WO2017045600A1 - 一种宽基载重子午线轮胎生产工艺改进方法 - Google Patents

一种宽基载重子午线轮胎生产工艺改进方法 Download PDF

Info

Publication number
WO2017045600A1
WO2017045600A1 PCT/CN2016/098969 CN2016098969W WO2017045600A1 WO 2017045600 A1 WO2017045600 A1 WO 2017045600A1 CN 2016098969 W CN2016098969 W CN 2016098969W WO 2017045600 A1 WO2017045600 A1 WO 2017045600A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
drum
belt
wide
finished
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2016/098969
Other languages
English (en)
French (fr)
Inventor
周海超
梁晨
杨建�
翟辉辉
王国林
周伟
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jiangsu University
Original Assignee
Jiangsu University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201510582746.2A external-priority patent/CN105205243B/zh
Priority claimed from CN201610046211.8A external-priority patent/CN105718678B/zh
Priority claimed from CN201610371330.0A external-priority patent/CN105984295B/zh
Application filed by Jiangsu University filed Critical Jiangsu University
Priority to US15/758,171 priority Critical patent/US10994578B2/en
Publication of WO2017045600A1 publication Critical patent/WO2017045600A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/0601—Vulcanising tyres; Vulcanising presses for tyres
    • B29D30/0662—Accessories, details or auxiliary operations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/08—Building tyres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/08—Building tyres
    • B29D30/20—Building tyres by the flat-tyre method, i.e. building on cylindrical drums
    • B29D30/24—Drums
    • B29D30/242—Drums for manufacturing substantially cylindrical tyre components without cores or beads, e.g. treads or belts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C99/00—Subject matter not provided for in other groups of this subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C99/00—Subject matter not provided for in other groups of this subclass
    • B60C99/006—Computer aided tyre design or simulation
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/0601—Vulcanising tyres; Vulcanising presses for tyres
    • B29D30/0662—Accessories, details or auxiliary operations
    • B29D2030/0675—Controlling the vulcanization processes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/08—Building tyres
    • B29D2030/082—Optimizing the deposition of the layers on the tyre building support, e.g. by using mathematical methods

