Rim for steel wheel and method for increasing first-order modal value of steel wheel

Abstract

The invention relates to a rim for a steel wheel, which comprises a rim body, and a concave part with an outward opening is arranged on the outer surface of the rim body along the circumferential direction of the rim body. The steel wheel has the advantages that by means of the specific structural design of the concave parts, the weight and strength requirements of the wheel can be effectively met, the NVH performance of the steel wheel is improved, and the comfort and safety of a passenger are improved.

Description

Technical Field

[0001] The invention relates to the technical field of steel wheels, in particular to a rim for a steel wheel and a method for improving a first-order modal value of the steel wheel. Background Art

[0002] The first-order modal value of the wheel is to reduce the damage to the wheel under low-frequency loads. The first-order mode is a vibration form that occurs when the excitation frequency of the external force is equal to the natural frequency of the object. In this case, the object is prone to resonance and cause damage. By increasing the first-order modal value, this resonance phenomenon can be avoided or reduced, thereby protecting the wheel from damage. In addition, increasing the first-order modal value also helps to improve the NVH performance of the wheel, that is, the performance of noise, vibration and Haas effect, and improve passenger comfort and safety; Although steel wheels have great cost advantages over aluminum alloy wheels, their NVH performance is still far behind that of aluminum alloy wheels. One important reason is that the first-order modal value is much lower than that of aluminum wheels. For example, the first-order modal value of a 17-inch aluminum wheel can reach over 250HZ, while that of a steel wheel is only about 170HZ. The reason for such a large gap is mainly due to the differences in materials, structures and processes. Aluminum alloy wheels are made by casting or forging, and the key parts that affect the first-order modal value, such as the inner rim, can reach a thickness of 30-50mm; while the rims of passenger car steel wheels are rolled from thick steel plates of equal material. Due to the difficulty of equipment and rolling processes, the maximum thickness of the rim is generally about 4mm, which is much smaller than the thickness of aluminum alloy wheels. As a result, the first-order modal value is far behind that of aluminum alloy wheels, and the NVH performance is inferior to that of aluminum alloy wheels. During vehicle driving, there will be loud noise and shaking.

[0003] The most direct way for wheel companies is to increase the first-order modal value of steel wheels by increasing the material thickness. If the material thickness increases by about 10%, the first-order modal value can be increased by about 3%. Although increasing the material thickness can increase the first-order modal value, the weight of the wheel will also increase significantly. Lightweighting is an important way to achieve energy conservation and emission reduction, and it is a technical indicator that car companies have paid close attention to in recent years. Research reports point out that about 75% of fuel consumption is related to the weight of the vehicle. For every 10% weight reduction of the vehicle, fuel consumption can be reduced by 6-8% and emissions can be reduced by 4%. On the other hand, for every 170kg increase in weight of a new energy vehicle, 1 kWh of electricity is required per 100 kilometers.

[0004] Wheels are unsprung components, and their weight has an impact on fuel consumption or power consumption that is equivalent to ten times the weight of the sprung parts (such as the engine and gearbox). This has also led to customers having higher requirements for lightweight wheels, requiring that the product be as light as possible while ensuring strength, rigidity and low cost.

[0005] Therefore, how to solve the above-mentioned defects is a problem that needs to be solved urgently. Summary of the invention

[0006] The invention aims at the technical problems existing in the prior art and provides a rim for a steel wheel and a method for improving the first-order modal value of the steel wheel.

[0007] The technical solution of the present invention to solve the above technical problems is as follows: A first aspect protects a rim for a steel wheel, comprising a rim body, wherein a recessed portion opening outward is provided on an outer surface of the rim body along a circumferential direction thereof.

[0008] As a further technical solution, along the axial direction of the rim body, it also includes a wheel rim and a bead seat connected to the inner side of the wheel rim, and the inner side of the bead seat is connected to the rim body; Wherein, one side of the recessed portion is connected to the bead seat on one side of the rim body.

[0009] As a further technical solution, the recessed portion comprises a first groove, a first raised portion, and a second groove connected in sequence, wherein a side of the first groove facing away from the first raised portion is connected to the rim body, and a side of the second groove facing away from the first raised portion is connected to the bead seat; Wherein, the openings of the first groove and the second groove are both upward.

