Methods, devices, processors, and vehicles for determining the impact resistance of wheels.

Abstract

This invention discloses a method, apparatus, processor, and vehicle for determining the impact resistance performance of a wheel. The method includes: controlling the vehicle to travel on a test road in response to acquiring initial state data of the vehicle's wheels; acquiring target state data of the wheels in response to the end of vehicle travel; determining a target deformation amount and deviation data of the target deformation amount based on the initial state data and the target state data, wherein the target deformation amount represents the deformation of the wheel caused by impact on the test road, and the deviation data represents the degree of deviation between the target deformation amount and the initial state data; and determining whether the impact resistance performance of the wheel is in a normal or abnormal state based on the target deformation amount and the deviation data. This invention solves the technical problem of low accuracy in testing the impact resistance performance of vehicles.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to a method, apparatus, processor, and vehicle for determining the impact resistance of a wheel. Background Technology

[0002] Currently, with the rapid development of vehicles, the weight borne by the wheels has increased significantly compared to traditional models, and the application of low-profile tires has increased. Due to the increased weight, the possibility of wheel deformation has increased. Therefore, considering the above factors, the requirements for the impact resistance of wheels are higher.

[0003] In related technologies, the impact resistance of wheels is mainly predicted by improving the accuracy of finite element analysis and bench testing. However, finite element simulation analysis involves tire models. Due to the nonlinearity of tire performance, the accuracy of tire deformation resistance models is insufficient, leading to inaccurate finite element simulation results. Bench test results also cannot correspond to whole vehicle test results, resulting in low accuracy in testing the impact resistance of vehicles.

[0004] There is currently no effective solution to the problem of low accuracy in testing the impact resistance of vehicles. Summary of the Invention

[0005] This invention provides a method, apparatus, processor, and vehicle for determining the impact resistance of a wheel, to at least address the technical problem of low accuracy in testing the impact resistance of vehicles.

[0006] According to one aspect of the present invention, a method for determining the impact resistance performance of a wheel is provided. The method may include: controlling a vehicle to travel on a test road in response to acquiring initial state data of the vehicle's wheels; acquiring target state data of the wheel in response to the end of vehicle travel; determining a target deformation amount and deviation data of the target deformation amount of the wheel based on the initial state data and the target state data, wherein the target deformation amount represents the deformation of the wheel caused by an impact on the test road, and the deviation data represents the degree of deviation between the target deformation amount and the initial state data; and determining whether the impact resistance performance of the wheel is in a normal or abnormal state based on the target deformation amount and the deviation data.

[0007] Optionally, before controlling the vehicle to travel on the test road in response to acquiring the initial state data of the vehicle's wheels, the method further includes: deploying at least two detection points on the inner rim of the wheel and the outer rim of the vehicle, wherein the detection points are used to detect the initial state data and the target state data; acquiring detection data at the at least two detection points on the inner rim and the outer rim; determining the average detection data of the inner wheel and the average detection data of the outer rim based on the detection data; and determining the detection data, the average detection data of the inner wheel, and the average detection data of the outer wheel as the initial state data.

[0008] Optionally, in response to the end of vehicle travel, target state data of the wheels is acquired, including: acquiring inner wheel detection data at at least two detection points on the inner wheel flange and outer wheel detection data at at least two detection points on the outer wheel flange; and determining the inner wheel detection data and outer wheel detection data as target state data.

[0009] Optionally, based on the initial state data and the target state data, the target deformation amount of the wheel and the deviation data of the target deformation amount are determined, including: determining the outer wheel deformation amount of the outer wheel flange based on the outer wheel detection data and the average outer wheel detection data, and determining the inner wheel deformation amount of the inner wheel flange based on the inner wheel detection data and the average inner wheel detection data; determining the maximum value of the outer wheel deformation amount and the maximum value of the inner wheel deformation amount at at least two detection points as the target deformation amount; and determining the deviation data based on the target deformation amount.

[0010] Optionally, based on the target deformation amount and deviation data, the state of the wheel's impact resistance is determined to be either normal or abnormal, including: determining the state of impact resistance as normal in response to the number of target deformation amounts being less than or equal to a quantity threshold and the deviation data being less than or equal to a deviation threshold; or determining the state of impact resistance as abnormal in response to the number of target deformation amounts being greater than a quantity threshold and the deviation data being greater than a deviation threshold.

[0011] Optionally, the method further includes: performing finite element simulation analysis on the wheel data to determine the simulation analysis results of the wheel; and, in response to the simulation analysis results indicating that the wheel data meets the design requirements of the wheel, performing an impact deformation test on the wheel to determine the test results of the wheel.

[0012] Optionally, the method further includes: deploying at least two detection points on the inner rim of the vehicle and the outer rim of the wheel in response to the test results meeting design requirements.

[0013] According to another aspect of the present invention, an apparatus for determining the impact resistance performance of a wheel is also provided. The apparatus may include: a control unit for controlling a vehicle to travel on a test road in response to acquiring initial state data of the vehicle's wheels; an acquisition unit for acquiring target state data of the wheel in response to the end of vehicle travel; a first determination unit for determining a target deformation amount of the wheel and deviation data of the target deformation amount based on the initial state data and the target state data, wherein the target deformation amount represents the deformation of the wheel caused by an impact on the test road, and the deviation data represents the degree of deviation between the target deformation amount and the initial state data; and a second determination unit for determining whether the impact resistance performance of the wheel is in a normal or abnormal state based on the target deformation amount and the deviation data.

[0014] According to another aspect of the present invention, a processor is also provided. The processor is used to run a program, wherein the program executes the method for determining the impact resistance performance of a wheel according to the embodiments of the present invention.

[0015] According to another aspect of the present invention, a vehicle is also provided. This vehicle is used to perform the method for determining the impact resistance of wheels according to embodiments of the present invention.