Definitions

  • the invention relates to the manufacturing process of a wide-base radial truck tire production process, in particular to a method for improving the production process of a wide-base radial truck tire, which improves the tire manufacturing level and improves the quality of the finished tire by adjusting the production process of the wide-base radial tire. .
  • a wide-base radial tire refers to a tire having an aspect ratio of 0.65 or less.
  • the main characteristics of wide-base tires are flattening, tubeless, and wide rims.
  • the wide-base tires replace the ordinary tires and the twin tires, which are mainly used for the driving wheels, the hanging wheels and the semi-trailers of the truck.
  • the technical feature of the Michelin X-one wide-base tire is that the crown part adopts a 0° belt layer, that is, a 400m jointless steel wire is continuously wound around the crown at an angle of 0° to ensure stable tread connection and uniform stress distribution.
  • the tire grip performance is improved, the tread wear is more uniform, and the mileage is extended.
  • Wide-base tires replace the ordinary tires and install twin tires. They have the advantages of small tire and rim assembly, large bearing capacity, small installation space, etc., and become the mainstream trend of wide-base radial truck tire development.
  • the manufacturing process of the wide-base radial tire is complicated and requires high precision.
  • carcass cord bending is one of the most common defects, which directly affects the performance of the tire.
  • the experience-based "trial and error method" is often used to solve the problem of carcass cord bending. Yue Yaoping of Shandong Hongyu Rubber Co., Ltd. effectively solved the problem of carcass cord deformation of wide-base radial truck tires through construction design parameters.
  • Puzhe of Jiangsu Hantai Tire Co., Ltd. achieved the problem of reducing the curvature of the carcass cord by adjusting the pressing conditions on the inflatable drum during the molding process.
  • This method has the disadvantages of narrow application range, low precision and small amount of information acquired. With this method, the number of trials is large and the error is large, and the ideal result is often not obtained.
  • the forming drum on the radial tire forming machine there are three functions of the forming drum on the radial tire forming machine (three drum type): the carcass drum - the forming drum which forms the carcass cylinder with the sidewall, the inner layer, the bead, the wear-resistant rubber and the carcass layer; the belt Drum - complete the belt/crown fit on the drum; main forming drum - complete shaping, compaction, etc., to form the final green tire.
  • the belt drum is generally composed of a plurality of segments, and the adjustment of the diameter of the belt drum is achieved by replacing the segments or adjusting nuts.
  • the belt drum is generally a cylindrical drum, which results in different stretch rates of the belt at different positions during the forming process, and the center of the crown is larger and the sidewall is smaller.
  • the wide base tire belt layer is wider, which intensifies the uneven force of the cord when the tire belt/feel is attached, especially on a zero-wound wide-base tire.
  • Figure 9 is a public The section of the zero-wound wide base tire produced by the company has a strong band tightening effect at the center of the crown; at the end of the belt, the band tightening effect is weak.
  • the construction design is the bridge between the tire design and the finished tire.
  • the construction design is accurate or not, which directly affects the quality of the finished tire. Because the rubber material flows very much during the tire molding process, the tire designer usually uses the trial and error method to repeatedly adjust the construction design to ensure the tire manufacturing precision, improve product consistency, long product development time and high development cost. Therefore, it is important to accurately design tire semi-finished parts.
  • the shape of the carcass ply is determined based on the positive and negative force of the carcass cord in the manufacturing process of the wide-base radial tire, and the tire is improved in the finite element software. Construction parameters, adjust the tire manufacturing process parameters, until the carcass cord force distribution is all positive, that is, the carcass cord is not bent, determine the tire manufacturing process.
  • the structural parameters of the belt drum of the tire building machine are determined based on the abnormal phenomenon of the rubber compound flow in the manufacturing process of the wide-base radial tire.
  • the design parameters of the semi-finished parts of the tire are determined by judging the shape of the semi-finished material parts in the manufacturing process of the wide-base radial tire.
  • the present invention achieves the above technical objects by the following technical means.
  • the invention discloses a method for improving a production process of a wide-base radial truck tire, which is characterized in that it mainly comprises the following three steps:
  • the design parameters of the semi-finished parts of the tire are determined by judging the shape of the semi-finished material parts in the manufacturing process of the wide-base radial tire.
  • the method further comprises: determining the tire manufacturing process, the structural parameters of the belt drum of the tire building machine for actually producing the wide-base radial tire, and simulating the curved shape of the carcass cord and the abnormal flow of the rubber compound. Compared with the actual production of wide-body radial tire tires, the carcass cord bending shape and the abnormal phenomenon of the tire rubber compound flow, verify the feasibility of the improved method of wide-base radial truck tire process.
  • the semi-finished component design method obtains the structural parameters for actually producing the wide-base radial tire, and compares the shape and distribution of the actual produced green tire with the shape and distribution of the simulated components to verify the design method of the semi-finished component. Feasibility.
  • the numerical simulation method of the tire molding process mainly includes the following steps:
  • Shear relaxation test and uniaxial tensile test were carried out for each compound at least once.
  • the shear relaxation modulus and stress-strain curve of each part of the tire were obtained.
  • the generalized Maxwell model and Marlow superelastic model were used to characterize the viscous behavior of unvulcanized rubber. And superelastic properties;
  • the tire design material distribution map is divided into three subsystems, including the tread subsystem (2), the carcass group subsystem (3) and the apex rubber subsystem (4), based on the design material distribution map. Positioning the three subsystems separately; the tread subsystem (2) includes a tread rubber and a tread film, and the carcass group subsystem (3) includes a carcass, a lining, a shoulder pad and a reinforcing layer
  • the apex subsystem (4) comprises a soft apex, a hard apex, a release film and a bead; each of the semi-finished parts of the subsystem uses at least one elastic element, and the parts are closely connected; according to construction requirements
  • the finite element model of each component of the tire simplifies the wide-base radial tire to a two-dimensional axisymmetric model.
  • the quadrilateral element is CGAX4H
  • the triangular element is CGAX3H
  • the two-dimensional surface element is SFMGAX1, which adopts Maxwell rheology.
  • Model and Marlow superelastic constitutive model describe rubber material properties
  • Rebar Layer model simulates steel cord
  • carcass drum, belt drum adopts analytical rigid body simulation
  • carcass drum parts belt
  • the drum part and apex component calculation model is meshed by HYPERMESH software, and then the mesh model is imported into ABAQUS calculation;
  • the analytical rigid body is used to simulate the mechanical characteristics of the belt drum structure
  • the method of cloth pressure simulates the inflation; at the same time, the bead moves to the middle through the predetermined type, shaping and over-setting position, and the anti-inclusion process of the sidewall is applied by applying the 0.2Mpa-0.4Mpa uniform pressure method to simulate the reverse package of the anti-capsule capsule. Process, after the end of the package, the formation of a green tire;
  • the internal force of the carcass cord at the crown of the finished tire after the vulcanization machine is obtained, and the distribution characteristic of the internal force of the carcass cord is obtained, and if the internal force of the cord is positive It means that the carcass cord of the finished tire will not bend; if the internal force of the cord is negative, the carcass cord of the finished tire will bend.
  • the method for determining structural parameters of the belt drum of the tire building machine specifically includes the following steps:
  • the middle section of the belt forming drum of the tire building machine is designed as a convex curved structure, and the cross-sectional contour of the surface of the belt drum is composed of two straight line segments and An arc segment between two straight segments, the width d of the arc segment is 80%-120% of the width of the main belt layer in the theoretical material distribution diagram; the radius of curvature R of the arc segment is the main belt layer 70%-130% of the radius of curvature; the diameter D of the belt drum, the lengths l 1 and l 2 of the two straight segments are:
  • L is the total width of the belt drum
  • D 1 is the diameter of the belt 1 measured in the theoretical material distribution map
  • ⁇ is the belt stretching rate, the value is 0-0.2%
  • step (2.2) According to the belt drum structure parameters initially determined in step (2.1), a belt drum model in which the middle section is a convex curved surface is established;
  • the adjustment step (2.1) The width d of the arc segment, the radius of curvature R of the arc segment and the diameter D of the belt drum are repeatedly simulated until the expected stretch ratio satisfies 0.2% ⁇ ⁇ ⁇ 0.6%, and the tread rubber flows uniformly.
  • the width d of the curved section of the belt drum of the tire building machine is the second belt layer in the theoretical material distribution map.
  • the width of the No. 3 belt layer is 80% - 120%; the radius of curvature R of the curved section is equal to 70% - 130% of the radius of curvature of the No. 2 belt layer or the No. 3 belt layer.
  • the method for structural parameters of a radial tire semi-finished component comprises the following steps:
  • step (3.1) Reverse design of semi-finished parts:
  • the three subsystems of step (1.2.1) are respectively reversed, and the boundary conditions are opposite to those of the forming process, and the shape of the semi-finished parts of the tire is reversely pushed out;
  • the boundary conditions include the rolling pressure of the press rolls and the inflation.
  • the three subsystem models have a variety of rubber models and cord-rubber composites.
  • the three subsystem component models all adopt an axisymmetric model.
  • the rubber model physical model adopts a viscoelastic constitutive model including at least stress-strain data, Poisson's ratio, and relaxation modulus.
  • the cord-composite material is characterized by a Rebar model comprising at least cord density, cross-sectional area and angle.
  • the method of the invention utilizes the positive and negative of the internal force of the carcass cord at the crown of the finished tire after the vulcanization machine is stereotyped as an evaluation method for determining whether the carcass cord of the wide-base radial tire is bent.
  • the invention has the advantages of wide application range, high precision and strong generalization ability, and can overcome the defects of the traditional “trial and error method”, effectively solve the problem of bending of the wide-base radial tire cord, thereby improving the quality of the tire production.
  • the invention has the advantages of wide application range, high precision and strong generalization ability, can overcome the defects of the traditional "trial and error” method, effectively solve the deformed flow phenomenon of the tread rubber of the wide-base radial tire, thereby improving the finished tire quality.
  • the method of the invention is feasible in the process, and only a layer of curved film which satisfies the shape parameter of the outer surface of the curved drum is attached to the original straight drum, and the straight drum is transformed into a curved drum.
  • the invention also has the advantages of wide application range and high precision, can overcome the defects of the traditional method, accurately design the material distribution diagram of the semi-finished parts of the tire, significantly improve the consistency of the distribution of the tire material of the finished tire and the theoretical design, reduce the number of trial production of the tire, and reduce the tire. Development cycle to reduce tire development costs.
  • 1 is a flow chart of a method for improving the production process of the wide-base radial tire according to the present invention.
  • Figure 2 is a curve fit of the uniaxial tensile test of the rubber compound.
  • Figure 3 is a curve fit of the compound shear relaxation test curve.
  • Fig. 5 is a process of attaching the main drum member, Fig. 5(a) shows the position before the component is attached, and Fig. 5(b) shows the position after the component is attached.
  • Fig. 6 is a process of attaching the auxiliary drum member, Fig. 6(a) shows the position before the component is attached, and Fig. 6(b) shows the position after the component is attached.
  • Fig. 7 shows the tire green tire forming process
  • Fig. 7(a) is the positioning
  • Fig. 7(b) is inflated
  • Fig. 7(c) the side wall reverse package
  • Fig. 7(d) the green tire.
  • Fig. 8 is a process of setting a finished tire in a vulcanizer
  • Fig. 8(a) is an assembly of a tire green tire and a vulcanization mold
  • Fig. 8(b) is a finished tire after setting.
  • Fig. 9 is a schematic view showing the selected position of the internal force of the carcass cord after the vulcanization machine is stereotyped.
  • Figure 10 is a plot of the inner force of the carcass cord in the range of the two shoulders and the crown.
  • Figure 11 is a view of the actual tire carcass cord.
  • Figure 12 shows the internal force of the carcass cord in the range of the two shoulders and the crown after the setting of the vulcanizer.
  • Figure 13 shows the actual tire carcass cord pattern after optimizing the construction parameters.
  • Figure 15 is a schematic view of the expected stretch rate of the cord during the shaping of the main belt.
  • Figure 16 is a theoretical design material distribution map
  • Figure 17 shows the tire internal setting process (original scheme, straight drum), Figure 17 (a) is the clamping, and Figure 17 (b) is the simulated finished tire.
  • Figure 18 shows the change of the position of the No. 3 belt cord during the setting process (original scheme, straight drum)
  • Figure 19 is a comparison of the actual production tire cross-section
  • Figure 19 (a) is the original plan (straight drum)
  • Figure 19 (b) is the curved drum program
  • Figure 20 is the auxiliary drum surface drum fitting of the molding machine
  • Fig. 21 is a tire internal setting process (curved drum), Fig. 21 (a) is a mold clamping, and Fig. 21 (b) is a simulated finished tire.
  • Figure 22 shows the change in the position of the No. 3 belt cord (curved drum) during the in-machine setting process.
  • Figure 23 is a comparison of the belt cord force.
  • Figure 23 (a) is the original scheme (straight drum), and
  • Figure 23 (b) is the curved drum scheme.
  • Figure 24 is a schematic diagram of a theoretical material distribution sub-module.
  • Figure 25 is a determination of the shape of the tread subsystem.
  • Figure 26 is a determination of the shape of the carcass group subsystem.
  • Figure 27 is a determination of the shape of the apex subsystem.
  • Fig. 28 is a comparison of the simulated cross section of the tire component and the theoretical design section, wherein Fig. 28(a) shows the shape and distribution of the components of the simulated section; and Fig. 28(b) shows the shape and distribution of the components of the theoretical design section.