[0010] As a further technical solution, the first groove is an arc-shaped groove, the first protrusion is an arc-shaped protrusion structure, and the radius of the circle where the first groove is located is greater than the radius of the circle where the first protrusion is located; A top end surface of the first protrusion is lower than a side of the first groove facing away from the first protrusion.

[0011] As a further technical solution, the longitudinal section of the second groove includes a first arc segment, a straight segment, and a second arc segment which are connected in sequence, the first arc segment and the second arc segment are connected to the first protrusion and the bead seat respectively, the radius of the circle where the first arc segment is located and the radius of the circle where the second arc segment is located are both greater than the radius of the circle where the first protrusion is located, and the length of the straight segment is less than the length of the first arc segment; The bottom end surface of the straight section is located above the bottom end surface of the first groove and below the top end surface.

[0012] As a further technical solution, a second arc-shaped protrusion is connected to one side of the second arc segment close to the tire bead seat, and the radius of the circle where the second protrusion is located is less than or equal to the radius of the circle where the first protrusion is located.

[0013] The top end surface of the second protrusion is higher than the top end surface of the first protrusion.

[0014] The second aspect of the present invention protects a method for improving the first-order modal value of a steel wheel, and preparing the rim described in the first aspect comprises the following steps: S1. Preliminarily design the groove position and key parameters on the rim, and use the key parameters to establish a 3D model of the rim in the 3D software to achieve automatic modification and update of the 3D model of the rim; S2, importing the rim 3D model and spokes established in step S1 into engineering simulation software for modal analysis; S3, integrating the three-dimensional software for establishing the rim 3D model in step S1 with the engineering simulation software for performing modal analysis in step S2 through analysis software; S4, writing the key parameters of step S1 into a simcode component of the analysis software, and setting the variation range of the key parameters according to the process; at the same time, writing the first-order modal frequency into another simcode component, and performing combined calculation in the analysis software to obtain the optimized rim structure parameters; S5, inputting the wheel rim structure parameters optimized in step S4 into the three-dimensional software to turn the wheel rim structure of step S1, and performing modal analysis by finite element method to verify the influence of the material thickness reduction in each area of ​​the wheel rim structure on the first-order modal frequency, and determining the turning position and turning thickness of the wheel rim structure according to the verification result; S6, turning the rim structure again according to the turning position and turning thickness determined in step S5.

[0015] As a further technical solution, step S2 includes the following steps: S21, importing the rim 3D model and the spoke into the engineering simulation software; S22. After defining the material properties, assign the defined material properties to the spokes and the rim; S23, assembling the spokes and the rim together; S24, creating analysis steps; S25. Create a contact relationship, and use binding constraints between the outer surface of the straight section of the spoke and the bottom surface of the rim groove; S26, mesh division, the mesh units in the rim thickness direction shall be at least 2 layers; S27. Submit the calculation.

[0016] As a further technical solution, in step S5, each area in the optimized rim structure is first turned to the same thickness, and then a modal analysis is performed using finite element analysis.

[0017] As a further technical solution, in step S6, when the rim structure is turned again, the frequency amplitude of the part to be turned is controlled to be the same.

[0018] The beneficial effects of the present invention are: 1. The specific structural design of the concave part can effectively ensure the weight and strength requirements of the wheel, and improve the NVH performance of the steel wheel, as well as the comfort and safety of the passengers; 2. The modal analysis of the rim structure with grooves is performed using key parameters through the 3D model to optimize the rim structure and obtain the optimization goal of maximizing the first-order frequency. The parameters of each area of ​​the rim are finally determined through turning optimization and modal analysis to obtain a rim structure with a high first-order modal frequency. Under the premise of ensuring that the product weight does not change much, the first-order modal value is increased by at least 30%. This method is simple, effective and highly accurate. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic structural diagram of a rim according to Embodiment 1 of the present invention; Figure 2 is a schematic diagram of the rim structure obtained in Example 2; Figure 3 It is a schematic diagram of the rim structure of a conventional steel wheel; Figure 4 , Figure 5 Schematic diagrams of the rim structure before and after turning respectively.

[0020] In the accompanying drawings, the components represented by the reference numerals are listed as follows: A rim body 1, a wheel flange 2, a bead seat 3, a first groove 4, and a first protrusion 5; The second groove 6, the first arc segment 61, the straight segment 62, and the second arc segment 63; The second protrusion 7 and the third protrusion 8 . DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of this application.

