CN116720398A - Finite element analysis method for reducing risk of tire bead breach of all-steel radial tire - Google Patents
Finite element analysis method for reducing risk of tire bead breach of all-steel radial tire Download PDFInfo
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- 239000011324 bead Substances 0.000 title claims abstract description 122
- 238000004458 analytical method Methods 0.000 title claims abstract description 38
- 229910000831 Steel Inorganic materials 0.000 title claims abstract description 19
- 239000010959 steel Substances 0.000 title claims abstract description 19
- 238000013461 design Methods 0.000 claims abstract description 72
- 238000010008 shearing Methods 0.000 claims abstract description 25
- 238000012360 testing method Methods 0.000 claims abstract description 18
- 238000004088 simulation Methods 0.000 claims description 36
- 230000003068 static effect Effects 0.000 claims description 29
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- 238000001125 extrusion Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000012502 risk assessment Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
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Abstract
The application provides a finite element analysis method for reducing the risk of tire bead breach of an all-steel radial tire, which can utilize finite element analysis software Abaqus to simulate heavy-load driving and braking working conditions of the tire in the stage of tire design, analyze the circumferential shearing force S23 of the tire bead position near the rim edge under the torsion state of the tire, screen out a design scheme with lower risk of tire bead breach according to the maximum value of the absolute value of the circumferential shearing force S23 and the minimum variation amplitude, so that only the design scheme with lower risk of tire bead breach is required to produce a physical tire, test and determine whether the tire bead breach problem occurs, thereby reducing the design scheme of producing the physical tire for experimental test, reducing the frequency of determining whether the tire bead breach problem occurs in the outdoor test, shortening the development period and reducing the development cost.
Description
Technical Field
The application relates to tire bead breach risk analysis of an all-steel radial tire, in particular to a finite element analysis method for reducing tire bead breach risk of the all-steel radial tire.
Background
Along with the continuous change of domestic mine market demand, the host factory motorcycle type is also continuously updated, the development is being made to be large, the rated load of the vehicle is increasingly larger, in addition, the use of all-steel radial tires on the market has the problems of high air pressure and high load, the deformation of the tire bead area of the tire is large, the tire bead part is contacted with the tire rim, under the condition, the driving force and the braking force generated by driving and braking the vehicle are transmitted to the tire through the tire rim, the rubber can not respond immediately because of the hysteresis effect, the contact part of the tire rim and the tire bead can generate circumferential shearing force, the oblique split is generated at the tire bead part, the oblique split can be gradually expanded due to the effect of periodical radial extrusion deformation, and finally the radial split is made, and the tire bead problem exists in the wide-body tire, the large-size rigid dumper tire, the giant tire and the port operation tire at present.
In the prior art, whether the tire is broken or not is mainly determined through an outdoor test, once the tire is broken, a design scheme is needed to be repaired again, a sample tire is produced, the outdoor test is carried out again, and the method is extremely wasted until the design scheme does not produce the tire broken, and the production period is long.
Disclosure of Invention
In order to solve the problems, the application provides a finite element analysis method for reducing the risk of tire bead breach of an all-steel radial tire, and the application can screen out a design scheme with lower tire bead breach risk in the design scheme of the all-steel radial tire by the finite element analysis method, so that the design scheme with lower tire bead breach risk can be only required to be produced into a physical tire, and the problem of whether the tire is subjected to tire bead breach is determined by testing, thereby reducing the design scheme of experimental tests for producing the physical tire.
The object of the application is achieved in the following way: a finite element analysis method for reducing the risk of bead cracking of an all-steel radial tire, comprising the steps of:
(1) Establishing a two-dimensional pneumatic tire simulation model to simulate the tire inflation and assembly process;
(2) Establishing a three-dimensional static loading simulation model to simulate the static loading process of the tire;
(3) Establishing a three-dimensional torsion loading simulation model to simulate a driving and braking process under heavy load;
(4) Obtaining a circumferential shearing force S23 of a bead part near a rim edge in a tire torsion state;
(5) Comparing the circumferential shearing force S23 of different design schemes of the tire with the same specification, wherein the maximum value and the minimum variation amplitude of the absolute value of the circumferential shearing force S23 are lower in risk of tire bead breach, and screening out design schemes with lower risk of tire bead breach;
(6) Producing a physical tire according to a design scheme with low risk of tire bead cracks, then carrying out endurance test, and selecting the design scheme if the tire bead cracks do not occur; if the tire bead breach occurs, the design scheme is modified, and the five steps are repeated until the design scheme without the tire bead breach is found.