  • the method for improving the production process of the wide-base radial tire according to the present invention mainly comprises the following three steps:
  • the shape of the carcass ply is determined based on the positive and negative force of the carcass cord in the manufacturing process of the wide-base radial tire, and the tire is improved in the finite element software. Construction parameters, adjust the tire manufacturing process parameters, until the carcass cord force distribution is all positive, that is, the carcass cord is not bent, determine the tire manufacturing process.
  • the structural parameters of the belt drum of the tire building machine are determined based on the abnormal phenomenon of the rubber compound flow in the manufacturing process of the wide-base radial tire.
  • the design parameters of the semi-finished parts of the tire are determined by judging the shape of the semi-finished material parts in the manufacturing process of the wide-base radial tire.
  • the rated air pressure and rated load of this type of tire are 0.83MPa and 45kN, respectively.
  • the shear relaxation test and the uniaxial tensile test of the tire unvulcanized rubber were carried out to obtain the shear relaxation modulus and stress-strain curve of the tire components.
  • the material fitting module in the ABAQUS software was used to identify the test data and select the generalized
  • the Maxwell model and the Marlow superelastic model characterize the viscous behavior and superelastic properties of unvulcanized rubber.
  • Figure 2 is the uniaxial tensile test curve of the tread 6 rubber and the inner liner 10
  • Fig. 3 is the shear relaxation test curve of the tread 6 and the inner liner 10 and the Maxwell model and the Marlow superelastic model are proposed.
  • the accuracy is good, so the accuracy of the selected constitutive model is illustrated.
  • the wide-base radial tire mainly includes a main drum component, an auxiliary drum component, and a apex component
  • the main drum component includes a sidewall rubber, a wear-resistant rubber, a film, an inner liner, a lower inner liner, a reinforcing layer, and a carcass.
  • Layer, shoulder pad; auxiliary drum components include No. 1 belt, No. 2 belt, No. 3 belt, No. 4 belt, and crown rubber;
  • the apex component includes a wire ring, a apex, and Triangle film.
  • the quadrilateral element of the rubber component finite element model is CGAX4H, the triangular unit is CGAX3H, and the two-dimensional surface unit is SFMGAX1.
  • the Marlow constitutive model is used to describe the properties of the rubber material
  • the Rebar Layer model is used to simulate the steel cord
  • the main drum and the auxiliary drum are analyzed by the analytic rigid body; all the components of the main drum, all the components of the auxiliary drum and all the components of the apex are calculated by Hypermesh software.
  • Figure 4 (a) is the finite element model of the main drum component
  • Figure 4 (b) is the auxiliary drum
  • Figure 4 (c) is the finite element model of the apex component.
  • the mesh size is preferably controlled at 6-9mm, and the initial mesh is evenly benefited. The mesh is refined for the part with large deformation during the forming process.
  • the finite element model of the main drum component, the auxiliary drum component, and the apex component were introduced into the Abaqus software for spatial positional positioning to reproduce the mounting position of the three subsystem components on the molding machine.
  • the fitting simulation is carried out by applying a uniform pressure of 1% to 2.5% of the rated air pressure.
  • the side glue, wear-resistant rubber, film, inner liner, lower inner liner, reinforcing layer, carcass layer and shoulder pad are applied on the main drum of the molding machine. Fit together to form the main drum component subsystem, as shown in Figure 5.
  • the bonding of the No. 1 belt layer, the No. 2 belt layer, the No. 3 belt layer, the No. 4 belt layer, and the crown rubber is performed on the auxiliary drum to form an auxiliary drum member subsystem, as shown in FIG.
  • the three subsystem models of the main drum component subsystem, the auxiliary drum component subsystem and the apex component subsystem are respectively introduced into the Abaqus software, and the positions of the three subsystem components are fixed first.
  • the main drum component and the auxiliary drum component are assembled on the forming drum 15, and the apex component is positioned on the forming drum 1 according to the positioning parameters on the construction table, and the rated air pressure is applied to the inner edge of the tire on the main drum component for inflation.
  • the drum part and the apex part as shown in Fig. 7, realize the side-side reverse wrapping process to form a green tire, that is, a tire green tire.
  • the reverse-packaging process of the reverse-capsule 16 is simulated by a uniform pressure method in which a rated pressure of 1% to 3% is applied.
  • the tire green tire is placed in a vulcanization can, assembled with a vulcanization mold 17, and then subjected to a sizing simulation by applying a uniform pressure to the inner surface of the capsule 16, as shown in FIG.
  • the capsule 16 is first evacuated, and then the embryo is placed on the outside of the capsule 16.
  • a small pressure of 10% of the rated pressure is applied to the inside of the capsule 16 to position the embryo.
  • the internal pressure of the capsule 2 is increased to Atmospheric pressure of 120% of the rated pressure is used for internal vulcanization and sizing, and the finished tire is simulated.
  • the internal force of the carcass cord at the crown of the finished tire after the vulcanization machine is obtained, and the distribution characteristics of the internal force of the carcass cord are obtained. If the internal force of the cord is positive, the carcass cord of the finished tire is not bent; If the internal force of the cord is negative, the carcass cord of the finished tire is bent.
  • a path is created for extracting a node sequence of the carcass cord at the finished tire crown after the vulcanization machine is finalized, That is, the CC-FF segment is as shown in FIG. Taking this Path as the abscissa and the internal force of the carcass cord as the ordinate, the distribution characteristics of the internal force of the carcass cord in the CC-FF segment along the width direction of the section are drawn by Excel software, as shown in Fig. 10. As shown in Fig. 10, after the vulcanizer is internally set, the internal force of the carcass cord at the center of the crown is negative. According to the method of the present invention, it is determined that the finished tire carcass cord should be curved there. The distribution of the carcass cords of the actual product of this type of tire, as shown in Fig. 11, shows that the carcass cords are bent at the shoulder position, which is consistent with the prediction results of the method described in the present invention.
  • the construction design parameters of the tire are adjusted, and the simulation analysis of the tire molding of the model is carried out by optimizing the construction parameters of the auxiliary drum circumference and the sub-port width.
  • the internal force of the carcass cord at the crown is positive, and the internal force of the carcass cord is as shown in Fig. 12.
  • the prototype tire is modified, and the carcass cord state of the prototype tire is modified as shown in Fig. 13.
  • the carcass cord has no bending, which is basically consistent with the prediction.
  • S5 Design a convex curved structure in the middle section of the belt forming drum of the tire building machine, as shown in FIG.
  • the cross-sectional contour of the surface of the belt drum is composed of two straight segments and a curved segment between the two straight segments, and the width d of the curved segment is 80% of the width of the main belt in the theoretical material distribution diagram. -120%; the radius of curvature R of the curved segment is 70% - 130% of the radius of curvature of the main belt layer; the diameter D of the belt drum, and the lengths l 1 , l 2 of the two straight segments are:
  • L is the total width of the belt drum
  • D 1 is the diameter of belt 1 in the theoretical material distribution map
  • ⁇ is the belt stretching rate, which is 0-0.2%.
  • the main design parameters of the curved drum are preferably determined by the tire molding process simulation method.
  • the distribution map of the raw tire material is obtained, that is, Fig. 7(d).
  • the distribution of the main belt layer and the theoretical design material in the green tire is shown in Fig. 16.
  • the distance of the belt layer is ⁇ r
  • the expected stretch rate of the main belt layer during the shaping stage of the S3 tire green tire forming process In the process of setting the belt in the machine, the expected stretch ratio of the belt is 0.2% ⁇ ⁇ ⁇ 0.6%, and the tread rubber is evenly flowed as an indicator for judging whether the shape of the curved drum is reasonable or not. If it is not up to standard, adjust the arc in step S5.
  • step S3 The width d of the segment, the radius of curvature R of the curved segment and the diameter D of the belt drum are repeated, and the simulation of the tire green tire forming process in step S3 is repeated until the expected elongation rate reaches 0.2% ⁇ ⁇ ⁇ 0.6%, and the tread rubber flows evenly. , and then tire production.
  • the tire forming process of the belt drum is a straight drum (original scheme) is simulated by using the simulation method of the tire green tire forming process in step S3, wherein the belt drum is straight drum in step S3,
  • the distribution map of the finished tire simulation material is shown in Figure 17(b).
  • Figure 18 is a view showing the position change of the cord 3 of the original construction design in the step S3, and the expected stretch ratio ⁇ of the middle cord of the belt layer is much larger than 0.6%, so that the middle portion of the belt layer cannot be jacked up.
  • the simulation of the finished tire material distribution is shown in Figure 17(b), which is quite different from the theoretical design tire structure shown in Figure 16.
  • Figure 19 (a) shows the actual production section of the original construction design (straight drum). The tread rubber has two sides flowing to the center of the crown, and the belt is curved, which is far from the theoretical design structure.
  • FIG. 20 is a position of a component after the tire auxiliary drum is attached by using a curved drum
  • FIG. 21 is a curved drum of the simulated drum in the simulation of the tire green forming process of the step S3, and a distribution map of the simulated finished tire material is obtained.
  • Figure 19(b) shows the actual production section scan after the curved drum scheme. It can be found from Fig. 19(b) that the actual produced tire has a good cross section, and there is no case where the shoulder rubber moves toward the middle.
  • Fig. 22 shows the change in the position of the cord 3 of the belt layer 3 using the curved drum, and the maximum expected stretch ratio of the cord at the center of the belt is 0.3%.
  • Figure 23 is a comparison of the force of the belt cords during the setting process.
  • the design method of semi-finished parts of tires includes four steps of rubber material test data acquisition, establishment of finite element model, reverse design of semi-finished parts and simulation of forward forming.
  • the shear relaxation test and the uniaxial tensile test of the tire unvulcanized rubber were carried out to obtain the shear relaxation modulus and stress-strain curve of the tire components.
  • the material fitting module in the ABAQUS software was used to identify the test data and select the generalized
  • the Maxwell model and the Marlow superelastic model characterize the viscous behavior and superelastic properties of unvulcanized rubber.
  • Figure 1 is a uniaxial tensile test curve of the tread 6 rubber and the inner liner 10
  • Fig. 2 is a shear relaxation test curve of the two.
  • the fitting accuracy of the Maxwell model and the Marlow superelastic model are very good, therefore, the accuracy of the selected constitutive model is demonstrated.
  • Unit type selection the quadrilateral unit used in the rubber unit is CGAX4H, the triangular unit is CGAX3H, and the REBAR unit is SFMGAX1.
  • the theoretical material distribution of the tire is divided into three subsystems for reverse design, as shown in Fig. 24, which are tread 6 subsystem 2, carcass 11 group subsystem 3, apex rubber subsystem 4 .
  • the tread 6 subsystem 2 comprises a tread 6 comprising a carcass 11, a lining, a shoulder pad 12 and a reinforcing layer 9, the apex subsystem 4 comprising a bead 8, a soft apex 13 And hard apex 14
  • the three subsystems are meshed separately, and stress concentration may occur, and the mesh is refined.
  • the shape and position of the tread 6 obtained from the theoretical material distribution are as shown in Fig. 25(a).
  • the tread 6 is reversely formed into a rigid body by a molding simulation method.
  • the shape of the tread 6 is reduced to the shape of the semi-finished part of the tire 1.
  • a plane rigid body 5 is arranged inside the tread 6, and the rigid body 5 is moved to the inner center position of the tread 6 in the illustrated direction, and a uniform pressure is applied on the outer side of the tread 6, and the tread 6 rubber semi-finished parts are obtained by reverse simulation.
  • the shape is shown in Figure 25(b). According to the basic design parameters of the shape shown in Fig.
  • the shape of the semi-finished part of the tread 6 is obtained as shown in Fig. 25(c). It should be noted that the present invention neglects the tread pattern. If the pattern is to be considered, according to the groove volume and the relative position of the groove in the theoretical material distribution, the rubber material is equal in volume during the molding process, and the groove compound is subtracted. Determine the shape of the tread 6 plastic semi-finished part.
  • the inner liner 10 and the carcass 11 layer have different radial stretches at various points during the forming process, the crown at the crown is the largest, and the bead 8 is stretched small. Therefore, the thickness of each point after inflation is different, but its width and volume remain unchanged before and after expansion.
  • the shoulder pad 12 When the shoulder pad 12 is formed, it has both radial stretching and bending, and the deformation is complicated.
  • the position of the carcass 11 layer, the inner liner layer 10 and the shoulder pad 12 is determined according to the theoretical material distribution, and the uniform air pressure is applied outside the carcass 11 as shown in Fig.
  • the apex rotates around the bead 8 and the radial expansion is small.
  • the position of the apex is determined according to the theoretical material distribution, the bead 8 is fixed, and the uniform pressure is applied to the outside of the apex (as shown in Fig. 27(a)), and the apex is pressed until it is turned around the bead 8
  • the position is shown in Figure 27(b).
  • the shape of the apex is trimmed to obtain a half-shaped shape as shown in Fig. 27(c).
  • the reverse capsule When the tire 1 is reversed on the sidewall, the reverse capsule has a pressing effect on the sidewall rubber and the wear-resistant rubber, and the simulation method for the reverse molding of the semi-finished component has certain limitations.
  • the width and thickness of the belt layer remain basically unchanged during the forming, and the shape can be directly obtained from the material distribution map.
  • step S9 The semi-finished component of step S9 is subjected to the forward molding simulation of step S3, and the obtained cross section is as shown in Fig. 28(a), and Fig. 28(b) is the theoretical design of the semi-finished component shape and distribution map. it is good.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Theoretical Computer Science (AREA)
  • Geometry (AREA)
  • Computer Hardware Design (AREA)
  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Evolutionary Computation (AREA)
  • Manufacturing & Machinery (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Tyre Moulding (AREA)
  • Tires In General (AREA)

