The optimized solution was written back into the model, and the key indicators were recalculated under the deceleration condition of 5000N. The results were compared with those before optimization, as shown in Table 3.

[0189] Table 3 Comparison of key indicators under deceleration conditions before and after optimization.

[0190]

[0191] Table 3 shows that after adopting the optimized parameters output by this invention: First, the high-pressure large slip co-location index decreased from 0.703 to 0.486, indicating that the overlap between the high-pressure area and the large slip area at the front edge of the tire shoulder was significantly reduced; Second, the pressure forward shift index decreased by almost half, indicating that the ground pressure no longer significantly advances towards the front edge of the tire shoulder; Third, the tire shoulder shear stress amplification factor decreased significantly, indicating that the local shoulder shear concentration was alleviated; Fourth, the total friction work decreased by 19.7%, indicating that the overall friction energy consumption also decreased simultaneously; Fifth, the tire shoulder wear asymmetry discrimination value decreased from 3.36 to 1.58, indicating that the dominance of the deceleration condition on the tire shoulder wear was greatly weakened.

[0192] 4. Verification of optimized roller wear test

[0193] Using the same roller test conditions as in Application Example 1, wear tests were conducted on the tires before and after optimization under a 5000N deceleration condition. The measurement results are shown in Table 4.

[0194] Table 4 Comparison of actual wear results before and after optimization

[0195]

[0196] As shown in Table 4, the average wear depth at the leading edge of the tire shoulder decreased from 0.351 mm to 0.228 mm after optimization, a reduction of 35.0%. The wear in the center of the tread showed little change, indicating that the optimization of this invention did not simply reduce overall wear, but rather more specifically suppressed abnormal wear in the localized areas of the tire shoulder. Simultaneously, the tire shoulder / center wear ratio decreased from 2.21 to 1.53, indicating a significant improvement in uneven wear. The maximum temperature rise at the leading edge of the tire shoulder also decreased from 38.9℃ to 29.6℃, indicating a significant reduction in local energy dissipation.

[0197] This demonstrates that the present invention can not only identify problems, but also locate the mechanism of the problems and further guide optimization, ultimately resulting in a significant reduction in uneven tire shoulder wear in real tests.

[0198] (III) Application Example 3: Comparison and Verification with the Traditional Single Total Friction Work Evaluation Method

[0199] To highlight the advantages of this invention over traditional evaluation methods, a comparative analysis is set up. Three candidate shoulder design schemes, A, B, and C, are selected and simulated under a deceleration condition of 5000N. The total friction work of the three schemes is similar, but the local risk distribution of the tire shoulder is different. The results are shown in Table 5.

[0200] Table 5 Comparison of the method of the present invention and the traditional total friction work criterion

[0201]

[0202] Based solely on total friction work, the differences between schemes A, B, and C are not significant, making it difficult to determine which scheme is more effective in suppressing uneven tire shoulder wear. However, using the method of this invention, it can be clearly distinguished that scheme B has the lowest local risk on the tire shoulder. Subsequent actual wear tests show that scheme B has the smallest average wear depth at the leading edge of the tire shoulder, further demonstrating that this invention has a stronger ability to identify and optimize uneven tire wear compared to the traditional single total friction work evaluation method.

[0203] Combination Figures 3-5 As shown in Tables 1-5, this invention identifies high-pressure nodes and large slip nodes within the leading edge sub-region of the tire shoulder, and further constructs a high-pressure large slip co-location index, a pressure forward shift index, a tire shoulder shear stress amplification factor, and a tire shoulder wear asymmetry discrimination factor. This allows it to reveal the cause of uneven tire shoulder wear under deceleration conditions from a local mechanism perspective. Experimental results show that the total frictional work under a 5000N deceleration condition reaches 22017.59, approximately 1.85 times that under a 5000N acceleration condition, and the average wear depth at the leading edge of the tire shoulder reaches 0.351mm, approximately 1.89 times that under an acceleration condition. After adopting the optimized parameters output by this invention, the average wear depth at the leading edge of the tire shoulder decreases by 35.0%, and the tire shoulder / center wear ratio decreases by 30.8%. This indicates that this invention can not only effectively identify the risk of uneven tire shoulder wear dominated by deceleration, but also provide a directional basis with engineering feasibility for tire structure optimization.