In the step (4), a radial force S11 and a circumferential shearing force S23 are obtained at the bead portion in the vicinity of the rim edge in the tire twisted state; in the step (5), the radial force S11 and the circumferential shear force S23 of different designs of the same specification tire are compared, the maximum value and the minimum variation range of the absolute value of the circumferential shear force S23 are the smallest, the maximum value and the minimum variation range of the absolute value of the radial force S11 are the smallest, the risk of tire bead breakage is low, and the design scheme with low risk of tire bead breakage is screened.
The two-dimensional pneumatic tire simulation model is built in the step (1), and comprises rim modeling, wherein the type is an analytic rigid body, rubber parts are modeled, unit types are CGAX4H/CGAX3H, reinforcement types are SFGMAX1, a material constitutive model is defined, a Mooney-Rivlin super-elastic constitutive model is adopted as a rubber unit, a Marlow model is adopted as a reinforcement unit, a section attribute is defined, a uniform entity section attribute is adopted as a rubber part, a shell section attribute is adopted as a reinforcement, a contact attribute is defined, universal surface-surface contact is adopted between a rim and a bead part, constraint is defined, embedding (emmedded) constraint is adopted between the rubber unit and the reinforcement unit, an analysis step is defined, nonlinear statics universal analysis is adopted for rim assembly and inflation, boundary conditions and loads are defined, all degrees of freedom in the axial direction are divided by rim fixing, and uniform pressure loads are applied to the inner surface of the tire.
In the step (2), the three-dimensional static loading simulation model is built, wherein the three-dimensional static loading simulation model comprises a three-dimensional model generated by rotating a two-dimensional axisymmetric section around a rotating shaft, an angle, the number of units, a unit bias ratio and a unit type of each section along the circumferential direction are specified, an analysis result of the two-dimensional axisymmetric model is transmitted to the three-dimensional model, the road surface is modeled, the type adopts an analytical rigid body, a contact attribute is defined, a road surface and a tread adopt general surface-surface contact, an analysis step is defined, the static loading adopts nonlinear static general analysis, boundary conditions and loads are defined, all degrees of freedom are fixed by a rim, all degrees of freedom are outwards by a road surface fixing division, and loads are applied to the normal degree of freedom of the road surface.
In the step (3), the three-dimensional torsion loading simulation model is built, which comprises the steps of applying boundary conditions and loads, applying torsion loads simulating driving and braking states of the tire on the basis of the three-dimensional static loading simulation result in the step (2), symmetrically applying the torsion loads on reference points of left and right rims, setting the rotation angle to be 0.0873-0.349 rad, and keeping the rest boundary conditions and loads consistent with those in the step (2).
In the step (4), the radial force S11 and the circumferential shear force S23 are the evaluation index of the oblique bead split, and the circumferential shear force S23 applied to the bead portion near the rim corresponds to the oblique bead split occurring during the actual use of the tire as seen from the three-dimensional torsion loading simulation result in the step (3), and the radial force S11 is the evaluation of the radial bead split, and the radial force S11 applied to the bead portion promotes the expansion of the bead split and eventually forms the radial bead split when there is a small circumferential bead split near the rim.
In the step (6), if no bead break occurs, a design specification of the radial force S11 and the circumferential shear force S23 in the design process of the product is output, and the design specification of the radial force S11 and the circumferential shear force S23 refers to a maximum value (absolute value) of S11 and S23 and a value of S11 and S23 with a variation amplitude smaller than or equal to that of the design scheme without the bead break. That is, the maximum value and the variation amplitude of the absolute values of the radial force S11 and the circumferential shearing force S23 in the same type of products are smaller than the values of S11 and S23 of the design scheme.
The application provides a finite element analysis method for reducing the risk of tire bead breach of an all-steel radial tire, which can utilize finite element analysis software Abaqus to simulate heavy-load driving and braking working conditions of the tire in the stage of tire design, analyze the circumferential shearing force S23 of the tire bead position near the rim edge under the torsion state of the tire, screen out a design scheme with lower risk of tire bead breach according to the maximum value of the absolute value of the circumferential shearing force S23 and the minimum variation amplitude, so that only the design scheme with lower risk of tire bead breach is required to produce a physical tire, test and determine whether the tire bead breach problem occurs, thereby reducing the design scheme of producing the physical tire for experimental test, reducing the frequency of determining whether the tire bead breach problem occurs in the outdoor test, shortening the development period and reducing the development cost.