Abstract

一种宽基载重子午线轮胎生产工艺改进的方法，通过胎体帘布层形态、轮胎成型机带束层鼓的设计方法和轮胎半成品部件设计方法实现对轮胎生产工艺的改进。该方法有效解决了胎体帘布层弯曲问题，为提升宽基子午线轮胎性能奠定理论指导和技术支持；轮胎成型机带束层鼓的设计方法有效控制了带束层的帘线伸张率，彻底解决定型时带束层帘线受力不均匀的问题，消除了机内定型过程中宽基轮胎胎肩胶料向胎冠中心流动的异常现象，提高了轮胎的耐久性能，具有极强的可实施和可操作性；轮胎半成品部件设计方法可以能精确设计轮胎半成品部件材料分布图，显著提高成品胎与理论设计轮胎材料分布的一致性，减小轮胎试制次数，缩减开发周期，降低开发成本。

Description

一种宽基载重子午线轮胎生产工艺改进方法 技术领域
本发明涉及宽基载重子午线轮胎生产工艺流程制造领域，尤其是一种宽基载重子午线轮胎生产工艺改进方法，通过调整宽基载重子午线轮胎生产工艺的方法，改善轮胎制造水平，提高了成品轮胎质量。
背景技术
近年来，低碳经济不断推动轮胎向降低油耗、减少排放、提高安全性方向发展，轮胎宽基化是实现这一目标的重要途径之一。宽基载重子午线轮胎是指高宽比为0.65及以下的轮胎。宽基载重轮胎的主要表征是扁平化、无内胎化、宽轮辋。在车辆上宽基载重轮胎单胎代替普通轮胎并装双胎，主要用于载重汽车的驱动轮、挂车轮和半挂车轮上。
米其林X-one宽基轮胎的技术特点是胎冠部位采用0°带束层，即以400m的无接头钢丝以0°角连续缠绕在胎冠上，以保证胎面接稳定、应力分布均匀，使轮胎抓着性能提高，胎面磨损更均匀，行驶里程延长。
宽基轮胎单胎代替普通轮胎并装双胎，具有轮胎和轮辋总成质量小、承载能力大、安装空间小等优点，成为宽基载重子午线轮胎发展的主流趋势。但宽基载重子午线轮胎制造工艺复杂，要求精度高。在宽基子午线轮胎实际生产过程中，胎体帘线弯曲是最常见的缺陷之一，这种缺陷直接影响轮胎的各项性能。在进行轮胎施工设计过程中，多使用基于经验的“试错法”来解决胎体帘线弯曲问题。山东宏宇橡胶有限公司的岳耀平通过施工设计参数有效解决了宽基载重子午线轮胎胎体帘线变形问题。江苏韩泰轮胎有限公司的浦哲通过调整成型过程中充气鼓上压合条件，达到减小胎体帘线弯曲问题。这种方法具有适用范围窄、精度低和获取信息量小等缺点，利用这种方法试验次数多且误差很大，往往无法取得理想的结果。
子午线轮胎成型机(三鼓式)上有三种功能的成型鼓：胎体鼓——把胎侧、内衬层、胎圈、耐磨胶、胎体层组成胎体筒的成型鼓；带束鼓——在此鼓上完成带束层/胎冠的贴合；主成型鼓——完成定型、压实等，形成最后的胎坯。
带束鼓一般若干块扇形块组成，通过更换扇形块或调节螺母来实现带束层鼓直径的调节。带束鼓一般为圆柱形鼓，这导致成型过程中不同位置带束层的伸张率不一样，胎冠中心处伸张较大，胎侧处较小。然而，宽基胎带束层较宽，在轮胎带束层/胎冠的贴合时，加剧了帘线受力不均匀的现象，特别是在采用了零度缠绕宽基轮胎上。图9为某公 司生产的零度缠绕宽基胎断面图，在胎冠中心处，带束层箍紧作用强；带束层端点处，带束层箍紧作用弱。在轮胎硫化机内定型时，由于子午线轮胎胎体帘布中的帘线角度应为90°，帘线之间仅仅靠橡胶胶料连结，稍有拉伸便使帘布变形，就会导致胎肩处胶料向胎冠处流动，造成轮胎里凹凸不平，影响轮胎结构和均匀性。
施工设计是轮胎设计到成品胎之间的桥梁，施工设计精确与否，直接影响到成品胎的质量。由于轮胎成型过程中，胶料流动非常大，轮胎设计人员通常采用试错法反复调整施工设计来保证轮胎的制造精度，提高产品一致性，产品开发时间长，开发成本大。因此，精确设计轮胎半成品部件显得至关重要。
近年来，轮胎CAE技术得到了飞速的发展，使用数值方法模拟轮胎成型过程得到了广泛的应用。中国专利公开号为CN101923589A的专利文献公开了宽基子午线轮胎成型过程的模拟方法。江苏大学杜小伟采用ABAQUS软件对385/55R22.5全钢宽基载重子午线轮胎的成型过程和硫化机内定型过程进行了有限元模拟，仿真结构和实际结构具有很好的一致性。三角轮胎股份有限公司的高明以Abaqus为仿真分析平台，模拟了215/35R18轮胎的成型过程，分析了轮胎设计工艺参数对成型轮胎胎坯形状的影响。然而，这些轮胎成型过程的数值模拟主要是可视化实现轮胎在硫化罐外的成型过程，以及分析不同的轮胎设计施工参数对成型轮胎的影响，且大多都是针对常规型号非宽基子午线轮胎开展的。对于判定宽基子午线轮胎胎体帘线弯曲与否评价标准至今尚未公开报道；尚未对成型过程的胶料流动异常现象进行分析，并未提出通过成型机辅助鼓的改进实现胶料流动的改善，从而提高成品轮胎质量。而且，至今没有关于轮胎半成品部件的相关研究。
发明内容
通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎体帘线受力正负为依据，确定胎体帘布层的形态是否弯曲，通过在有限元软件中改进轮胎施工参数，调整轮胎制造工艺参数，直至达到胎体帘线力分布全部为正，即胎体帘线无弯曲，确定轮胎制造工艺。
通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎冠胶料流动异常现象为依据，确定轮胎成型机带束层鼓的结构参数。
通过对宽基载重子午线轮胎成型过程数值仿真，以判定宽基载重子午线轮胎制造过程的半成品材料部件形状为准则，确定轮胎半成品部件设计结构参数。
本发明是通过以下技术手段实现上述技术目的的。
一种宽基载重子午线轮胎生产工艺改进方法，其特征在于，主要包括以下三个步骤：
(1)通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎体帘线受力正负为依据，确定胎体帘布层的形态是否弯曲，通过在有限元软件中改进轮胎施工参数，调整轮胎制造工艺参数，直至达到胎体帘线力分布全部为正，即胎体帘布层无弯曲，确定轮胎制造工艺；
(2)通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎冠胶料流动异常现象为依据，确定轮胎成型机带束层鼓的结构参数；
(3)通过对宽基载重子午线轮胎成型过程数值仿真，以判定宽基载重子午线轮胎制造过程的半成品材料部件形状为准则，确定轮胎半成品部件设计结构参数。
进一步地，还包括将确定的轮胎制造工艺、轮胎成型机带束层鼓的结构参数用于实际生产宽基载重子午线轮胎，将模拟仿真的胎体帘线弯曲形态、胎冠胶料流动异常现象与实际生产的宽基载重子午线轮胎的胎体帘线弯曲形态、胎冠胶料流动异常现象进行对比，验证宽基载重子午线轮胎工艺改进方法的可行性。
进一步地，将半成品部件设计方法获得结构参数用于实际生产宽基载重子午线轮胎生胎，将实际生产的生胎的部件形状及分布与模拟仿真的部件形状及分布进行对比，验证半成品部件设计方法的可行性。
进一步地，所述轮胎成型过程数值仿真方法，主要包括以下步骤：
(1.1)橡胶材料试验数据获取：
对每种胶料至少进行一次剪切松弛试验和单轴拉伸试验，获得轮胎各部件的剪切松弛模量和应力-应变曲线，选用广义Maxwell模型和Marlow超弹性模型表征未硫化橡胶的粘性行为和超弹性性能；
(1.2)轮胎各部件的有限元模型建立
(1.2.1)将轮胎设计材料分布图分为3个子系统，具体包括胎面子系统(2)、胎体组子系统(3)和三角胶子系统(4)，以设计材料分布图为基准，对3个子系统分别进行定位；所述胎面子系统(2)包括胎面胶和胎面胶片，所述胎体组子系统(3)包括胎体、内衬、胎肩垫胶和加强层，所述三角胶子系统(4)包括软三角胶、硬三角胶、隔离胶片和胎圈；子系统中的每个半成品部件使用至少一个弹性元，且部件之间紧密连接；根据施工要求建立所述轮胎各部件有限元模型，将宽基载重子午线轮胎简化为二维轴对称模型，橡胶部件有限元模型中四边形单元为CGAX4H，三角形单元为CGAX3H，二维面单元为SFMGAX1，采用Maxwell流变模型和Marlow超弹性本构模型描述橡胶材料属性，Rebar Layer模型模拟钢丝帘线；胎体鼓、带束鼓采用解析刚体模拟，胎体鼓部件、带束 鼓部件和三角胶部件计算模型由HYPERMESH软件进行网格划分，然后将网格模型导入ABAQUS计算；
(1.2.2)对所述3个子系统分别进行网格离散化，划分的网格尺寸为6-9mm，局部应力集中处需细化网格；
(1.2.3)根据轮胎成型机带束层鼓结构参数，采用解析刚体来模拟带束层鼓结构力学特征；
(1.2.4)采用直接约束法模拟接触行为；
(1.3)轮胎生胎成型过程的仿真
(1.3.1)根据三鼓式一次成型法成型机的工艺流程，在成型机主鼓上进行侧胶、耐磨胶、胶片、内衬层、下内衬层、加强层、胎体层、胎肩垫胶的贴合，形成主鼓部件子系统；
在带束鼓上进行1号带束层、2号带束层、3号带束层、4号带束层、以及胎冠胶的贴合，形成带束鼓部件子系统；
(1.3.2)将(1.3.1)中的胎体鼓部件子系统、带束鼓部件子系统和三角胶部件子系统三个子系统模型分别导入到ABAQUS软件中，先将贴合后的胎体鼓部件、带束鼓部件在成型鼓上进行装配，按照施工表上的定位参数将三角胶部件定位到成型鼓上，对胎体鼓部件上的轮胎内衬层施加0.1Mpa-0.2Mpa均布压力的方法模拟充气；同时胎圈向中间移动依次经过预定型、定型和超定型位置，胎侧的反包过程采用分段施加0.2Mpa-0.4Mpa均布压力方法模拟反包胶囊的反包过程，反包结束后，形成生胎；
(1.3.3)将(1.3.2)得到的生胎放入硫化罐内，与硫化模具进行装配，然后通过对轮胎内表面施加均布压力的方法进行定型仿真，按照施工设计先给轮胎内衬层施加0.9Mpa的均布压力对生胎预定型，然后施加2.6Mpa的大气压对胎坯进行最终定型，形成成品胎。