[0016] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method for determining the impact resistance performance of a wheel according to the embodiments of the present invention.

[0017] In this embodiment of the invention, in response to acquiring the initial state data of the vehicle's wheels, the vehicle is controlled to travel on a test road; in response to the end of the vehicle's travel, the target state data of the wheels is acquired; based on the initial state data and the target state data, the target deformation amount of the wheel and the deviation data of the target deformation amount are determined, wherein the target deformation amount is used to represent the deformation of the wheel caused by the impact on the test road, and the deviation data is used to represent the degree of deviation between the target deformation amount and the initial state data; based on the target deformation amount and the deviation data, the state of the wheel's impact resistance performance is determined to be a normal state or an abnormal state. In other words, the embodiments of the present invention determine the target deformation amount and the deviation data of the target deformation amount of the wheel by acquiring the initial state data and target state data of the wheel. Based on the determined target deformation amount and deviation data, the state of the wheel's impact resistance performance is determined to be a normal state or an abnormal state. Considering that the accuracy of finite element analysis and bench test in predicting the impact resistance performance of the wheel is low, the impact resistance performance of the wheel can be tested during vehicle driving, which can more closely match the actual impact situation of the wheel. This avoids the fact that bench tests cannot simulate the wheel under real vehicle driving conditions, thereby achieving the purpose of conducting real vehicle tests on the wheel. This achieves the technical effect of improving the accuracy of testing the impact resistance performance of the vehicle and solves the technical problem of low accuracy in testing the impact resistance performance of the vehicle. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0019] Figure 1 This is a flowchart of a method for determining the impact resistance of a wheel according to an embodiment of the present invention;

[0020] Figure 2 This is a flowchart of a wheel impact deformation performance optimization and evaluation method according to an embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of a test obstacle according to an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of deploying detection points on the inner and outer rims of a wheel according to an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of a device for determining the impact resistance of a wheel according to an embodiment of the present invention. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first," "second," etc., in the specification and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] Example 1

[0027] According to an embodiment of the present invention, an embodiment of a method for determining the impact resistance performance of a wheel is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0028] Figure 1 This is a flowchart of a method for determining the impact resistance of a wheel according to an embodiment of the present invention, such as... Figure 1 As shown, the method may include the following steps:

[0029] In step S102, in response to obtaining the initial state data of the vehicle's wheels, the vehicle is controlled to drive on the test road.

[0030] In the technical solution provided by step S102 of the present invention, initial state data of the vehicle's wheels can be acquired. After acquiring the initial state data of the vehicle's wheels, the vehicle can be controlled to travel on a test road. The initial state data can be data of the wheels measured before controlling the vehicle to travel on the test road, and may include initial state data of the inner rim and the outer rim of the wheel. The initial state data can be the diameter or radius of the inner and outer rims. The test road can be a road with test obstacles installed, which can be used to test the impact resistance performance of the wheels.

[0031] Optionally, before deploying the wheels onto the vehicle, finite element analysis can be performed to determine if the wheels meet design requirements. If the finite element analysis results meet the design requirements, impact deformation tests can be conducted on the wheels to further confirm their compliance. If the impact deformation test results meet the design requirements, the wheels can be installed on the vehicle for impact resistance testing. Conversely, if the results do not meet the design requirements, the wheels do not guarantee vehicle safety and therefore do not require further testing.

[0032] Optionally, test obstacles made of cast iron or steel, with dimensions including effective length, width, and height, can be used and secured to the test road using bolts or pins. After obtaining the initial state data of the vehicle's wheels, the vehicle can be controlled to travel on the test road at a set speed, and one of the vehicle's wheels can be selected to cross the test obstacle.

[0033] For example, a test obstacle made of cast iron is selected, with an effective length, width, and height of 700 mm, 200 mm, and 150 mm, respectively, and bolts are used to fix the test obstacle to the test road. After finite element simulation analysis and impact deformation testing, it is determined whether the wheel meets the design requirements. Initial state data of the wheel meeting the design requirements can be obtained, and the tire pressure is adjusted to 2 / 3 of the specified tire pressure for a fully loaded vehicle. When the tire pressure meets the specified value, the wheel is installed on the vehicle. After the wheel is installed, the vehicle can be controlled to travel at 60 km / h on the test road, and the left front wheel is selected to pass over the test obstacle. It should be noted that the material, size, and fixing method of the test obstacle on the above test road are only illustrative examples and are not specifically limited here. Any process and method of controlling a vehicle to pass over a test obstacle to test its impact resistance performance is within the protection scope of this invention.

[0034] Step S104: In response to the end of vehicle travel, acquire the target state data of the wheels.

[0035] In the technical solution provided by step S104 of the present invention, target state data of the wheels can be acquired after the vehicle has finished driving on the test road. The target state data can be data of the wheels measured after the vehicle has driven on the test road, and can include target state data of the inner rim and the outer rim. The target state data corresponds to the initial state data and can be the diameter or radius of the inner and outer rims after driving.

[0036] Optionally, when a vehicle is driving on a test road and crosses a test obstacle, some components of the vehicle may be damaged. Therefore, after each time a vehicle is driven on a test road and crosses a test obstacle, it is necessary to check whether the vehicle's front strut assembly, steering knuckle, and upper and lower control arms are damaged. Only after confirming that there is no damage can the vehicle continue to be used.

[0037] Optionally, before the vehicle travels on the test track, the diameter or radius of the wheel can be measured using calipers to obtain initial wheel condition data. After the vehicle has traveled on the test track, the wheel diameter can be measured using calipers to obtain target wheel condition data.

[0038] Step S106: Based on the initial state data and the target state data, determine the target deformation amount of the wheel and the deviation data of the target deformation amount. The target deformation amount is used to represent the deformation of the wheel caused by the impact on the test road, and the deviation data is used to represent the degree of deviation between the target deformation amount and the initial state data.