[0204] The foregoing description of embodiments of the present invention, through which those skilled in the art are able to implement or use the present invention, will be readily apparent to those skilled in the art. Various modifications to these embodiments will be readily apparent to those skilled in the art. The general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novelty disclosed herein.

[0205] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0206] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0207] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0208] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0209] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0210] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0211] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

Claims

1. A method for evaluating and optimizing tire shoulder wear under acceleration and deceleration conditions, characterized in that, The method includes the following steps: S1, establishing a three-dimensional finite element contact model between the target tire and the road surface, and inputting tire structural parameters, material parameters, and inflation pressure. Vertical load Driving speed and longitudinal force at the wheel center The three-dimensional finite element contact model was calibrated using measured imprint data under free rolling conditions; wherein the measured imprint data includes at least imprint length, imprint width, and grounding pressure distribution. S2, at the inflation pressure Vertical load and driving speed Under the condition of maintaining consistency, the free rolling condition, acceleration condition, and deceleration condition are set up separately for solution to obtain the contact nodes under each condition. grounding pressure Longitudinal slip Node friction work Equivalent shear stress and node coordinates ;in, These represent the free rolling condition, acceleration condition, and deceleration condition, respectively. Corresponding to the free rolling condition, Corresponding to acceleration conditions, Corresponding to deceleration conditions, The same absolute value of the longitudinal force at the wheel center is used for both acceleration and deceleration conditions; S3, Grounding imprint length under free rolling conditions and grounding imprint width The node set of the front edge sub-region of the tire shoulder is extracted according to the tire axial coordinate and rolling direction coordinate, and the high pressure node set and the large slip node set are identified in the front edge sub-region of the tire shoulder respectively; S4. Based on the set of high-pressure nodes and the set of large slip nodes, calculate the high-pressure large slip colocation index, pressure forward displacement index, shoulder shear stress amplification factor and total friction work of the front edge sub-region of the tire shoulder under each working condition. S5. Based on the high pressure large slip co-position index, the pressure forward displacement index, the tire shoulder shear stress amplification coefficient and the total friction work corresponding to the deceleration condition and the acceleration condition, construct the tire shoulder wear asymmetric discrimination quantity, and determine whether the deceleration condition is the tire shoulder wear-dominant condition according to the tire shoulder wear asymmetric discrimination quantity. S6. When the asymmetric discrimination value of the tire shoulder wear is greater than the preset threshold, output the tire shoulder wear optimization parameters; the tire shoulder wear optimization parameters include at least one of the following: tire shoulder block longitudinal stiffness adjustment amount, tire shoulder groove wall angle adjustment amount, tire shoulder crown arc transition amount, belt layer end stiffness adjustment amount or braking longitudinal force distribution correction amount; and output the node wear distribution results, ground imprint comparison results and total friction work comparison results corresponding to free rolling condition, acceleration condition and deceleration condition.

2. The method according to claim 1, characterized in that, In step S1, the calibration condition for the three-dimensional finite element contact model is: simulation imprint length error. Simulated imprint width error and ground pressure distribution error Each not greater than the corresponding preset threshold , and The simulated imprint length error is mentioned above. Simulated imprint width error Determine them according to the following formulas respectively: ； ； in, To simulate the length of the imprint, To measure the actual length of the imprint, To simulate the width of the imprint, To measure the width of the imprint, The threshold for the error in the imprint length. This is the threshold for the width error of the imprint. This is the grounding pressure distribution error threshold.

3. The method according to claim 1, characterized in that, In step S3, the set of nodes in the front edge sub-region of the tire shoulder. Determined according to the following formula: ； in, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. The contact node number, The width of the grounding imprint under free rolling conditions. The length of the grounding imprint under free rolling conditions. For the first Axial coordinates of each contact node For the first The rolling direction coordinates of each contact node The coordinates of the starting point of the grounding imprint under free rolling conditions. and This refers to the shoulder zone coefficient. and Let be the leading edge partition coefficient, and satisfy . , ; And / or, in step S3, operating condition High-voltage node set and large slip node set Determine them according to the following formulas respectively: ； in, For working conditions The set of high-voltage nodes below, For working conditions The set of large-slip nodes below, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. For working conditions Next Grounding pressure of each contact node, For working conditions Next The longitudinal slippage of each contact node For working conditions Maximum ground pressure in the lower tire shoulder front edge sub-region. For working conditions The absolute value of the maximum longitudinal slippage in the sub-region of the lower tire shoulder. This is the high-voltage identification threshold coefficient. For large slip recognition threshold coefficients, and satisfying , .