进一步地，确定胎体帘布层形态方法的步骤：
所述步骤(1.3.3)得到成品轮胎后，导出硫化机内定型后的成品轮胎在胎冠处的胎体帘线内力，获得胎体帘线内力的分布特征，若帘线内力均为正，说明成品轮胎的胎体帘线不会弯曲；若帘线内力均为负，成品轮胎的胎体帘线发生弯曲。
进一步地，确定轮胎成型机带束层鼓的结构参数方法具体包括以下步骤：
(2.1)初步确定轮胎成型机带束层鼓的结构参数：将轮胎成型机带束鼓的中间段设计为凸出的曲面结构，所述带束鼓表面的截面轮廓线由两段直线段与位于两直线段之间 的一段弧形段组成，弧形段的宽度d为理论材料分布图中主带束层的宽度80％-120％；弧形段的曲率半径R为主带束层的曲率半径的70％-130％；所述带束鼓的直径D、两段直线段的长度l1、l2为：
Figure PCTCN2016098969-appb-000001
Figure PCTCN2016098969-appb-000002
其中，L为带束鼓总宽度，D1为理论材料分布图中测出的1号带束层直径；ψ为带束层伸张率，取值0-0.2％；
(2.2)根据步骤(2.1)初步确定的带束鼓结构参数，建立中间段为凸出的曲面的带束鼓模型；
(2.3)根据步骤(1.3.3)轮胎生胎成型过程的仿真得到生胎材料分布图，进行曲面鼓参数优化；在轮胎子午线方向上，生胎中主带束层与理论设计材料分布中该带束层的距离为Δr，主带束层在(1.3.3)的定型过程中帘线的预期伸张率
Figure PCTCN2016098969-appb-000003
以机内定型过程中带束层定型预期伸张率满足0.2％≤δ≤0.6％、胎面胶料流动均匀作为判断曲面鼓形状参数合理与否的指标，如果不达标，调整步骤(2.1)中的弧线段的宽度d、弧形段的曲率半径R和带束鼓的直径D，重复仿真，直至达到预期伸张率满足0.2％≤δ≤0.6％、胎面胶料流动均匀。
进一步地，步骤(2.1)中初步确定轮胎成型机带束层鼓的结构参数中，所述轮胎成型机带束层鼓的弧形段的宽度d为理论材料分布图中第2号带束层或第3号带束层的宽度80％-120％；所述弧形段的曲率半径R等于由第2号带束层或第3号带束层的曲率半径的70％-130％。
进一步地，子午线轮胎半成品部件结构参数的方法，包括以下步骤：
(3.1)半成品部件逆向设计：分别步骤(1.2.1)的3个子系统分别进行逆向设计，边界条件与成型过程相反，逆向推出轮胎半成品部件形状；所述边界条件包括压辊滚压压力、充气成型压力、橡胶与成型鼓之间的摩擦系数；结合部件挤出口型基本参数，对得到的各半成品部件形状进行修整，得到半成品部件材料分布图；
(3.2)正向成型仿真验证：对得到的半成品部件材料分布进行正向成型仿真，将得 到的成品胎与理论设计轮胎进行对比，验证设计方法的可行性。
进一步地，所述3个子系统模型具有多种橡胶模型及帘线-橡胶复合材料。
进一步地，所述3个子系统部件模型均采用轴对称模型。
进一步地，所述橡胶模型物理模型采用粘弹性本构模型，至少包括应力-应变数据、泊松比和松弛模量。
进一步地，所述帘线-复合材料采用Rebar模型来表征，至少包括帘线密度、横截面积和角度。
本发明方法是利用硫化机内定型后成品胎胎冠处的胎体帘线内力的正负作为判定宽基子午线轮胎胎体帘线是否弯曲的评价方法。本发明具有应用范围广、精度高和泛化能力强等优点，能够克服传统“试错法”的缺陷，有效地解决宽基子午线轮胎帘线弯曲问题，从而提高轮胎生产质量。此外，本发明还具有应用范围广、精度高和泛化能力强等优点，能够克服传统“试错法”的缺陷，有效地解决宽基子午线轮胎胎面胶料畸形流动现象，从而提高成品轮胎质量。本发明方法在工艺上具有可行性，只需在原有直鼓上贴一层满足曲面鼓外表面形状参数的弧形胶片即将直鼓改造为曲面鼓。
本发明还具有应用范围广、精度高等优点，能克服传统方法的缺陷，精确设计轮胎半成品部件材料分布图，显著提高成品胎与理论设计轮胎材料分布的一致性，减小轮胎试制次数，缩减轮胎开发周期，降低轮胎开发成本。
附图说明
图1为本发明所述宽基载重子午线轮胎生产工艺改进方法的流程图。
图2为胶料单轴拉伸试验曲线拟合图。
图3为胶料剪切松弛试验曲线拟合图。
图4为所述主鼓部件、辅助鼓部件、三角胶部件的有限元模型。
图5为主鼓部件贴合过程，图5(a)为部件贴合前位置，图5(b)为部件贴合后位置。
图6为辅助鼓部件贴合过程，图6(a)为部件贴合前位置，图6(b)为部件贴合后位置。
图7为轮胎生胎成型过程，图7(a)为定位，图7(b)充气，图7(c)胎侧反包，图7(d)生胎。
图8为硫化机内定型成品轮胎过程，图8(a)为轮胎生胎与硫化模具的装配，图8(b)为定型后的成品轮胎。
图9为硫化机内定型后胎体帘线内力选取部位示意图。
图10为两胎肩与胎冠范围内胎体帘线内力曲线。
图11为实际轮胎胎体帘线形态。
图12为优化施工参数后硫化机内定型后两胎肩与胎冠范围内胎体帘线内力。
图13为优化施工参数后的实际轮胎胎体帘线形态。
图14曲面鼓主要形状设计参数
图15为主带束层在定型过程中帘线的预期伸张率示意图。
图16为理论设计材料分布图
图17为轮胎机内定型过程(原始方案、直鼓)，图17(a)为合模，图17(b)为仿真成品胎。
图18为机内定型过程中3号带束层帘线位置变化(原始方案，直鼓)
图19为实际生产轮胎断面比较，图19(a)为原始方案(直鼓)，图19(b)为曲面鼓方案
图20为成型机辅助鼓曲面鼓贴合
图21为轮胎机内定型过程(曲面鼓)，图21(a)为合模，图21(b)为仿真成品胎。
图22为机内定型过程中3号带束层帘线位置变化(曲面鼓)。
图23为带束层帘线力比较图23(a)为原始方案(直鼓)，图23(b)为曲面鼓方案。
图24为理论材料分布分模块示意图。
图25为胎面子系统形状的确定。
图26为胎体组子系统形状的确定。
图27为三角胶子系统形状的确定。
图28为轮胎部件仿真断面与理论设计断面对比，其中，图28(a)为仿真断面的部件形状及分布；图28(b)为理论设计断面的部件形状及分布。
图中：
1-轮胎；2-胎面子系统；3-胎体组子系统；4-三角胶子系统；5-刚体；6-胎面；7-主鼓；8-胎圈；9-加强层；10-内衬层；11-胎体；12-胎肩垫胶；13-软三角胶；14-硬三角胶；15-成型鼓；16-胶囊；17-模具；18-曲面鼓。
具体实施方式
下面结合附图以及具体实施例对本发明作进一步的说明，但本发明的保护范围并不限于此。
如图1所示，本发明所述的宽基载重子午线轮胎生产工艺改进方法，主要包括以下三个步骤：
通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎体帘线受力正负为依据，确定胎体帘布层的形态是否弯曲，通过在有限元软件中改进轮胎施工参数，调整轮胎制造工艺参数，直至达到胎体帘线力分布全部为正，即胎体帘线无弯曲，确定轮胎制造工艺。
通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎冠胶料流动异常现象为依据，确定轮胎成型机带束层鼓的结构参数。
通过对宽基载重子午线轮胎成型过程数值仿真，以判定宽基载重子午线轮胎制造过程的半成品材料部件形状为准则，确定轮胎半成品部件设计结构参数。
以435/50R19.5全钢宽基载重子午线轮胎的成型过程为例说明具体实施步骤，该型号轮胎额定气压和额定载荷分别为0.83MPa和45kN。
宽基载重子午线轮胎成型过程仿真过程
S1：材料试验数据获取
进行轮胎未硫化橡胶的剪切松弛试验和单轴拉伸试验，获得轮胎各部件的剪切松弛模量和应力-应变曲线，利用ABAQUS软件中的材料拟合模块对试验数据进行参数识别，选用广义Maxwell模型和Marlow超弹性模型表征未硫化橡胶的粘性行为和超弹性性能。图2为胎面6胶和内衬层10胶的单轴拉伸试验曲线，图3为胎面6胶和内衬层10胶的剪切松弛试验曲线，Maxwell模型和Marlow超弹性模型的拟合精度均很好，因此，说明所选本构模型的精确性。
S2：轮胎部件有限元模型的建立
(1)宽基载重子午线轮胎主要包括主鼓部件、辅助鼓部件和三角胶部件，主鼓部件包括胎侧胶、耐磨胶、胶片、内衬层、下内衬层、加强层、胎体层、胎肩垫胶；辅助鼓部件包括1号带束层、2号带束层、3号带束层、4号带束层、以及胎冠胶；三角胶部件包括钢丝圈、三角胶以及三角胶胶片。根据施工要求建立所述轮胎各部件有限元模型，将宽基载重子午线轮胎简化为二维轴对称模型，橡胶部件有限元模型中四边形单元为CGAX4H，三角形单元为CGAX3H，二维面单元为SFMGAX1，采用Marlow本构模型描述橡胶材料属性，Rebar Layer模型模拟钢丝帘线，主鼓和辅助鼓采用解析刚体模拟；主鼓所有部件、辅助鼓所有部件和三角胶所有部件计算模型由Hypermesh软件进行网格划分；如图4所示，其中图4(a)为所述主鼓部件的有限元模型，图4(b)为辅助鼓部 件的有限元模型，图4(c)为三角胶部件的有限元模型。网格尺寸控制在6-9mm为佳，初始网格以均匀为益。针对成型过程中变形较大的部位采用网格细化。
(2)接触模拟：轮胎成型过程中，各部件之间的粘性很强，因此采用直接约束法模拟接触行为。
S3：轮胎生胎成型过程仿真。
首先，将主鼓部件、辅助鼓部件和三角胶部件有限元模型导入Abaqus软件进行空间位置定位，以重现三个子系统部件在成型机上的安装位置。综合考虑贴合过程的工艺方法和仿真分析精度，采用施加额定气压的1％-2.5％均布压力的方法进行贴合仿真。根据三鼓式一次成型法成型机的工艺流程，在成型机主鼓上进行侧胶、耐磨胶、胶片、内衬层、下内衬层、加强层、胎体层、胎肩垫胶的贴合，形成主鼓部件子系统，如图5所示。在辅助鼓上进行1号带束层、2号带束层、3号带束层、4号带束层、以及胎冠胶的贴合，形成辅助鼓部件子系统，如图6所示。