[0039] In the technical solution provided by step S106 of the present invention, the target deformation amount and the deviation data of the target deformation amount of the wheel can be determined by acquiring the initial state data and target state data of the wheel. The target deformation amount can be a physical quantity describing the degree of wheel deformation when deformation occurs; it can represent the deformation caused by the wheel being impacted on the test road; and it can be the maximum deformation amount. The deviation data can represent the degree of deviation between the target deformation amount and the initial state data; it can be the standard deviation value, or S. log express.

[0040] Optionally, by acquiring the initial state data and target state data of the wheel, calculations can be performed on the acquired initial state data and target state data of the wheel, and the maximum value obtained from the calculation can be determined as the target deformation amount of the wheel. Based on the determined target deformation amount of the wheel, the deviation data of the target deformation amount of the wheel can be calculated.

[0041] Step S108: Based on the target deformation and deviation data, determine whether the wheel's impact resistance performance is in a normal or abnormal state.

[0042] In the technical solution provided by step S108 of the present invention, the state of the wheel's impact resistance performance can be determined as either normal or abnormal by using the determined target deformation amount and deviation data. Impact resistance performance refers to the wheel's ability to withstand and mitigate impact forces when encountering test obstacles while traveling on a test road. A normal state indicates that the wheel's impact resistance performance is under normal conditions, while an abnormal state indicates that the wheel's impact resistance performance is under abnormal conditions.

[0043] Optionally, after performing finite element simulation analysis and impact deformation testing, wheels that meet the design requirements can be installed on the vehicle for real-vehicle testing. This allows the determination of whether the wheel's impact resistance is in a normal or abnormal state, thus assessing the quality of the wheel's impact resistance. This ensures that the wheel testing is more closely aligned with real vehicle driving conditions, thereby improving the accuracy of vehicle impact resistance testing.

[0044] In steps S102 to S108 of the present invention, in response to acquiring the initial state data of the vehicle's wheels, the vehicle is controlled to travel on the test road; in response to the end of the vehicle's travel, the target state data of the wheels is acquired; based on the initial state data and the target state data, the target deformation amount of the wheel and the deviation data of the target deformation amount are determined, wherein the target deformation amount is used to represent the deformation of the wheel caused by the impact on the test road, and the deviation data is used to represent the degree of deviation between the target deformation amount and the initial state data; based on the target deformation amount and the deviation data, the state of the wheel's impact resistance performance is determined to be a normal state or an abnormal state. In other words, the embodiments of the present invention determine the target deformation amount and the deviation data of the target deformation amount of the wheel by acquiring the initial state data and target state data of the wheel. Based on the determined target deformation amount and deviation data, the state of the wheel's impact resistance performance is determined to be a normal state or an abnormal state. Considering that the accuracy of finite element analysis and bench test in predicting the impact resistance performance of the wheel is low, the impact resistance performance of the wheel can be tested during vehicle driving, which can more closely match the actual impact situation of the wheel. This avoids the fact that bench tests cannot simulate the wheel under real vehicle driving conditions, thereby achieving the purpose of conducting real vehicle tests on the wheel. This achieves the technical effect of improving the accuracy of testing the impact resistance performance of the vehicle and solves the technical problem of low accuracy in testing the impact resistance performance of the vehicle.

[0045] The method described in this embodiment will be further described below.

[0046] As an optional embodiment, in step S102, before controlling the vehicle to drive on the test road in response to acquiring the initial state data of the vehicle's wheels, the method further includes: deploying at least two detection points on the inner rim of the wheel and the outer rim of the vehicle, wherein the detection points are used to detect the initial state data and the target state data; acquiring detection data at the at least two detection points on the inner rim and the outer rim; determining the average detection data of the inner wheel on the inner rim and the average detection data of the outer wheel on the outer rim based on the detection data; and determining the detection data, the average detection data of the inner wheel, and the average detection data of the outer wheel as the initial state data.

[0047] In this embodiment, before acquiring the initial state data of the vehicle's wheels and controlling the vehicle to travel on the test road, at least two detection points can be deployed on the inner wheel rim and the outer wheel rim of the vehicle. Through these deployed detection points, detection data can be acquired at at least two detection points on the inner and outer wheel rims. Based on the acquired detection data, the average detection data of the inner wheel rim and the average detection data of the outer wheel rim can be determined. The acquired detection data, the average detection data of the inner wheel, and the average detection data of the outer wheel can be used to determine the initial state data. The detection points can be used to detect both the initial state data and the target state data. The detection point on the inner wheel rim can be represented by 'i', and the detection point on the outer wheel rim can be represented by 'o'. The detection data of the inner wheel rim can be the measured diameter data of the inner wheel rim. The detection data of the outer wheel rim can be the measured diameter data of the outer wheel rim. The average detection data of the inner wheel rim can be the average value of the detection data of the inner wheel rim. The average detection data of the outer wheel rim can be the average value of the detection data of the outer wheel rim.

[0048] Optionally, before controlling the vehicle to travel on the test road, at least two detection points can be evenly and symmetrically set on the inner and outer rims of the wheels and marked. The diameter of each detection point on the inner and outer rims can be measured with vernier calipers and recorded. The recorded data are the detection data at at least two detection points on the inner and outer rims. Based on the obtained detection data, the average detection data of the inner rim and the average detection data of the outer rim can be determined. The obtained detection data, the average detection data of the inner rim, and the average detection data of the outer rim are determined as the initial state data.