[0022] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "plurality" means two or more, unless otherwise clearly and specifically defined.

[0023] In the description of the present application, the term "for example" is used to mean "used as an example, illustration or description". Any embodiment described as "for example" in the present application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is given to enable any technician in the field to implement and use the present invention. In the following description, details are listed for the purpose of explanation. It should be understood that a person of ordinary skill in the art can recognize that the present invention can be implemented without using these specific details. In other examples, well-known structures and processes will not be elaborated in detail to avoid unnecessary details to obscure the description of the present invention. Therefore, the present invention is not intended to be limited to the embodiments shown, but is consistent with the widest scope consistent with the principles and features disclosed in the present application.

[0024] Example 1 In order to improve the first-order modal value of a steel wheel, the present invention provides a rim for a steel wheel, see Figure 1 Specifically, it includes a rim body 1, on the outer surface of the rim body 1, a recessed portion opening outward is provided along its circumference. This structure ensures the weight of the wheel while ensuring its strength requirements, and can also improve the first-order modal value.

[0025] In the specific implementation process, along the axial direction of the rim body 1, it also includes a rim 2 and a bead seat 3 connected to the inner side of the rim 2, and the inner side of the bead seat 3 is connected to the rim body 1; wherein one side of the recessed portion is connected to the bead seat 3 on one side of the rim body 1. It can be seen that in the axial direction, both ends of the longitudinal section of the rim body 1 are provided with a rim 2 and a bead seat 3, and the groove is provided on one side.

[0026] Furthermore, the recessed portion includes a first groove 4, a first raised portion 5, and a second groove 6 connected in sequence, wherein the first groove 4 is connected to the rim body 1 at one side away from the first raised portion 5, and the second groove 6 is connected to the bead seat 3 at one side away from the first raised portion 5; wherein the first groove 4 and the second groove 6 are both opened upward. It can be seen that after the tire bead is arranged on the rim body 1, there is at least a gap between the first groove 4 and the second groove 6 in the longitudinal direction, so as to improve the NVH performance of the wheel and enhance the comfort and safety of the passengers.

[0027] For example, the first groove 4 is an arc-shaped groove, the first protrusion 5 is an arc-shaped protrusion structure, and the radius of the circle where the first groove 4 is located is greater than the radius of the circle where the first protrusion 5 is located; the top end surface of the first protrusion 5 is lower than the side of the first groove 4 away from the first protrusion 5, further improving the first-order modal value of the wheel.

[0028] Furthermore, the longitudinal section of the second groove 6 includes a first arc segment 61, a straight segment 62, and a second arc segment 63 which are connected in sequence. The first arc segment 61 and the second arc segment 63 are connected to the first protrusion 5 and the bead seat 3 respectively. The radius of the circle where the first arc segment 61 and the radius of the circle where the second arc segment 63 are located are both greater than the radius of the circle where the first protrusion 5 is located, and the length of the straight segment 62 is less than the length of the first arc segment 61; the bottom end surface of the straight segment 62 is located above the bottom end surface of the first groove 4 and below the top end surface. For example, the vertical distance between the bottom end surface of the straight segment 62 and the bottom end surface of the first groove 4 is 1mm≤h1≤2mm; and the length of the straight segment 62 is 1mm≤h2≤2mm.

[0029] It can be seen that the depression width of the second groove 6 is greater than the depression width of the first groove 4, but the depression depth of the second groove 6 is less than the depression depth of the first groove 4, which reduces the noise and vibration amplitude during the operation of the wheel.

[0030] In order to connect the bead seat 3, an arc-shaped second protrusion 7 is connected to the side of the second arc segment 63 close to the bead seat 3, and the radius of the circle where the second protrusion 7 is located is less than or equal to the radius of the circle where the first protrusion 5 is located; the top surface of the second protrusion 7 is higher than the top surface of the first protrusion 5; in order to improve the stability of the tire bead, it also includes a third protrusion 8 connecting the second protrusion 7 and the bead seat 3, and the third protrusion 8 gradually rises from the second protrusion 7 toward the bead seat 3.