Drawings
FIG. 1 is a two-dimensional pneumatic tire simulation model diagram of a first embodiment of the present disclosure;
FIG. 2 is a diagram of a three-dimensional static loading simulation model in accordance with a first embodiment of the present disclosure;
FIG. 3 is a three-dimensional torsional loading simulation model diagram of a first embodiment of the present disclosure;
FIG. 4 is a graph comparing a circumferential split of an actual tire bead with a circumferential shear force S23 of a bead portion in a simulated torsion state according to a first embodiment of the present disclosure;
FIG. 5 is a diagram showing a comparison of an actual tire bead radial split with a simulated torsion state bead site radial pressing force S11 according to a first embodiment of the present disclosure;
FIG. 6 is a graph of a comparative analysis of the circumferential shear force S23 around the entire periphery of a bead portion in the vicinity of a rim edge according to a different embodiment of the present disclosure;
FIG. 7 is a graph of a comparative analysis of the total circumferential force S11 of a bead portion near the rim edge for a different design of the first disclosed embodiment of the application;
FIG. 8 is a practical test result corresponding to design 1 of the first embodiment of the present disclosure;
fig. 9 is an actual test result corresponding to design 2 of the first embodiment of the present disclosure.
Detailed Description
A finite element analysis method for reducing the risk of bead cracking of an all-steel radial tire, comprising the steps of:
(1) Establishing a two-dimensional pneumatic tire simulation model to simulate the tire inflation and assembly process;
(2) Establishing a three-dimensional static loading simulation model to simulate the static loading process of the tire;
(3) Establishing a three-dimensional torsion loading simulation model to simulate a driving and braking process under heavy load;
(4) Obtaining a circumferential shearing force S23 of a bead part near a rim edge in a tire torsion state;
(5) Comparing the circumferential shearing force S23 of different design schemes of the tire with the same specification, wherein the maximum value and the minimum variation amplitude of the absolute value of the circumferential shearing force S23 are lower in risk of tire bead breach, and screening out design schemes with lower risk of tire bead breach;
(6) Producing a physical tire according to a design scheme with low risk of tire bead cracks, then carrying out endurance test, and selecting the design scheme if the tire bead cracks do not occur; if the tire bead breach occurs, the design scheme is modified, and the five steps are repeated until the design scheme without the tire bead breach is found.
In the step (4), a radial force S11 and a circumferential shearing force S23 are obtained at the bead portion in the vicinity of the rim edge in the tire twisted state; in the step (5), the radial force S11 and the circumferential shear force S23 of different designs of the same specification tire are compared, the maximum value and the minimum variation range of the absolute value of the circumferential shear force S23 are the smallest, the maximum value and the minimum variation range of the absolute value of the radial force S11 are the smallest, the risk of tire bead breakage is low, and the design scheme with low risk of tire bead breakage is screened.
The two-dimensional pneumatic tire simulation model is built in the step (1), and comprises rim modeling, wherein the type is an analytic rigid body, rubber parts are modeled, unit types are CGAX4H/CGAX3H, reinforcement types are SFGMAX1, a material constitutive model is defined, a Mooney-Rivlin super-elastic constitutive model is adopted as a rubber unit, a Marlow model is adopted as a reinforcement unit, a section attribute is defined, a uniform entity section attribute is adopted as a rubber part, a shell section attribute is adopted as a reinforcement, a contact attribute is defined, universal surface-surface contact is adopted between a rim and a bead part, constraint is defined, embedding (emmedded) constraint is adopted between the rubber unit and the reinforcement unit, an analysis step is defined, nonlinear statics universal analysis is adopted for rim assembly and inflation, boundary conditions and loads are defined, all degrees of freedom in the axial direction are divided by rim fixing, and uniform pressure loads are applied to the inner surface of the tire.
In the step (2), the three-dimensional static loading simulation model is built, wherein the three-dimensional static loading simulation model comprises a three-dimensional model generated by anticlockwise rotation of a two-dimensional axisymmetric section around a rotation axis, an angle, the number of units, a unit bias ratio and a unit type of each section of rotation along the circumferential direction are designated, an analysis result of the two-dimensional axisymmetric model is transmitted to the three-dimensional model, road surface modeling is performed, the type adopts an analysis rigid body, a contact attribute is defined, a road surface and a tread adopt general surface-surface contact, an analysis step is defined, a nonlinear static loading adopts general analysis, boundary conditions and loads are defined, all degrees of freedom are fixed by a rim, all degrees of freedom are outwards by a road surface fixing division, and loads are applied to normal degrees of freedom of the road surface.