[0049] For example, five inspection points are evenly and symmetrically set on the inner and outer rims of a wheel and marked. The diameters of the five inspection points on the inner and outer rims are measured with vernier calipers and recorded, obtaining the inspection data for the five inspection points on the inner and outer rims. Based on the obtained inspection data, the average inspection data of the inner rim and the average inspection data of the outer rim can be calculated using the following formulas:

[0050]

[0051]

[0052] Among them, D moavg It can be used to represent the average detection data of the outer wheel, D mo It can be used to represent the detection data of the outer rim, D miavg It can be used to represent the average detection data of the inner wheel, D miIt can be used to represent the inspection data of the inner wheel rim. The obtained inspection data, the average inspection data of the inner wheel, and the average inspection data of the outer wheel are used to determine the initial state data.

[0053] As an optional embodiment, step S104, in response to the end of vehicle driving, acquires target state data of the wheels, including: acquiring inner wheel detection data at at least two detection points on the inner wheel rim and outer wheel detection data at at least two detection points on the outer wheel rim; and determining the inner wheel detection data and outer wheel detection data as target state data.

[0054] In this embodiment, after the vehicle has completed its journey on the test road, inner wheel detection data at at least two detection points on the inner wheel flange and outer wheel detection data at at least two detection points on the outer wheel flange can be acquired. The acquired inner and outer wheel detection data can be identified as target state data. Specifically, the inner wheel detection data can be the diameter of the inner wheel flange measured after the vehicle has completed its journey on the test road. Similarly, the outer wheel detection data can be the diameter of the outer wheel flange measured after the vehicle has completed its journey on the test road.

[0055] Optionally, after the vehicle has completed its test run on the test road, the diameter of each detection point on the inner and outer wheel flanges can be measured using calipers and recorded. The recorded data are the inner wheel detection data and the outer wheel detection data. Based on the obtained inner wheel detection data and outer wheel detection data, the target state data can be determined.

[0056] As an optional embodiment, step S106, based on the initial state data and the target state data, determines the target deformation amount of the wheel and the deviation data of the target deformation amount, including: determining the outer wheel deformation amount of the outer wheel flange based on the outer wheel detection data and the average outer wheel detection data, and determining the inner wheel deformation amount of the inner wheel flange based on the inner wheel detection data and the average inner wheel detection data; determining the maximum value of the outer wheel deformation amount and the maximum value of the inner wheel deformation amount at at least two detection points as the target deformation amount; and determining the deviation data based on the target deformation amount.

[0057] In this embodiment, the outer wheel deformation amount of the outer wheel flange can be determined by acquiring the outer wheel detection data and the average outer wheel detection data. The inner wheel deformation amount of the inner wheel flange can be determined by acquiring the inner wheel detection data and the average inner wheel detection data. Based on the determined outer wheel deformation amount of the outer wheel flange and the inner wheel deformation amount of the inner wheel flange, the maximum value of the outer wheel deformation amount and the maximum value of the inner wheel deformation amount at at least two detection points can be determined as the target deformation amount. Based on the determined target deformation amount, deviation data can be determined. The outer wheel deformation amount can be a physical quantity describing the degree and manner of deformation of the outer wheel flange when deformation occurs. The inner wheel deformation amount can be a physical quantity describing the degree and manner of deformation of the inner wheel flange when deformation occurs.

[0058] Optionally, based on the acquired outer wheel inspection data and the average outer wheel inspection data, the outer wheel deformation amount of the outer wheel flange can be determined using the following formula:

[0059] ΔD m0 =|D testmo -D moavg |

[0060] Where, ΔD mo It can be used to represent the amount of deformation of the outer wheel, D testo This indicates that it can be used to represent outer wheel inspection data, D moavg It can be used to represent the average detection data of the outer wheel.

[0061] Based on the acquired inner wheel inspection data and the average inner wheel inspection data, the deformation amount of the inner wheel flange can be determined using the following formula:

[0062] ΔD mi =|D testmi -D miavg |

[0063] Where, ΔD mi It can be used to represent the deformation of the inner wheel, D testmi It can be used to represent inner wheel detection data, D miavg It can be used to represent the average detection data of the inner wheel.

[0064] Based on the determined deformation amounts of the outer rim and the inner rim, the target deformation amount can be determined using the following formula:

[0065] ΔD mmαx =max(ΔD) mo , ΔD mi )

[0066] Where, ΔD mmax It can be used to represent the target deformation, ΔD mo It can be used to represent the deformation of the outer wheel, ΔD mi It can be used to represent the amount of deformation of the inner wheel.

[0067] Based on the determined target deformation, the deviation data can be determined using the following formula:

[0068]

[0069] Among them, S log It can be used to represent deviation data, ΔD mmax It can be used to represent the target deformation amount.

[0070] As an optional embodiment, step S108, based on the target deformation amount and deviation data, determines whether the wheel's impact resistance performance is in a normal or abnormal state, including: determining the impact resistance performance as normal in response to the target deformation amount being less than or equal to a quantity threshold and the deviation data being less than or equal to a deviation threshold; or, determining the impact resistance performance as abnormal in response to the target deformation amount being greater than a quantity threshold and the deviation data being greater than a deviation threshold.

[0071] In this embodiment, target deformation and deviation data can be acquired. The quantity of target deformation can be determined by acquiring the target deformation. The deviation data can be compared with a deviation threshold to determine the magnitude of the deviation data and the deviation threshold. When the determined quantity of target deformation is less than or equal to the quantity threshold, and the determined deviation data is less than or equal to the deviation threshold, the impact resistance performance can be determined to be in a normal state. When the determined quantity of target deformation is greater than the quantity threshold, and the determined deviation data is greater than the deviation threshold, the impact resistance performance can be determined to be in an abnormal state. The quantity threshold and deviation threshold can be preset values ​​or data set according to actual test conditions. It should be noted that the above-described method of setting the quantity threshold and deviation threshold is only illustrative and is not specifically limited here.