[0031] In this embodiment, the specific dimensions and sizes of each structure in the recessed portion are selected according to actual conditions, but the structural strength, weight and NVH performance of the wheel must be ensured.

[0032] Preferably, on the rim of this structure, the thickness at the edge 2 is the thickest, followed by the recessed portion, and the thickness at the rim body 1 where no recessed portion is provided is lower than the thickness of the recessed portion.

[0033] For example, the radius of the circle where the first groove 4 is located is 7mm≤R1≤10mm; in the second groove 6, the radius of the circle where the first arc segment 61 is located is 8mm≤R3≤12mm, and the radius of the circle where the second arc segment 63 is located is 8mm≤R4≤12mm; the radius of the circle where the first protrusion 5 is located is 6mm≤R2≤9mm; the radius of the circle where the second protrusion 7 is located is 3mm≤R5≤7mm, and the angle of deflection of the second protrusion 7 toward the third protrusion 8 is 15°≤α≤20°. At this time, the vertical distance between the vertex of the first protrusion 5 and the inner wall of the rim 2 is 58mm≤D1≤60mm.

[0034] The rim structure of this embodiment ensures that the first-order modal value is increased by at least 30% without changing much in product weight.

[0035] Example 2 This embodiment provides a method for improving the first-order modal value of a steel wheel. The method is to change the structure of the rim, for example, to add a groove on the rim, such as the rim structure described in Example 1. How to obtain the structure to improve the first-order modal value of the steel wheel is what needs to be protected in this embodiment. The method specifically includes the following steps: S1. Preliminarily design the groove position and key parameters on the rim, and use the key parameters to establish a 3D model of the rim in the 3D software to achieve automatic modification and update of the 3D model of the rim; S2, importing the rim 3D model and spokes established in step S1 into engineering simulation software for modal analysis; S3, integrating the three-dimensional software for establishing the rim 3D model in step S1 with the engineering simulation software for performing modal analysis in step S2 through analysis software; S4, writing the key parameters of step S1 into a simcode component of the analysis software, and setting the variation range of the key parameters according to the process; at the same time, writing the first-order modal frequency into another simcode component, and performing combined calculation in the analysis software to obtain the optimized rim structure parameters; S5, inputting the wheel rim structure parameters optimized in step S4 into the three-dimensional software to turn the wheel rim structure of step S1, and performing modal analysis by finite element method to verify the influence of the material thickness reduction in each area of ​​the wheel rim structure on the first-order modal frequency, and determining the turning position and turning thickness of the wheel rim structure according to the verification result; S6, turning the rim structure again according to the turning position and turning thickness determined in step S5.

[0036] The above step S1 includes the following steps: S11. In the three-dimensional software, respectively establish: a 3D model of a rim with one groove, a 3D model of a rim with two grooves (such as Figure 2 As shown, including O, P, Q, M, N, R), conventional rim structure (such as Figure 3 As shown, it includes segments A, B, C, E, F, and M. Let the total length of segments A, B, E, F, and M be D); For example, in order to reserve enough design area for the E area, while ensuring that the rim width D remains unchanged, the widths of the A, B, and F areas need to be minimized when designing the rim. Taking the 8J rim as an example, according to the standard, Cmin=19.5mm, Bmax=45mm, and Amin=22mm. When designing the rim structure, C is controlled at about 20-22mm, B is controlled at about 38-39mm, A is controlled between 22-23mm, and F is controlled at about 20-21mm. The rim thickness is selected to be 4-4.5mm. The purpose of selecting a thick rim is to increase the thickness of the rim, improve the impact resistance and the first-order modal value of the rim. In this embodiment, the rim thickness is selected to be 4mm; S12. CAE comparative analysis of several schemes (as shown in Table 1 below); Table 1

[0037] From Table 1, it can be seen that the first-order modal value of the steel wheel is more obviously improved by using the two groove design method in the E area. Therefore, the parameters of each area in the E area are taken as key parameters, such as: R1, R2, R3, R4, R5, h1, h2, D1, α; S13. Perform 3D parametric modeling through CATIA software, that is, parameterize the key parameters in S12, compile a macro program in CATIA software, drive the macro program through bat commands, and realize automatic modification and updating of the rim 3D model to prepare for the subsequent modal analysis.