4. The method according to claim 1, characterized in that, In step S4, the operating condition High-pressure large slip co-location index Determined according to the following formula: ； in, For working conditions High-pressure large-slip co-location index, For working conditions The set of high-voltage nodes below, For working conditions The set of large-slip nodes below, For the first The discrete contact area corresponding to each contact node. To represent the intersection of sets, Represents the union of sets; The larger the value, the higher the degree of spatial co-location between the high ground pressure area and the large slip area within the front edge sub-region of the tire shoulder.

5. The method according to claim 1, characterized in that, In step S4, the operating condition The pressure shift index below Shoulder shear stress amplification factor Total frictional work Determine them according to the following formulas respectively: ； ； ； ； in, For working conditions The pressure shifts forward index. For working conditions The centroid of the pressure-weighted coordinate system of the lower shoulder anterior edge sub-region The center of gravity of the pressure-weighted coordinate system for the leading edge sub-region of the tire shoulder under free rolling conditions. The length of the grounding imprint under free rolling conditions. For working conditions The shoulder shear stress amplification factor is below. For working conditions The total frictional work, This is the set of nodes in the sub-region of the anterior edge of the tire shoulder. For working conditions The set of all contact nodes, For working conditions Next Equivalent shear stress at each contact node For working conditions Next Nodal friction work at each contact node.

6. The method according to claim 1, characterized in that, In step S5, the shoulder wear asymmetric discrimination value Determined according to the following formula: ； in, The asymmetric criterion for tire shoulder wear. This refers to the high-pressure large-slip confluence index under deceleration conditions. This refers to the pressure forward displacement index under deceleration conditions. This is the amplification factor of the tire shoulder shear stress under deceleration conditions. This represents the total frictional work under deceleration conditions. To accelerate the high-pressure large-slip co-location index under operating conditions, To accelerate the pressure advance index under operating conditions, To accelerate the amplification factor of tire shoulder shear stress under operating conditions, To accelerate the total frictional work under the operating condition; when At that time, the deceleration condition was determined to be the dominant condition for uneven tire shoulder wear. This is an asymmetric discrimination threshold.

7. The method according to claim 1, characterized in that, In step S6, the tire shoulder wear optimization parameters are determined as follows: when At that time, if Exceeding the first preset threshold Then increase the longitudinal stiffness of the tire shoulder block or decrease the shoulder groove angle; if Exceeding the second preset threshold If so, adjust the shoulder crown arc transition amount to reduce pressure concentration in the front shoulder area; if Exceeding the third preset threshold This increases the end stiffness of the belt layer or the correction amount for the longitudinal force distribution of the output braking force; among which, To correct the threshold for the co-position exponent, To adjust the threshold for pressure shift forward, This is the threshold for shear stress correction.

8. A tire shoulder wear evaluation and optimization system based on high-pressure large-slip co-position recognition under acceleration and deceleration conditions, characterized in that, This system is used to implement the method described in any one of claims 1-7, comprising: a model construction and calibration module for establishing a three-dimensional finite element contact model between the target tire and the road surface, and calibrating the model based on measured imprint data under free rolling conditions; a multi-condition solution module for solving the ground pressure, longitudinal slip, node friction work, equivalent shear stress, and node coordinates of the contact nodes under free rolling, acceleration, and deceleration conditions, respectively; and a tire shoulder leading edge identification module for extracting the node set of the tire shoulder leading edge sub-region and identifying the high-pressure node set. The system includes: a set of large slip nodes; an index calculation module for calculating the high-pressure large slip co-location index, pressure forward displacement index, tire shoulder shear stress amplification factor, and total friction work; an asymmetric discrimination module for constructing asymmetric discrimination parameters for tire shoulder wear and determining whether deceleration is the dominant condition for uneven tire shoulder wear; and an optimization output module for outputting optimized tire shoulder wear parameters when the asymmetric discrimination parameters for tire shoulder wear exceed a preset threshold, and outputting the node wear distribution results, grounding imprint comparison results, and total friction work comparison results for free rolling conditions, acceleration conditions, and deceleration conditions.

9. An electronic device, characterized in that, The method includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the method according to any one of claims 1 to 7.

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

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