[0072] For example, taking a test of 20 wheels as an example, a quantity threshold of 10 and a deviation threshold of 0.1 can be set based on the actual number of wheels. The target deformation amounts for four wheels can be obtained as 6.69, 6.67, 6.38, and 6.61, with a deviation of 0.01. Since both the number of target deformations and the deviation are less than the quantity threshold, the impact resistance performance can be determined to be normal. It should be noted that the above quantity and deviation thresholds are only illustrative examples and are not subject to specific limitations.

[0073] As an optional embodiment, the method further includes: performing finite element simulation analysis on the wheel data to determine the simulation analysis results of the wheel; and, in response to the simulation analysis results indicating that the wheel data meets the design requirements of the wheel, performing an impact deformation test on the wheel to determine the test results of the wheel.

[0074] In this embodiment, finite element simulation analysis can be performed on the wheel data to determine the simulation analysis results. When the determined simulation analysis results indicate that the wheel data meets the wheel design requirements, an impact deformation test can be performed on the wheel to determine the test results. The wheel data can be data collected by the vehicle's tire pressure monitoring system, also known as three-dimensional (3D) wheel data. Finite element simulation analysis is a technique that uses computer numerical methods to discretize a physical problem into small elements and solve a mathematical model on each element. The impact deformation test is a testing method used to evaluate the degree of wheel deformation under impact force.

[0075] Optionally, based on the initial concept-a-surface (CAS) model data of the wheel input by the styling department, and considering the wheel's strength and manufacturing feasibility, 3D wheel data can be created. Finite element simulation analysis can be performed on the wheel data based on the input wheel impact deformation index to determine whether the simulation analysis results meet the design requirements. When the simulation analysis results indicate that the wheel data meets the wheel's design requirements, impact deformation testing can be conducted according to industry-standard impact testing methods to determine the wheel's test results.

[0076] As an optional embodiment, the method further includes: deploying at least two detection points on the inner rim of the vehicle and the outer rim of the wheel in response to the test results meeting design requirements.

[0077] In this embodiment, when the test results of the wheel meet the design requirements, in response to the test results meeting the design requirements, at least two detection points can be deployed on the inner rim of the vehicle and the outer rim of the wheel.

[0078] Optionally, impact deformation testing can be performed using industry-standard impact testing methods to determine whether the wheel impact test results meet design requirements. When the wheel test results meet design requirements, at least two testing points can be deployed on the inner rim of the vehicle and the outer rim of the wheel to determine whether the wheel's impact resistance is in a normal or abnormal state.

[0079] This embodiment controls the vehicle to travel on a test road in response to the acquisition of initial state data of the vehicle's wheels; in response to the end of the vehicle's travel, it acquires target state data of the wheels; based on the initial state data and the target state data, it determines the target deformation amount of the wheel and the deviation data of the target deformation amount, wherein the target deformation amount is used to represent the deformation of the wheel caused by the impact on the test road, and the deviation data is used to represent the degree of deviation between the target deformation amount and the initial state data; based on the target deformation amount and the deviation data, it determines whether the impact resistance performance of the wheel is in a normal state or an abnormal state. In other words, the embodiments of the present invention determine the target deformation amount and the deviation data of the target deformation amount of the wheel by acquiring the initial state data and target state data of the wheel. Based on the determined target deformation amount and deviation data, the state of the wheel's impact resistance performance is determined to be a normal state or an abnormal state. Considering that the accuracy of finite element analysis and bench test in predicting the impact resistance performance of the wheel is low, the impact resistance performance of the wheel can be tested during vehicle driving, which can more closely match the actual impact situation of the wheel. This avoids the fact that bench tests cannot simulate the wheel under real vehicle driving conditions, thereby achieving the purpose of conducting real vehicle tests on the wheel. This achieves the technical effect of improving the accuracy of testing the impact resistance performance of the vehicle and solves the technical problem of low accuracy in testing the impact resistance performance of the vehicle.

[0080] Example 2

[0081] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0082] Currently, when vehicles encounter manhole covers, curbs, and potholes during operation, wheel flange deformation is inevitable, affecting tire air tightness. At high speeds, low tire pressure can lead to tire blowouts, endangering driver safety. With the rapid development of vehicles, the weight borne by wheels has increased significantly compared to traditional models, and the use of low-profile tires is more prevalent, thus placing higher demands on wheel impact resistance. Existing methods for assessing wheel impact resistance primarily focus on improving the accuracy of finite element analysis (FEM) and using bench tests to predict impact deformation. However, FEM simulation analysis involves tire models, and due to the nonlinearity of tire performance, the accuracy of tire deformation models is insufficient, leading to inaccurate FEM simulation results. Furthermore, bench test results cannot be directly correlated with full vehicle test results, resulting in low accuracy in testing vehicle impact resistance.

[0083] To address the aforementioned issues, a design method for aluminum wheel assemblies based on impact strength simulation analysis is proposed. This method establishes a simulated aluminum wheel assembly model and conducts impact strength tests to verify the design scheme. However, since this method does not involve wheel impact performance optimization processes or real-vehicle testing, it suffers from low accuracy in testing the vehicle's impact resistance. A wheel rim impact analysis method, device, and scale storage medium are also proposed to simulate the impact strength of actual wheels. Again, this method, lacking wheel impact performance optimization processes and real-vehicle testing, suffers from low accuracy in testing the vehicle's impact resistance. Finally, a virtual bench model for aluminum alloy wheel rim impact testing is proposed. Again, this method, lacking wheel impact performance optimization processes and real-vehicle testing, suffers from low accuracy in testing the vehicle's impact resistance.

[0084] This embodiment proposes a method for optimizing and evaluating wheel impact deformation performance. This method forms a positive development process for wheel deformation through finite element simulation analysis, wheel impact bench tests, and wheel misuse tests. It verifies the design scheme through multiple means, avoids design risks, ensures that the wheel impact deformation meets the design requirements, and reduces the risk of after-sales failure. This achieves the technical effect of improving the accuracy of testing the impact resistance performance of vehicles and solves the technical problem of low accuracy in testing the impact resistance performance of vehicles.