[0038] In the process of implementing step S2, the following steps are included: S21, importing the rim 3D model and spokes obtained in step S13 into ABAQUS software; S22. Define material properties, such as density 7.85E-009, elastic modulus 210000, Poisson's ratio 0.3, and then assign the defined material properties to the spokes and rim; S23, assembling the spokes and the rim together; S24. Create an analysis step, select Linear perturbation as procedure type, Number of eigenvalues ​​requested: Value is defined as 10, and the first 10 modal frequency values ​​are calculated; S25. Create a contact relationship, and use binding constraints between the outer surface of the straight section of the spoke and the bottom surface of the rim groove; S26, meshing, using hexahedral C3D8R units, with at least 2 layers of mesh units in the rim thickness direction; S27. Submit the calculation.

[0039] In implementing step S3: Convert the abaqus.rpy file in the working directory of ABAQUS software into the abaqus.py file, write the bat command of abaqus, and run the bat command to realize automatic modeling and analysis of abaqus. Build an optimization design process in isight software, integrate catia and abaqus software through simcode components, and realize integrated automation of 3D design, CAE analysis, and optimization design.

[0040] In implementing step S4: Write the key parameters determined in step S1 into the simcode component, and set the parameter range according to the process, such as 7mm≤R1≤10mm, 6mm≤R2≤9mm, 8mm≤R3≤12mm, 8mm≤R4≤12mm, 3mm≤R5≤7mm, 1mm≤h1≤2mm, 1mm≤h2≤2mm, 58mm≤D1≤60mm, 15°≤α≤20° (see Figure 1 ); At the same time, the abaqus.dat file is imported into the output of another simcode component, and the first-order modal frequency FREQUENCY is written. In the optimization module, the global ASA algorithm and the local gradient optimization NLPQLP algorithm are selected for combined calculation. The optimization goal is to maximize the first-order frequency to ensure that the result is the optimal solution to obtain the optimized rim structure parameters.

[0041] During the implementation of step S5: Turn the parts that do not affect the first-order modal frequency of the rim, such as Figure 2 In the O, P, Q, M, N, R sections, the rim weight must be controlled within the required range; Therefore, based on the optimized rim structural parameters in step S4, the O, P, Q, M, N, and R sections are turned to the same thickness, and a modal analysis is performed by finite element analysis (as shown in Table 2 below) to verify the influence of the material thickness reduction in each area of ​​the rim structure on the first-order modal frequency, and the turning position and turning thickness of the rim structure are determined based on the verification results; Table 2

[0042] The material thickness in each area is reduced by 1.5mm. The first-order frequency reduction of the rim can be seen from Table 2. The R area has the greatest impact, followed by the N area. The M, O, P, and Q areas have relatively small impacts. The impacts of these four areas are basically the same. Therefore, in the subsequent turning, the R area is not turned, and the turning parts are the O, P, Q, M, and N areas. The frequency amplitude of each area is controlled at 9%. Through finite element analysis, it can be seen that the turning thickness required for each part is O: 1.7mm, P: 1.6mm, Q: 1.5mm, M: 1.4mm, N: 0.5mm, and along the Figure 4 Turning is performed along the dotted line shown in FIG.

[0043] During the implementation of step S6: According to the turning position and turning thickness determined in step S5, the rim structure is turned again, and the cross section of the rim after turning is formed as follows: Figure 5 As shown, modal analysis is then performed (analysis method is the same as step S2), and the results are shown in Table 3: Table 3

[0044] Analysis shows that the first-order modal frequency of the double-groove rim after turning increases by 41.5%. Therefore, this method can effectively improve the first-order modal value of the steel wheel. In this embodiment, the method for improving the first-order modal value of a steel wheel includes a modeling module, a model analysis module, and a judgment module. Specifically: A modeling module is used to establish a 3D model of the rim and realize automatic modification and update of the 3D model of the rim; Model analysis module, used to perform modal analysis on the 3D model of the rim; integrates the three-dimensional software for establishing the 3D model of the rim with the engineering simulation software for modal analysis to calculate and obtain the optimized rim structural parameters; The judgment module is used to verify the influence of the thinning of the material thickness in each area of ​​the rim structure on the first-order modal frequency according to the modal value of the rim, and determine the turning part and turning thickness of the rim structure according to the verification result.