其次，将贴合后的主鼓部件子系统、辅助鼓部件子系统和三角胶部件子系统三个子系统模型分别导入到Abaqus软件中，通过固定三个子系统部件的位置，先将贴合后的主鼓部件、辅助鼓部件在成型鼓15上进行装配，按照施工表上的定位参数将三角胶部件定位到成型鼓1上，对主鼓部件上的轮胎內缘施加额定气压进行充气，固定辅助鼓部件和三角胶部件，如图7所示，实现胎侧反包工艺过程，形成胎坯，即轮胎生胎。反包工艺过程，从耐磨胶到胎侧，采用分段施加1％-3％的额定气压的均布压力方法模拟反包胶囊16的反包过程。
最后，将轮胎生胎放入硫化罐内，与硫化模具17进行装配，然后通过对胶囊16内表面施加均布压力的方法进行定型仿真，如图8所示。定型时先将胶囊16内抽真空，再将胎胚套在胶囊16外面，按照施工设计给胶囊16内部施加额定气压10％的小气压对胎胚进行定位，合模后胶囊2内部压强增加到额定气压120％的大气压进行机内硫化定型，仿真得到成品轮胎。
1、确定胎体帘布层形态方法
S4：成品轮胎胎体帘线内力分析：
导出硫化机内定型后的成品轮胎在胎冠处的胎体帘线内力，获得胎体帘线内力的分布特征，若帘线内力均为正，说明成品轮胎的胎体帘线不会弯曲；若帘线内力均为负，成品轮胎的胎体帘线发生弯曲。
具体的，为提取硫化机内定型后成品胎胎冠处的胎体帘线的节点序列创建一个Path， 即CC-FF段，如图9所示。再以这个Path为横坐标，以胎体帘线的内力为纵坐标，采用Excel软件绘制CC-FF段内胎体帘线内力沿断面宽度方向的分布特性，如图10所示。由图10所示，硫化机内定型后，胎冠中心处胎体帘线内力为负值。依据本发明所述的方法判定：成品轮胎胎体帘线在该处应该为弯曲的。该型号轮胎实际产品的胎体帘线分布状态，如图11所示，胎体帘线在胎肩位置出现了弯曲，与本发明所述的方法预测结果一致。
为充分发挥本发明所述方法的对实际生产的指导意义，对该型号轮胎的施工设计参数进行了调整，通过优化辅助鼓周长和子口平宽两个施工参数，对该型号轮胎成型仿真分析，使胎冠处的胎体帘线内力均为正，胎体帘线内力如图12所示。根据调整后的施工参数试制样胎，修改施工设计参数后试制样胎轮胎的胎体帘线状态如图13所示，胎体帘线不存在弯曲，与预测基本一致。这说明了本发明专利所阐述判定宽基载重子午线轮胎胎体帘线弯曲的方法具有较为理想的精度，能够满足实际工程运用的需求，可在轮胎行业内推广实施，并对宽基载重子午线轮胎的生产工艺的制定和调整具有指导意义。
2、轮胎成型机带束层鼓的设计方法
S5：在轮胎成型机带束鼓的中间段设计凸出的曲面结构，如图14所示。所述带束鼓表面的截面轮廓线由两段直线段与位于两直线段之间的一段弧形段组成，所弧形段的宽度d为理论材料分布图中主带束层的宽度80％-120％；弧形段的曲率半径R为主带束层的曲率半径的70％-130％；所述带束鼓的直径D、和两段直线段的长度l1、l2为：
Figure PCTCN2016098969-appb-000004
Figure PCTCN2016098969-appb-000005
其中，L为带束鼓总宽度，D1为理论材料分布图中测出的1号带束层1直径；ψ为带束层伸张率，取值0-0.2％。
为了更好的确定所述成型机带束鼓弧形段的形状参数，通过轮胎成型过程仿真方法来优选确定曲面鼓主要设计参数的。
根据S3轮胎生胎成型过程仿真得到生胎材料分布图，即图7(d)，在轮胎子午线方向上，如图15所示，生胎中主带束层与理论设计材料分布图如图16所示，该带束层的距离为Δr，主带束层在S3轮胎生胎成型过程中的定型阶段帘线的预期伸张率
Figure PCTCN2016098969-appb-000006
以机内定型过程中带束层定型预期伸张率满足0.2％≤δ≤0.6％、 胎面胶料流动均匀作为判断曲面鼓形状参数合理与否的指标，如果不达标，调整步骤S5中弧线段的宽度d、弧形段的曲率半径R和带束鼓的直径D，重复步骤S3轮胎生胎成型过程仿真，直至达到预期伸张率满足0.2％≤δ≤0.6％、胎面胶料流动均匀，再进行轮胎生产。
S6：为说明本发明方法的有效性，运用步骤S3轮胎生胎成型过程仿真方法模拟了带束鼓为直鼓(原始方案)的轮胎成型过程，其中步骤S3中带束鼓为直鼓，得到成品胎仿真材料分布图如图17(b)所示。图18为步骤S3中原始施工设计的3号带束层3的帘线位置变化，带束层中部帘线的预期伸张率δ远大于0.6％，造成带束层中间部位不能被顶起，通过仿真得到的成品胎材料分布图如图17(b)，与图16中所示的理论设计轮胎结构有很大差距。这种差距产生原因是随着硫化温度提高，胎面胶料由两侧向胎冠中心移动，造成胎面6畸形。图19(a)为原始施工设计(直鼓)的实际生产断面，胎面胶料有两侧向胎冠中心流动明显，带束层弯曲，与理论设计结构相差甚远。
图20为采用曲面鼓进行轮胎辅助鼓贴合后的部件位置，图21为步骤S3轮胎生胎成型过程仿真中带束鼓为曲面鼓，得到仿真成品胎材料分布图。轮胎图19(b)为采用曲面鼓方案后的实际生产断面扫描图。由图19(b)可以发现，实际生产的成品胎断面较好，不存在胎肩胶料向中部移动的情况。图22为采用曲面鼓的3号带束层3的帘线位置变化，带束层中部帘线的最大预期伸张率为0.3％。图23为两种方案在定型过程中带束层帘线受力对比图，采用曲面鼓设计后，胎冠中心处带束层中部受力显著减小，且在子午线方向变化梯度减小，使得成品胎中帘线内应力减小。这说明了本发明专利所阐述宽基载重子午线轮胎成型机带束鼓及设计方法，能有效的解决宽基载重子午线轮胎胎面6畸形和改善带束层帘线应力分布不均的情况，可在轮胎行业内推广实施。
4、轮胎半成品部件的设计方法
轮胎半成品部件的设计方法包括橡胶材料试验数据获取、有限元模型的建立、半成品部件逆向设计和正向成型仿真验证4个步骤。
S7：材料试验数据获取
进行轮胎未硫化橡胶的剪切松弛试验和单轴拉伸试验，获得轮胎各部件的剪切松弛模量和应力-应变曲线，利用ABAQUS软件中的材料拟合模块对试验数据进行参数识别，选用广义Maxwell模型和Marlow超弹性模型表征未硫化橡胶的粘性行为和超弹性性能。图1为胎面6胶和内衬层10胶的单轴拉伸试验曲线，图2为两者的剪切松弛试验曲线， Maxwell模型和Marlow超弹性模型的拟合精度均很好，因此，说明所选本构模型的精确性。
S8：有限元模型的建立
(1)单元类型选取：橡胶单元采用的四边形单元为CGAX4H，三角形单元为CGAX3H，REBAR单元为SFMGAX1。
(2)接触模拟：轮胎成型过程中，各部件之间的粘性很强，因此采用直接约束法模拟接触行为。
(3)网格划分：将轮胎的理论材料分布分为三个子系统进行逆向设计，如图24所示，分别是胎面6子系统2、胎体11组子系统3、三角胶子系统4。胎面6子系统2包括胎面6，胎体11组子系统3包括胎体11、内衬、胎肩垫胶12和加强层9，三角胶子系统4包括胎圈8、软三角胶13和硬三角胶14。分别对3个子系统进行网格划分，可能发生应力集中处，进行网格细化。
S9：半成品部件逆向设计
(1)胎面6子系统2材料分布的确定
由理论材料分布得到的胎面6形状和位置如图25(a)所示，以理论设计材料分布中的胎面6胶形状为基础，采用成型仿真的方法，将胎面6逆向成型到刚体5平面上，即将胎面6形状还原为轮胎1半成品部件形状。仿真时，在胎面6内侧设置一平面刚体5，刚体5向图示方向移动到胎面6内侧中心位置，并在胎面6外侧施加均布压力，逆向仿真得到胎面6胶半成品部件的形状如图25(b)所示。根据图25(b)所示形状和胎面6挤出口型的基本设计参数进行修整，得到胎面6胶半成品部件的形状如图25(c)所示。需要说明的是，本发明忽略了胎面6花纹，若要考虑花纹，根据理论材料分布中花纹沟体积和花纹沟的相对位置，胶料在成型过程中体积相等，减去花纹沟胶料，确定胎面6胶半成品部件形状。
(2)胎体11组子系统3材料分布的确定
内衬层10、胎体11层在成型过程中各点的径向伸张不同，胎冠处伸张最大，胎圈8处伸张小。因此，充气膨胀后各点的厚度不同，但其宽度和体积在膨胀前后保持不变。胎肩垫胶12在成型时，既有径向的伸张，又有弯曲，变形复杂。逆向成型仿真时，根据理论材料分布确定胎体11层、内衬层10和胎肩垫胶12位置，在胎体11外侧施加均布气压，如图26(a)所示，同时胎圈8向两侧移动，将胎体11、内衬层10展开到主鼓7上，结果如图26(b)所示。根据生产实际，对部件形状修整，得到的半成品部件材料分布如图 26(c)。
(2)三角胶子系统4材料分布的确定
在轮胎1成型过程中，三角胶绕胎圈8转动，径向膨胀很小。逆向成型仿真时，根据理论材料分布确定三角胶的位置，胎圈8固定，三角胶外侧施加均布压力(如图27(a)所示)，将三角胶压到其绕胎圈8翻转前的位置，如图27(b)所示。对三角胶形状进行修整，得到半部件形状如图27(c)所示。
(4)轮胎1其他半成品部件形状的确定
轮胎1在胎侧反包时，反包胶囊对胎侧胶和耐磨胶存在挤压作用，半成品部件逆向成型仿真方法具有一定的局限性。带束层在成型时宽度、厚度基本保持不变，其形状可以直接由材料分布图直接得到。
(4.4)正向成型仿真验证
对步骤S9的半成品部件进行步骤S3的正向成型仿真，得到的断面如图28(a)所示，图28(b)为理论设计半成品部件形状及分布图，对比可知，两者一致性很好。
所述实施例为本发明的优选的实施方式，但本发明并不限于上述实施方式，在不背离本发明的实质内容的情况下，本领域技术人员能够做出的任何显而易见的改进、替换或变型均属于本发明的保护范围。