[0085] Figure 2 This is a flowchart of a method for optimizing and evaluating the impact deformation performance of a wheel according to an embodiment of the present invention, such as... Figure 2 As shown, the method for determining the impact resistance of this wheel may include the following steps:

[0086] Step S202: Obtain wheel data.

[0087] In step S202 above, the wheel 3D data can be created based on the wheel CAS data input by the styling department, taking into account the wheel's strength and manufacturing feasibility. The data of the created wheel can then be obtained.

[0088] Step S204: Determine whether the results of the finite element simulation analysis meet the design requirements.

[0089] In step S204 above, finite element simulation analysis can be performed on the wheel data based on the wheel impact deformation index input to determine whether the simulation analysis results of the wheel meet the design requirements. If the simulation analysis results of the wheel meet the design requirements, proceed to step S206; otherwise, return to step S202.

[0090] Step S206: Determine whether the results of the impact deformation test meet the design requirements.

[0091] In step S206 above, when the determined simulation analysis results indicate that the wheel data meets the wheel design requirements, an impact deformation test can be performed on the wheel to determine whether the wheel impact test results meet the design requirements. If the wheel test results meet the design requirements, proceed to step S208; otherwise, return to step S202.

[0092] Step S208: Determine whether the results of the wheel misuse test meet the design requirements.

[0093] In step S208 above, if the wheel test results meet the design requirements, a misuse test can be performed on the wheel. At least two test points can be deployed on the inner rim of the vehicle and the outer rim of the wheel. The test assembly consists of four wheels, and the tire pressure is 2 / 3 of the specified tire pressure value for a fully loaded vehicle. If the wheel test results meet the design requirements, proceed to step S210; otherwise, return to step S202.

[0094] Step S210: Determine the impact resistance of the wheel.

[0095] In step S210 above, when the test results of the wheel meet the design requirements, the impact resistance performance of the wheel can be determined to be in a normal state, so that the wheel in a normal state can be put into use.

[0096] Figure 3 This is a schematic diagram of a test obstacle according to an embodiment of the present invention, such as... Figure 3 As shown, the test obstacle has an effective length of 700 mm, an effective width of 200 mm, and an effective height of 150 mm. The obstacle is higher in the middle and lower on both sides. The effective length in the middle is 500 mm, the effective length on each side is 100 mm, and the effective length in the middle section on each side is 50 mm. The test material is cast iron or steel, and the test obstacle can be fixed to the test road using bolts or pins. After acquiring the initial state data of the vehicle's wheels, the system can control the vehicle to travel at a speed of 60 km / h on the test road and select the left front wheel to cross the test obstacle. When the vehicle travels on the test road and crosses the test obstacle, it will cause damage to the vehicle. Therefore, after each time the vehicle travels on the test road and crosses the test obstacle, it is necessary to inspect the front strut assembly, steering knuckle, and upper and lower control arms, etc., to ensure there is no damage before putting the vehicle back into service.

[0097] Figure 4 This is a schematic diagram illustrating the deployment of detection points on the inner and outer rims of a wheel according to an embodiment of the present invention, as shown below. Figure 4As shown, five inspection points are evenly and symmetrically set on the inner and outer rims of the wheel and marked. The diameters of the five inspection points on the inner and outer rims are measured with vernier calipers and recorded to obtain the inspection data at the five inspection points on the inner and outer rims. Based on the obtained inspection data, the average inspection data of the inner rim and the average inspection data of the outer rim can be calculated using the following formulas:

[0098]

[0099]

[0100] Among them, D moavg It can be used to represent the average detection data of the outer wheel, D mo It can be used to represent the detection data of the outer rim, D miavg It can be used to represent the average detection data of the inner wheel, D mi It can be used to represent the inspection data of the inner wheel rim. The obtained inspection data, the average inspection data of the inner wheel, and the average inspection data of the outer wheel are used to determine the initial state data.

[0101] In this embodiment of the invention, after the vehicle has finished driving on the test road, the diameter of each detection point on the inner and outer wheel flanges can be measured using vernier calipers and recorded. The recorded data are the inner wheel detection data and the outer wheel detection data. Based on the obtained inner and outer wheel detection data, the inner and outer wheel detection data can be determined as the target state data. Based on the obtained outer wheel detection data and the average outer wheel detection data, the outer wheel flange deformation can be determined using the following formula:

[0102] ΔD m0 =|D testmo -D moavg |

[0103] Where, ΔD mo It can be used to represent the amount of deformation of the outer wheel, D testmo It can be used to represent outer wheel inspection data, D moavg It can be used to represent the average detection data of the outer wheel.

[0104] Based on the acquired inner wheel inspection data and the average inner wheel inspection data, the deformation amount of the inner wheel flange can be determined using the following formula:

[0105] ΔD mi =|D testmi -D miavg |

[0106] Where, ΔD mi It can be used to represent the deformation of the inner wheel, Dtestmi It can be used to represent inner wheel detection data, D miavg It can be used to represent the average detection data of the inner wheel.

[0107] Based on the determined deformation amounts of the outer rim and the inner rim, the target deformation amount can be determined using the following formula:

[0108] ΔD mmαx =max(ΔD) mo , ΔD mi )

[0109] Where, ΔD mmax It can be used to represent the target deformation, ΔD mo It can be used to represent the deformation of the outer wheel, ΔD mi It can be used to represent the amount of deformation of the inner wheel.

[0110] Based on the determined target deformation, the deviation data can be determined using the following formula:

[0111]

[0112] Among them, S log It can be used to represent deviation data, ΔD mmax It can be used to represent the target deformation amount.