In the step (3), the three-dimensional torsion loading simulation model is built, which comprises the steps of applying boundary conditions and loads, applying torsion loads simulating driving and braking states of the tire on the basis of the three-dimensional static loading simulation result in the step (2), symmetrically applying the torsion loads on reference points of left and right rims, setting the rotation angle to be 0.0873-0.349 rad, and keeping the rest boundary conditions and loads consistent with those in the step (2).
In the step (4), the radial force S11 and the circumferential shear force S23 are the evaluation index of the oblique bead split, and the circumferential shear force S23 applied to the bead portion near the rim corresponds to the oblique bead split occurring during the actual use of the tire as seen from the three-dimensional torsion loading simulation result in the step (3), and the radial force S11 is the evaluation of the radial bead split, and the radial force S11 applied to the bead portion promotes the expansion of the bead split and eventually forms the radial bead split when there is a small circumferential bead split near the rim.
In the step (6), if no bead break occurs, a design specification of the radial force S11 and the circumferential shear force S23 in the design process of the product is output, and the design specification of the radial force S11 and the circumferential shear force S23 refers to a maximum value (absolute value) of S11 and S23 and a value of S11 and S23 with a variation amplitude smaller than or equal to that of the design scheme without the bead break. That is, the maximum value and the variation amplitude of the absolute values of the radial force S11 and the circumferential shearing force S23 in the same type of products are smaller than the values of S11 and S23 of the design scheme.
The present application will now be described in detail with reference to specific examples, which are given herein for further illustration only and are not to be construed as limiting the scope of the application, since numerous insubstantial modifications and adaptations thereof will now occur to those skilled in the art in light of the foregoing disclosure.
The tire specification is 16.00R25, the simulated inflation pressure is 1350kPa, the simulated tire load is 14500kg, the radial force S11 and the circumferential shearing force S23 of the tire bead part under the torsion state of different design schemes of the tires with various specifications are compared and analyzed, and the design scheme with lower risk of generating tire bead cracks is screened out, comprising the following steps:
the mesh model is generated in Hypermesh software for different designs 1 and 2, respectively, and then the following operations are performed,
1. building two-dimensional pneumatic tire simulation model
In FIG. 1, the rim adopts an analytic rigid body, the rubber unit type adopts CGAX4H/CGAX3H, the reinforcement unit type adopts SFGMAX1, the rubber unit adopts a Mooney-Rivlin super-elastic constitutive model, the reinforcement unit adopts a Marlow model, the rubber part adopts a uniform solid section attribute, the reinforcement adopts a shell section attribute, the rim and a bead part adopt general surface-surface contact, an embedding (embedded) constraint is adopted between the rubber unit and the reinforcement unit, the rim assembly and inflation adopt nonlinear statics general analysis, the rim is fixed except all degrees of freedom in the Y direction, and the inner surface of the tire applies uniform pressure load of 1350 kPa.
2. Establishing a three-dimensional static loading simulation model
The method comprises the steps of utilizing SYMMETRIC MODEL GENERATION commands in Abaqus software, adopting REVOLVE parameters to enable a two-dimensional axisymmetric cross section to rotate anticlockwise around a rotation axis to generate a three-dimensional model, and as shown in figure 2, enabling a unit 30 in a 60-degree fan-shaped area of a grounding end to be equally divided, enabling a unit bias to be 1.0, enabling a unit type to be a universal unit, enabling a unit 60 in a 300-degree fan-shaped area of a grounding end to be equally divided, enabling a unit type to be a universal unit, enabling a command SYMMETRIC RESULTS TRANSFER to transmit an analysis result of the two-dimensional axisymmetric model to the three-dimensional model, enabling a road surface to be an analytic rigid body, enabling the road surface to be in contact with a tread through a universal surface-to-surface, enabling static loading to be in a nonlinear statics universal analysis, enabling a rim to fix all degrees of freedom, enabling the road surface to be fixed in all degrees except a Z direction, and enabling a road surface to be applied with a load 142100N in the Z direction.
3. Establishing three-dimensional torsion loading simulation model
On the basis of the three-dimensional static loading simulation result of the step 2, torsional load simulating the driving and braking states of the tire is applied, the torsional load is symmetrically applied to reference points of the left rim and the right rim, the rotation direction rotates around the Y axis, as shown in fig. 3, the rotation angle is set to be 0.1745rad, the torsional load means that a rotation angle of 0.1745rad is applied, and the rest boundary conditions and loads are kept consistent with those of the step 2.