Claims (12)

  1. 一种宽基载重子午线轮胎生产工艺改进方法，其特征在于，主要包括以下三个步骤：
    (1)通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎体帘线受力正负为依据，确定胎体帘布层的形态是否弯曲，通过在有限元软件中改进轮胎施工参数，调整轮胎制造工艺参数，直至达到胎体帘线力分布全部为正，即胎体帘布层无弯曲，确定轮胎制造工艺；
    (2)通过对宽基载重子午线轮胎成型过程数值仿真，以宽基载重子午线轮胎制造过程的胎冠胶料流动异常现象为依据，确定轮胎成型机带束层鼓的结构参数；
    (3)通过对宽基载重子午线轮胎成型过程数值仿真，以判定宽基载重子午线轮胎制造过程的半成品材料部件形状为准则，确定轮胎半成品部件设计结构参数。
  2. 根据权利要求1所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，还包括将确定的轮胎制造工艺、轮胎成型机带束层鼓的结构参数用于实际生产宽基载重子午线轮胎，将模拟仿真的胎体帘线弯曲形态、胎冠胶料流动异常现象与实际生产的宽基载重子午线轮胎的胎体帘线弯曲形态、胎冠胶料流动异常现象进行对比，验证宽基载重子午线轮胎工艺改进方法的可行性。
  3. 根据权利要求1所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，将半成品部件设计方法获得结构参数用于实际生产宽基载重子午线轮胎生胎，将实际生产的生胎的部件形状及分布与模拟仿真的部件形状及分布进行对比，验证半成品部件设计方法的可行性。
  4. 根据权利要求1所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，所述轮胎成型过程数值仿真方法，主要包括以下步骤：
    (1.1)橡胶材料试验数据获取：
    对每种胶料至少进行一次剪切松弛试验和单轴拉伸试验，获得轮胎各部件的剪切松弛模量和应力-应变曲线，选用广义Maxwell模型和Marlow超弹性模型表征未硫化橡胶的粘性行为和超弹性性能；
    (1.2)轮胎各部件的有限元模型建立
    (1.2.1)将轮胎设计材料分布图分为3个子系统，具体包括胎面子系统(2)、胎体组子系统(3)和三角胶子系统(4)，以设计材料分布图为基准，对3个子系统分别进行定位；所述胎面子系统(2)包括胎面胶和胎面胶片，所述胎体组子系统(3)包括胎体、内 衬、胎肩垫胶和加强层，所述三角胶子系统(4)包括软三角胶、硬三角胶、隔离胶片和胎圈；子系统中的每个半成品部件使用至少一个弹性元，且部件之间紧密连接；根据施工要求建立所述轮胎各部件有限元模型，将宽基载重子午线轮胎简化为二维轴对称模型，橡胶部件有限元模型中四边形单元为CGAX4H，三角形单元为CGAX3H，二维面单元为SFMGAX1，采用Maxwell流变模型和Marlow超弹性本构模型描述橡胶材料属性，RebarLayer模型模拟钢丝帘线；胎体鼓、带束鼓采用解析刚体模拟，胎体鼓部件、带束鼓部件和三角胶部件计算模型由HYPERMESH软件进行网格划分，然后将网格模型导入ABAQUS计算；
    (1.2.2)对所述3个子系统分别进行网格离散化，划分的网格尺寸为6-9mm，局部应力集中处需细化网格；
    (1.2.3)根据轮胎成型机带束层鼓结构参数，采用解析刚体来模拟带束层鼓结构力学特征；
    (1.2.4)采用直接约束法模拟接触行为；
    (1.3)轮胎生胎成型过程的仿真
    (1.3.1)根据三鼓式一次成型法成型机的工艺流程，在成型机主鼓上进行侧胶、耐磨胶、胶片、内衬层、下内衬层、加强层、胎体层、胎肩垫胶的贴合，形成主鼓部件子系统；
    在带束鼓上进行1号带束层、2号带束层、3号带束层、4号带束层、以及胎冠胶的贴合，形成带束鼓部件子系统；
    (1.3.2)将(1.3.1)中的胎体鼓部件子系统、带束鼓部件子系统和三角胶部件子系统三个子系统模型分别导入到ABAQUS软件中，先将贴合后的胎体鼓部件、带束鼓部件在成型鼓上进行装配，按照施工表上的定位参数将三角胶部件定位到成型鼓上，对胎体鼓部件上的轮胎内衬层施加0.1Mpa-0.2Mpa均布压力的方法模拟充气；同时胎圈向中间移动依次经过预定型、定型和超定型位置，胎侧的反包过程采用分段施加0.2Mpa-0.4Mpa均布压力方法模拟反包胶囊的反包过程，反包结束后，形成生胎；
    (1.3.3)将(1.3.2)得到的生胎放入硫化罐内，与硫化模具进行装配，然后通过对轮胎内表面施加均布压力的方法进行定型仿真，按照施工设计先给轮胎内衬层施加0.9Mpa的均布压力对生胎预定型，然后施加2.6Mpa的大气压对胎坯进行最终定型，形成成品胎。
  5. 根据权利要求4所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，确定胎体帘布层形态方法的步骤：
    所述步骤(1.3.3)得到成品轮胎后，导出硫化机内定型后的成品轮胎在胎冠处的胎体帘线内力，获得胎体帘线内力的分布特征，若帘线内力均为正，说明成品轮胎的胎体帘线不会弯曲；若帘线内力均为负，成品轮胎的胎体帘线发生弯曲。
  6. 根据权利要求5中所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，确定轮胎成型机带束层鼓的结构参数方法具体包括以下步骤：
    (2.1)初步确定轮胎成型机带束层鼓的结构参数：将轮胎成型机带束鼓的中间段设计为凸出的曲面结构，所述带束鼓表面的截面轮廓线由两段直线段与位于两直线段之间的一段弧形段组成，弧形段的宽度d为理论材料分布图中主带束层的宽度80％-120％；弧形段的曲率半径R为主带束层的曲率半径的70％-130％；所述带束鼓的直径D、两段直线段的长度l1、l2为：
    Figure PCTCN2016098969-appb-100001
    Figure PCTCN2016098969-appb-100002
    其中，L为带束鼓总宽度，D1为理论材料分布图中测出的1号带束层直径；ψ为带束层伸张率，取值0-0.2％；
    (2.2)根据步骤(2.1)初步确定的带束鼓结构参数，建立中间段为凸出的曲面的带束鼓模型；
    (2.3)根据步骤(1.3.3)轮胎生胎成型过程的仿真得到生胎材料分布图，进行曲面鼓参数优化；在轮胎子午线方向上，生胎中主带束层与理论设计材料分布中该带束层的距离为Δr，主带束层在(1.3.3)的定型过程中帘线的预期伸张率
    Figure PCTCN2016098969-appb-100003
    以机内定型过程中带束层定型预期伸张率满足0.2％≤δ≤0.6％、胎面胶料流动均匀作为判断曲面鼓形状参数合理与否的指标，如果不达标，调整步骤(2.1)中的弧线段的宽度d、弧形段的曲率半径R和带束鼓的直径D，重复仿真，直至达到预期伸张率满足0.2％≤δ≤0.6％、胎面胶料流动均匀。
  7. 根据权利要求6所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，步骤(2.1)中初步确定轮胎成型机带束层鼓的结构参数中，所述轮胎成型机带束层鼓的弧形段的宽度d为理论材料分布图中第2号带束层或第3号带束层的宽度80％-120％；所述弧形段的曲率半径R等于由第2号带束层或第3号带束层的曲率半径的70％-130％。
  8. 根据权利要求1所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，子午线轮胎半成品部件结构参数的方法，包括以下步骤：
    (3.1)半成品部件逆向设计：分别步骤(1.2.1)的3个子系统分别进行逆向设计，边界条件与成型过程相反，逆向推出轮胎半成品部件形状；所述边界条件包括压辊滚压压力、充气成型压力、橡胶与成型鼓之间的摩擦系数；结合部件挤出口型基本参数，对得到的各半成品部件形状进行修整，得到半成品部件材料分布图；
    (3.2)正向成型仿真验证：对得到的半成品部件材料分布进行正向成型仿真，将得到的成品胎与理论设计轮胎进行对比，验证设计方法的可行性。
  9. 根据权利要求8所述的子午线轮胎半成品部件设计方法，其特征在于，所述3个子系统模型具有多种橡胶模型及帘线-橡胶复合材料。
  10. 根据权利要求8所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，所述3个子系统部件模型均采用轴对称模型。
  11. 根据权利要求8所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，所述橡胶模型物理模型采用粘弹性本构模型，至少包括应力-应变数据、泊松比和松弛模量。
  12. 根据权利要求9所述的宽基载重子午线轮胎生产工艺改进方法，其特征在于，所述帘线-复合材料采用Rebar模型来表征，至少包括帘线密度、横截面积和角度。
PCT/CN2016/098969 2015-09-14 2016-09-14 一种宽基载重子午线轮胎生产工艺改进方法 Ceased WO2017045600A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US15/758,171 US10994578B2 (en) 2015-09-14 2016-09-14 Method for improving production process for wide-base truck radial tire

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
CN201510582746.2A CN105205243B (zh) 2015-09-14 2015-09-14 一种判定宽基子午线轮胎胎体帘线弯曲的方法
CN201510582746.2 2015-09-14
CN201610046211.8A CN105718678B (zh) 2016-01-22 2016-01-22 一种宽基载重子午线轮胎成型机带束鼓及设计方法
CN201610046211.8 2016-01-22
CN201610371330.0A CN105984295B (zh) 2016-05-30 2016-05-30 一种子午线轮胎半成品部件设计方法
CN201610371330.0 2016-05-30

Publications (1)

Publication Number Publication Date
WO2017045600A1 true WO2017045600A1 (zh) 2017-03-23

Family

ID=58288157

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2016/098969 Ceased WO2017045600A1 (zh) 2015-09-14 2016-09-14 一种宽基载重子午线轮胎生产工艺改进方法

Country Status (2)