[0113] Table 1 Test table for the impact resistance performance of wheels

[0114]

[0115] In this embodiment of the invention, after performing finite element simulation analysis and impact deformation testing, wheels that meet the design requirements can be installed on the vehicle, and the vehicle can be tested on a real vehicle. This allows the determination of whether the wheel's impact resistance is in a normal or abnormal state, thus determining the quality of the wheel's impact resistance. This achieves the technical effect of improving the accuracy of testing the vehicle's impact resistance and solves the technical problem of low accuracy in testing the vehicle's impact resistance.

[0116] For example, Table 1 is a test table for the impact resistance performance of wheels. As shown in Table 1, taking the test of 20 wheels as an example, the target deformation amounts of four wheels are 6.69, 6.67, 6.38, and 6.61, respectively, with a deviation of 0.01. A preset quantity threshold of 10 and a deviation threshold of 0.1 are set. Diameter 1 can be used to represent the original diameter before testing, and Diameter 2 can be used to represent the diameter after testing. If the number of target deformation amounts is less than the quantity threshold and the deviation of the target deformation amounts is less than the deviation threshold, then the impact resistance performance can be determined to be in a normal state. By determining whether the impact resistance performance of the wheel is in a normal or abnormal state, the quality of the wheel's impact resistance can be determined, thereby improving the accuracy of testing the impact resistance performance of vehicles and solving the technical problem of low accuracy in testing the impact resistance performance of vehicles.

[0117] This invention, through acquiring initial and target state data of the wheel, determines the target deformation amount and deviation data of the target deformation amount. Based on the determined target deformation amount and deviation data, it determines whether the wheel's impact resistance performance is in a normal or abnormal state. Considering the low accuracy of finite element analysis and bench testing in predicting the wheel's impact resistance performance, the impact resistance performance of the wheel can be tested during vehicle operation. This more closely reflects the actual impact conditions of the wheel and avoids the inability of bench testing to simulate the wheel under real vehicle operation. Thus, it achieves the goal of conducting real-vehicle testing on the wheel, thereby improving the technical effect of testing the vehicle's impact resistance performance and solving the technical problem of low accuracy in testing the vehicle's impact resistance performance.

[0118] Example 3

[0119] According to an embodiment of the present invention, an apparatus for determining the impact resistance performance of a wheel is also provided. It should be noted that this apparatus for determining the impact resistance performance of a wheel can be used to execute the method for determining the impact resistance performance of a wheel in Embodiment 1.

[0120] Figure 5 This is a schematic diagram of a device for determining the impact resistance of a wheel according to an embodiment of the present invention, as shown below. Figure 5 As shown, the device 500 for determining the impact resistance of the wheel may include: a control unit 502, an acquisition unit 504, a first determining unit 506, and a second determining unit 508.

[0121] Control unit 502 is used to control the vehicle to travel on the test road in response to the acquisition of initial state data of the vehicle's wheels.

[0122] The acquisition unit 504 is used to acquire the target state data of the wheels in response to the end of vehicle driving.

[0123] The first determining unit 506 is used to determine the target deformation amount of the wheel and the deviation data of the target deformation amount based on the initial state data and the target state data. The target deformation amount is used to represent the deformation of the wheel caused by the impact on the test road, and the deviation data is used to represent the degree of deviation between the target deformation amount and the initial state data.

[0124] The second determining unit 508 is used to determine whether the impact resistance performance of the wheel is in a normal or abnormal state based on the target deformation and deviation data.

[0125] Optionally, the device further includes: a first deployment unit for deploying at least two detection points on the inner rim of the wheel and the outer rim of the vehicle, wherein the detection points are used to detect initial state data and target state data; a first acquisition unit for acquiring detection data at at least two detection points on the inner rim and the outer rim; a third determination unit for determining the average detection data of the inner rim and the average detection data of the outer rim based on the detection data; and a fourth determination unit for determining the detection data, the average detection data of the inner rim, and the average detection data of the outer rim as initial state data.

[0126] Optionally, the acquisition unit 504 includes: an acquisition module, used to acquire inner wheel detection data at at least two detection points on the inner wheel flange and outer wheel detection data at at least two detection points on the outer wheel flange; and a determination module, used to determine the inner wheel detection data and the outer wheel detection data as target state data.

[0127] Optionally, the first determining unit 506 includes: a first determining module, used to determine the outer wheel deformation amount of the outer wheel flange based on the outer wheel detection data and the outer wheel average detection data, and to determine the inner wheel deformation amount of the inner wheel flange based on the inner wheel detection data and the inner wheel average detection data; a second determining module, used to determine the maximum value of the outer wheel deformation amount and the maximum value of the inner wheel deformation amount at at least two detection points as the target deformation amount; and a third determining module, used to determine deviation data based on the target deformation amount.

[0128] Optionally, the second determining unit 508 includes: a first determining module, configured to determine the state of impact resistance performance as normal in response to the number of target deformations being less than or equal to a quantity threshold and the deviation data being less than or equal to a deviation threshold; or, a second determining module, configured to determine the state of impact resistance performance as abnormal in response to the data of target deformations being greater than a quantity threshold and the deviation data being greater than a deviation threshold.

[0129] Optionally, the device further includes: a fifth determining unit, used to perform finite element simulation analysis on the wheel data and determine the simulation analysis result of the wheel; and a sixth determining unit, used to perform impact deformation test on the wheel in response to the simulation analysis result indicating that the wheel data meets the design requirements of the wheel, and determine the test result of the wheel.

[0130] Optionally, the device further includes a second deployment unit for deploying at least two detection points on the inner rim of the vehicle and the outer rim of the wheel in response to the test results meeting design requirements.