4. Obtaining radial force S11 and circumferential shearing force S23 of the tire bead part near the rim edge under the torsion state of the tire
The stress cloud diagrams on the right side of the figures 4 and 5 are obtained through abaqus software.
5. Comparing radial force S11 and circumferential shear force S23 of different designs
Comparing the circumferential shear force S23 and the radial force S11 around the bead portion in the vicinity of the rim edge of the two designs, it can be seen from fig. 6 that the maximum value and the variation width of the absolute value of the circumferential shear force S23 of the design 2, i.e., plan2, are the smallest, which is favorable for reducing the generation of oblique cracks, and from fig. 7 that the maximum value and the variation width of the absolute value of the radial force S11 of the design 2, i.e., plan2, are the smallest, which is favorable for reducing the generation of radial cracks, and that the risk of generating bead cracks of the design 2 is the smallest in combination.
6. Actual test results corresponding to different design schemes
A16.00R25 gauge tire was produced according to the two designs of example one, and endurance test was performed under a load of 14500kg at a pneumatic pressure of 1350 kPa. The test result shows that the tire in the design scheme 1 has the tire bead breach problem, as shown in fig. 8, the tire in the design scheme 2 has no tire bead breach problem, as shown in fig. 9, the result is consistent with the analysis results of the two design schemes in the step 5, namely the tire bead breach risk generated by the design scheme 2 is minimum, and the finite element analysis method for reducing the tire bead breach risk of the all-steel radial tire is proved to be effective.
7. Design specification for outputting radial force S11 and circumferential shearing force S23
In view of the fact that the above-mentioned design 2 does not generate the bead split in step 6, the design 2 is selected, and in order to avoid the problem of the bead split of the same type of product, the maximum value and the variation range of the radial force S11 and the circumferential shearing force S23 should be smaller than those of the design 2S 11 and S23.
Theoretical analysis of the technical scheme of the application:
according to the application, by comparing different design schemes, the radial force S11 and the circumferential shearing force S23 at the bead position near the rim edge in the tire torsion state are beneficial to reducing the generation of oblique cracks, and the maximum value and the minimum variation of the absolute value of the radial force S11 are beneficial to reducing the generation of radial cracks, and the possible reasons are as follows:
fig. 4 and 5 correspond to a design, the left-hand physical diagrams of fig. 4 and 5 are diagrams of results of three-dimensional torsion loading simulation using damages occurring at different times, and the right-hand diagrams of fig. 4 and 5 are diagrams of stress clouds obtained by abaqus software, and are respectively a circumferential shearing force S23 and a radial force S11 of a bead portion in the vicinity of a rim in a tire torsion state.
From the three-dimensional torsion loading simulation result in step (3), the circumferential shear force S23 applied to the bead portion in the vicinity of the rim edge corresponds to the circumferential diagonal split occurring during actual use of the tire, as shown in fig. 4, and therefore the circumferential shear force S23 is an evaluation index of the bead diagonal split, and when there is a small circumferential split in the bead portion in the vicinity of the rim edge, the radial force S11 applied to the bead portion accelerates the split to expand, and eventually forms a radial split, as shown in fig. 5, and therefore the radial force S11 is an evaluation index of the bead radial split. The correspondence of force and breach herein means that the direction of the corresponding force corresponds to the direction of the corresponding breach, respectively.
While only the preferred embodiments of the present application have been described above, the scope of the present application is not limited thereto, and it should be noted that equivalents and modifications, variations and improvements made according to the technical solution of the present application and the inventive concept thereof, as well as those skilled in the art, should be considered as the scope of the present application, without departing from the general inventive concept thereof.
Claims (7)
1. A finite element analysis method for reducing the risk of tire bead breach of an all-steel radial tire, which is characterized by comprising the following steps of: the method comprises the following steps:
(1) Establishing a two-dimensional pneumatic tire simulation model to simulate the tire inflation and assembly process;
(2) Establishing a three-dimensional static loading simulation model to simulate the static loading process of the tire;
(3) Establishing a three-dimensional torsion loading simulation model to simulate a driving and braking process under heavy load;
(4) Obtaining a circumferential shearing force S23 of a bead part near a rim edge in a tire torsion state;
(5) Comparing the circumferential shearing force S23 of different design schemes of the tire with the same specification, wherein the maximum value and the minimum variation amplitude of the absolute value of the circumferential shearing force S23 are lower in risk of tire bead breach, and screening out design schemes with lower risk of tire bead breach;
(6) Producing a physical tire according to a design scheme with low risk of tire bead cracks, then carrying out endurance test, and selecting the design scheme if the tire bead cracks do not occur; if the tire bead breach occurs, the design scheme is modified, and the five steps are repeated until the design scheme without the tire bead breach is found.