Country Link
US (1) US10994578B2 (zh)
WO (1) WO2017045600A1 (zh)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109214142A (zh) * 2018-11-22 2019-01-15 许江锋 一种仿生建筑结构建模及设计方法
WO2020013210A1 (ja) * 2018-07-11 2020-01-16 住友ゴム工業株式会社 重荷重用空気入りタイヤ及びその製造方法
CN114904969A (zh) * 2022-03-29 2022-08-16 中国第一汽车股份有限公司 一种车身覆盖件拉延模具及其余肉凸模的设计方法
CN119249832A (zh) * 2024-12-04 2025-01-03 中策橡胶集团股份有限公司 一种子午线轮胎就位压力预测方法、系统和计算机程序产品
CN121723797A (zh) * 2026-02-26 2026-03-24 山东兴达轮胎有限公司 提升工程轮胎重量仿真计算精度的方法

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110781554B (zh) * 2019-09-27 2025-05-02 赛轮集团股份有限公司 一种重载全钢丝子午线轮胎成型鼓鼓宽的计算方法
CN111382478B (zh) * 2020-03-03 2023-03-28 中策橡胶集团股份有限公司 一种接地压力分布可控的轮胎设计方法
CN112848807A (zh) * 2021-01-29 2021-05-28 山东玲珑轮胎股份有限公司 一种曲面贴合鼓设计方法及曲面贴合鼓
CN113392469B (zh) * 2021-06-22 2022-09-30 安徽佳通乘用子午线轮胎有限公司 一种轿车轮胎气密层厚度设计方法
CN113334999B (zh) * 2021-07-16 2022-05-03 赛轮集团股份有限公司 一种解决轮胎子口缺胶问题的方法
CN113792389A (zh) * 2021-07-29 2021-12-14 浦林成山（山东）轮胎有限公司 一种钢丝压延机整经装置开槽密度的修正计算方法
CN113697059B (zh) * 2021-08-11 2024-05-28 中国舰船研究设计中心 一种水面舰船分段连接的柔性设计方法
CN113997593B (zh) * 2021-11-01 2024-02-02 正新橡胶（中国）有限公司 胎面口金的成型方法、胎面口金及轮胎
CN114889372B (zh) * 2022-05-23 2023-08-08 中策橡胶集团股份有限公司 一种轮胎胎圈部位橡胶材料拉压状态的判断方法和应用
CN114896698B (zh) * 2022-05-23 2025-05-02 中策橡胶集团股份有限公司 一种轮胎成型鼓宽的计算及修正方法、应用、设备和计算机程序产品
CN114851782B (zh) * 2022-05-26 2023-12-19 赛轮集团股份有限公司 一种肩部低故障率轮胎及其设计方法
US20240140059A1 (en) * 2022-10-31 2024-05-02 The Goodyear Tire & Rubber Company Tire building machine
CN115891247A (zh) * 2022-11-15 2023-04-04 青岛轮云设计研究院有限责任公司 宽基低断面轮胎成型硫化工艺及宽基低断面轮胎
CN116127603B (zh) * 2023-02-01 2025-09-30 中策橡胶集团股份有限公司 一种轮胎成型胎面辊压工艺仿真方法、应用和计算机程序产品
CN117183429A (zh) * 2023-09-22 2023-12-08 山东玲珑轮胎股份有限公司 一种工程机械轮胎成型压合参数设置方法和设备
CN118821317B (zh) * 2024-07-10 2025-11-18 中策橡胶集团股份有限公司 一种轮胎成品六角形钢丝圈建模方法及计算机程序产品
CN119189387B (zh) * 2024-11-11 2025-07-22 贵州轮胎股份有限公司 一种帘布层控制方法
CN120217724B (zh) * 2025-05-27 2025-08-05 湖南理工职业技术学院 一种轿车轮胎成型鼓零件工艺偏差分析方法及系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005014301A (ja) * 2003-06-24 2005-01-20 Yokohama Rubber Co Ltd:The ゴム構造体の変形シミュレーション方法、ゴム構造体製品の性能予測方法、ゴム構造体製品の設計方法およびゴム構造体製品の作製方法
CN101923589A (zh) * 2010-08-10 2010-12-22 江苏大学 子午线轮胎成型过程的模拟方法
JP2013075634A (ja) * 2011-09-30 2013-04-25 Sumitomo Rubber Ind Ltd タイヤモデルの作成方法
CN105205243A (zh) * 2015-09-14 2015-12-30 江苏大学 一种判定宽基子午线轮胎胎体帘线弯曲的方法
CN105718678A (zh) * 2016-01-22 2016-06-29 江苏大学 一种宽基载重子午线轮胎成型机带束鼓及设计方法

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050032029A1 (en) * 1999-11-10 2005-02-10 Trunk Frank J. Method of multi-dimensional analysis of viscoelastic materials for stress, strain, and deformation
US20040020583A1 (en) * 2002-08-01 2004-02-05 Fang Zhu Method for controlling high speed uniformity in tires
US20090260743A1 (en) * 2003-11-21 2009-10-22 William David Mawby Tire manufacturing method for improving the uniformity of a tire
US20120267031A1 (en) * 2003-11-21 2012-10-25 William David Mawby Tire manufacturing method for improving the uniformity of a tire
US20070144657A1 (en) * 2005-12-28 2007-06-28 Julien Flament Green tire evolution for high speed uniformity
JP4724103B2 (ja) * 2006-12-08 2011-07-13 株式会社ブリヂストン 重荷重用空気入りラジアルタイヤ
US8679382B2 (en) * 2008-11-26 2014-03-25 Michelin Recherche Et Technique S.A. Tire uniformity correction
CN103108759B (zh) * 2010-09-16 2015-04-08 株式会社普利司通 充气轮胎

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005014301A (ja) * 2003-06-24 2005-01-20 Yokohama Rubber Co Ltd:The ゴム構造体の変形シミュレーション方法、ゴム構造体製品の性能予測方法、ゴム構造体製品の設計方法およびゴム構造体製品の作製方法
CN101923589A (zh) * 2010-08-10 2010-12-22 江苏大学 子午线轮胎成型过程的模拟方法
JP2013075634A (ja) * 2011-09-30 2013-04-25 Sumitomo Rubber Ind Ltd タイヤモデルの作成方法
CN105205243A (zh) * 2015-09-14 2015-12-30 江苏大学 一种判定宽基子午线轮胎胎体帘线弯曲的方法
CN105718678A (zh) * 2016-01-22 2016-06-29 江苏大学 一种宽基载重子午线轮胎成型机带束鼓及设计方法

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
LI, ZEJIN ET AL.: "AutoLISPyu3yan2 zai4 duolpei4fangl tailmian4jiaol ti3jil qiu2suan4 zhonglde ying4yong4", TIRE INDUSTRY, vol. 19, no. 9, 30 September 1999 (1999-09-30), pages 1, ISSN: 1006-8171 *

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020013210A1 (ja) * 2018-07-11 2020-01-16 住友ゴム工業株式会社 重荷重用空気入りタイヤ及びその製造方法
JPWO2020013210A1 (ja) * 2018-07-11 2021-07-15 住友ゴム工業株式会社 重荷重用空気入りタイヤ及びその製造方法
JP7251548B2 (ja) 2018-07-11 2023-04-04 住友ゴム工業株式会社 重荷重用空気入りタイヤ及びその製造方法
CN109214142A (zh) * 2018-11-22 2019-01-15 许江锋 一种仿生建筑结构建模及设计方法
CN114904969A (zh) * 2022-03-29 2022-08-16 中国第一汽车股份有限公司 一种车身覆盖件拉延模具及其余肉凸模的设计方法
CN119249832A (zh) * 2024-12-04 2025-01-03 中策橡胶集团股份有限公司 一种子午线轮胎就位压力预测方法、系统和计算机程序产品
CN121723797A (zh) * 2026-02-26 2026-03-24 山东兴达轮胎有限公司 提升工程轮胎重量仿真计算精度的方法

Also Published As

Publication number Publication date
US20180257443A1 (en) 2018-09-13
US10994578B2 (en) 2021-05-04

Similar Documents

Publication Publication Date Title
WO2017045600A1 (zh) 一种宽基载重子午线轮胎生产工艺改进方法
CN105718678B (zh) 一种宽基载重子午线轮胎成型机带束鼓及设计方法
CN105205243B (zh) 一种判定宽基子午线轮胎胎体帘线弯曲的方法
CN112307631B (zh) 一种确定轮胎断面成品厚度尺寸的设计方法
CN112539944B (zh) 全钢丝子午线轮胎胎体帘线伸张率弯曲度的测量控制方法
CN101923589B (zh) 子午线轮胎成型过程的模拟方法
EP2662792B1 (en) Method for generating tire model
CN111008496A (zh) 一种轮胎的三角胶芯结构设计方法
CN105984295B (zh) 一种子午线轮胎半成品部件设计方法
CN109849393B (zh) 一种标准化轮胎的制造方法
JP2014113733A (ja) 空気入りタイヤの製造方法及び空気入りタイヤ
JP6679588B2 (ja) クラウン部にベルトプライを含む大型トラックタイヤ用の最適なボディプライの形状
CN106446336B (zh) 一种全钢子午线轮胎的胎体安全倍数计算方法
CN116227279A (zh) 一种全钢子午线轮胎钢丝圈安全倍数的计算方法、应用和软件产品
JP5841391B2 (ja) タイヤモデルの作成方法
JP2003320824A (ja) タイヤモデルの作成方法
JP2006168294A (ja) タイヤ製造時の断面形状予測方法及びその装置並びにそのコンピュータプログラムと情報記憶媒体
JP7589476B2 (ja) タイヤモデルの作成方法及びタイヤのシミュレーション方法
CN115935745A (zh) 预测半钢子午线轮胎硫化后实际轮廓的方法
ATE554914T1 (de) Verfahren zum bau eines reifenrohlings für fahrzeugräder und durch das verfahren gebauter reifen
CN116227283A (zh) 重载子午线轮胎胎体帘线受压模型、分析及设计优选方法
CN121302808A (zh) 一种成品轮胎胎体帘线预应力的分析方法
Wang et al. Nummerical simulation-based analysis of the effect of curing bladders on shaping of tires
CN114953550B (zh) 轮胎子口设计方法
CN118607107A (zh) 一种轮胎硫化胶囊形状的评价方法和计算机程序

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16845714

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 15758171

Country of ref document: US

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16845714

Country of ref document: EP

Kind code of ref document: A1