[0131] In this embodiment of the invention, the control unit responds to the acquisition of initial state data of the vehicle's wheels and controls the vehicle to travel on the test road; the acquisition unit responds to the end of the vehicle's travel and acquires target state data of the wheels; the first determining unit determines the target deformation amount of the wheel and the deviation data of the target deformation amount based on the initial state data and the target state data, wherein the target deformation amount is used to represent the deformation of the wheel caused by the impact on the test road, and the deviation data is used to represent the degree of deviation between the target deformation amount and the initial state data; the second determining unit determines whether the impact resistance performance of the wheel is in a normal state or an abnormal state based on the target deformation amount and the deviation data. Considering that the accuracy of finite element analysis and bench testing in predicting the impact resistance performance of wheels is low, actual vehicle testing of the wheels is performed to determine the quality of the wheel's impact resistance performance, thereby achieving the technical effect of improving the accuracy of testing the impact resistance performance of vehicles and solving the technical problem of low accuracy in testing the impact resistance performance of vehicles.

[0132] Example 4

[0133] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program executes the method for determining the impact resistance performance of a wheel as described in Embodiment 1.

[0134] Example 5

[0135] According to an embodiment of the present invention, a vehicle is also provided for performing the method for determining the impact resistance of wheels according to an embodiment of the present invention.

[0136] Example 6

[0137] According to an embodiment of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the method for determining the impact resistance performance of a wheel in Embodiment 1.

[0138] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0139] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0140] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0141] The units defined as separate components may or may not be physically separate. Similarly, the components displayed as units may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0142] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0143] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0144] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for determining the impact resistance of a wheel, characterized in that, include: Finite element simulation analysis is performed on the vehicle's wheel data to determine the simulation analysis results of the vehicle's wheels; In response to the simulation analysis results indicating that the wheel data meets the design requirements of the wheel, an impact deformation test is performed on the wheel to determine the test results of the wheel; In response to the test results meeting the design requirements, at least two detection points are deployed on the inner rim of the wheel and the outer rim of the vehicle; Acquire detection data at at least two detection points on the inner and outer wheel rims; Based on the detection data, the average detection data of the inner wheel rim and the average detection data of the outer wheel rim are determined. The detection data, the average detection data of the inner wheel, and the average detection data of the outer wheel are determined as the initial state data of the wheel; In response to acquiring the initial state data, the vehicle is controlled to travel on the test road; In response to the end of the vehicle's journey, the system acquires inner wheel detection data at at least two detection points on the inner wheel rim and outer wheel detection data at at least two detection points on the outer wheel rim, and checks whether the vehicle has any damaged parts, obtaining the parts inspection results. The parts include at least the vehicle's front strut assembly, steering knuckle, and upper and lower control arms. The inner wheel detection data and the outer wheel detection data are determined as the target state data of the wheel; Based on the initial state data and the target state data, the target deformation of the wheel and the deviation data of the target deformation are determined, wherein the target deformation represents the deformation of the wheel caused by the impact on the test road, and the deviation data represents the degree of deviation between the target deformation and the initial state data; In response to the fact that the number of target deformations is less than or equal to a quantity threshold, the deviation data is less than or equal to a deviation threshold, and the component inspection results indicate that the component is undamaged, the impact resistance performance of the wheel is determined to be in a normal state.

2. The method according to claim 1, characterized in that, Based on the initial state data and the target state data, the target deformation of the wheel and the deviation data of the target deformation are determined, including: Based on the outer wheel detection data and the outer wheel average detection data, the outer wheel deformation amount of the outer wheel flange is determined, and based on the inner wheel detection data and the inner wheel average detection data, the inner wheel deformation amount of the inner wheel flange is determined. The maximum value of the outer wheel deformation at the at least two detection points and the maximum value of the inner wheel deformation are determined as the target deformation. The deviation data is determined based on the target deformation.

3. The method according to claim 1, characterized in that, The method further includes: If the data of the target deformation amount is greater than the quantity threshold, and the deviation data is greater than the deviation threshold, the state of the impact resistance performance is determined to be an abnormal state.

4. A device for determining the impact resistance of a wheel, characterized in that, include: The device is further configured to perform finite element simulation analysis on the vehicle's wheel data to determine the simulation analysis results of the vehicle's wheels; in response to the simulation analysis results indicating that the wheel data meets the design requirements of the wheel, to perform an impact deformation test on the wheel to determine the test results of the wheel; and in response to the test results meeting the design requirements, to deploy at least two detection points on the inner rim of the wheel and the outer rim of the vehicle. Acquire detection data at at least two detection points on the inner and outer wheel rims; based on the detection data, determine the average detection data of the inner wheel rim and the average detection data of the outer wheel rim. The detection data, the average detection data of the inner wheel, and the average detection data of the outer wheel are determined as the initial state data of the wheel; A control unit is configured to control the vehicle to travel on the test road in response to acquiring the initial state data; The acquisition unit is configured to, in response to the end of vehicle travel, acquire inner wheel detection data at at least two detection points on the inner wheel rim and outer wheel detection data at at least two detection points on the outer wheel rim, and check whether the vehicle has any damaged components to obtain component inspection results, wherein the components include at least the vehicle's front strut assembly, steering knuckle, and upper and lower control arms; and determine the inner wheel detection data and the outer wheel detection data as the target state data of the wheel; The first determining unit is used to determine the target deformation amount of the wheel and the deviation data of the target deformation amount based on the initial state data and the target state data, wherein the target deformation amount is used to represent the deformation of the wheel caused by the impact on the test road, and the deviation data is used to represent the degree of deviation between the target deformation amount and the initial state data; The second determining unit is configured to determine the impact resistance of the wheel as normal in response to the fact that the number of target deformations is less than or equal to a number threshold, the deviation data is less than or equal to a deviation threshold, and the component inspection results indicate that the components are undamaged.

5. A processor, characterized in that, The processor is used to run a program, wherein the program is executed by the processor to perform the method according to any one of claims 1 to 3.

6. A vehicle, characterized in that, The vehicle is used to perform the method according to any one of claims 1 to 3.

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