2. The method for finite element analysis for reducing the risk of bead split in an all-steel radial tire according to claim 1, wherein: in the step (4), a radial force S11 and a circumferential shearing force S23 are obtained at the bead portion in the vicinity of the rim edge in the tire twisted state; in the step (5), the radial force S11 and the circumferential shear force S23 of different designs of the same specification tire are compared, the maximum value and the minimum variation range of the absolute value of the circumferential shear force S23 are the smallest, the maximum value and the minimum variation range of the absolute value of the radial force S11 are the smallest, the risk of tire bead breakage is low, and the design scheme with low risk of tire bead breakage is screened.
3. The method for finite element analysis for reducing the risk of bead split in an all-steel radial tire according to claim 1, wherein: the two-dimensional pneumatic tire simulation model is built in the step (1), and comprises rim modeling, wherein the type is an analytic rigid body, rubber parts are modeled, unit types are CGAX4H/CGAX3H, reinforcement types are SFGMAX1, a material constitutive model is defined, a Mooney-Rivlin super-elastic constitutive model is adopted as a rubber unit, a Marlow model is adopted as a reinforcement unit, a section attribute is defined, a uniform entity section attribute is adopted as a rubber part, a shell section attribute is adopted as a reinforcement, a contact attribute is defined, universal surface-surface contact is adopted between a rim and a bead part, constraint is defined, embedding (emmedded) constraint is adopted between the rubber unit and the reinforcement unit, an analysis step is defined, nonlinear statics universal analysis is adopted for rim assembly and inflation, boundary conditions and loads are defined, all degrees of freedom in the axial direction are divided by rim fixing, and uniform pressure loads are applied to the inner surface of the tire.
4. A finite element analysis method for reducing the risk of bead split in an all-steel radial tire according to claim 1, wherein: in the step (2), the three-dimensional static loading simulation model is built, wherein the three-dimensional static loading simulation model comprises a three-dimensional model generated by rotating a two-dimensional axisymmetric section around a rotating shaft, an angle, the number of units, a unit bias ratio and a unit type of each section along the circumferential direction are specified, an analysis result of the two-dimensional axisymmetric model is transmitted to the three-dimensional model, the road surface is modeled, the type adopts an analytical rigid body, a contact attribute is defined, a road surface and a tread adopt general surface-surface contact, an analysis step is defined, the static loading adopts nonlinear static general analysis, boundary conditions and loads are defined, all degrees of freedom are fixed by a rim, all degrees of freedom are outwards by a road surface fixing division, and loads are applied to the normal degree of freedom of the road surface.
5. A finite element analysis method for reducing the risk of bead split in an all-steel radial tire according to claim 4, wherein: in the step (3), the three-dimensional torsion loading simulation model is built, which comprises the steps of applying boundary conditions and loads, applying torsion loads simulating driving and braking states of the tire on the basis of the three-dimensional static loading simulation result in the step (2), symmetrically applying the torsion loads on reference points of left and right rims, setting the rotation angle to be 0.0873-0.349 rad, and keeping the rest boundary conditions and loads consistent with those in the step (2).
6. A finite element analysis method for reducing the risk of bead split in an all-steel radial tire according to claim 2, wherein: in the step (4), the radial force S11 and the circumferential shear force S23 are the evaluation index of the oblique bead split, and the circumferential shear force S23 applied to the bead portion near the rim corresponds to the oblique bead split occurring during the actual use of the tire as seen from the three-dimensional torsion loading simulation result in the step (3), and the radial force S11 is the evaluation of the radial bead split, and the radial force S11 applied to the bead portion promotes the expansion of the bead split and eventually forms the radial bead split when there is a small circumferential bead split near the rim.
7. A finite element analysis method for reducing the risk of bead split in an all-steel radial tire according to claim 2, wherein: in the step (6), if no bead break occurs, a design specification of the radial force S11 and the circumferential shear force S23 in the design process of the product is output, and the design specification of the radial force S11 and the circumferential shear force S23 refers to a maximum value (absolute value) of S11 and S23 and a value of S11 and S23 with a variation amplitude smaller than or equal to that of the design scheme without the bead break.
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