[0045] It should be noted that in the above embodiments, the description of each embodiment has its own emphasis, and for parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0046] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0047] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A rim for a steel wheel, characterized in that: The invention comprises a rim body (1), wherein a recessed portion opening outwards is provided on the outer surface of the rim body (1) along its circumference.

2. A rim for a steel wheel according to claim 1, characterized in that: Along the axial direction of the rim body (1), it also includes a wheel rim (2) and a bead seat (3) connected to the inner side of the wheel rim (2), the inner side of the bead seat (3) being connected to the rim body (1); One side of the recessed portion is connected to a bead seat (3) on one side of the rim body (1).

3. A rim for a steel wheel according to claim 2, characterized in that: The recessed portion comprises a first groove (4), a first raised portion (5), and a second groove (6) which are connected in sequence, wherein a side of the first groove (4) facing away from the first raised portion (5) is connected to the rim body (1), and a side of the second groove (6) facing away from the first raised portion (5) is connected to the bead seat (3); Wherein, the openings of the first groove (4) and the second groove (6) are both facing upwards.

4. A rim for a steel wheel according to claim 3, characterized in that: The first groove (4) is an arc-shaped groove, the first protrusion (5) is an arc-shaped protrusion structure, and the radius of the circle where the first groove (4) is located is greater than the radius of the circle where the first protrusion (5) is located; The top end surface of the first protrusion (5) is lower than the side of the first groove (4) facing away from the first protrusion (5).

5. A rim for a steel wheel according to claim 4, characterized in that: The longitudinal section of the second groove (6) comprises a first arc segment (61), a straight segment (62), and a second arc segment (63) which are connected in sequence, the first arc segment (61) and the second arc segment (63) being connected to the first protruding portion (5) and the bead seat (3) respectively, the radius of the circle where the first arc segment (61) is located and the radius of the circle where the second arc segment (63) is located are both greater than the radius of the circle where the first protruding portion (5) is located, and the length of the straight segment (62) is less than the length of the first arc segment (61); The bottom end surface of the straight section (62) is located above the bottom end surface of the first groove (4) and below the top end surface.

6. A rim for a steel wheel according to claim 5, characterized in that: A second arc-shaped protrusion (7) is connected to one side of the second arc-shaped segment (63) close to the bead seat (3), and the radius of the circle where the second protrusion (7) is located is less than or equal to the radius of the circle where the first protrusion (5) is located; The top end surface of the second protruding portion (7) is higher than the top end surface of the first protruding portion (5).

7. A method for improving the first-order modal value of a steel wheel, characterized in that: The method of preparing the rim as claimed in any one of claims 1 to 6 comprises the following steps: S1. Preliminarily design the groove position and key parameters on the rim, and use the key parameters to establish a 3D model of the rim in the 3D software to achieve automatic modification and update of the 3D model of the rim; S2, importing the rim 3D model and spokes established in step S1 into engineering simulation software for modal analysis; S3, integrating the three-dimensional software for establishing the rim 3D model in step S1 with the engineering simulation software for performing modal analysis in step S2 through analysis software; S4, writing the key parameters of step S1 into a simcode component of the analysis software, and setting the variation range of the key parameters according to the process; at the same time, writing the first-order modal frequency into another simcode component, and performing combined calculation in the analysis software to obtain the optimized rim structure parameters; S5, inputting the wheel rim structure parameters optimized in step S4 into the three-dimensional software to turn the wheel rim structure of step S1, and performing modal analysis by finite element method to verify the influence of the material thickness reduction in each area of ​​the wheel rim structure on the first-order modal frequency, and determining the turning position and turning thickness of the wheel rim structure according to the verification result; S6, turning the rim structure again according to the turning position and turning thickness determined in step S5.

8. The method according to claim 7, characterized in that: The step S2 comprises the following steps: S21, importing the rim 3D model and the spoke into the engineering simulation software; S22. After defining the material properties, assign the defined material properties to the spokes and the rim; S23, assembling the spokes and the rim together; S24, creating analysis steps; S25. Create a contact relationship, and use binding constraints between the outer surface of the straight section of the spoke and the bottom surface of the rim groove; S26, mesh division, the mesh units in the rim thickness direction shall be at least 2 layers; S27. Submit the calculation.

9. The method according to claim 7, characterized in that: In the step S5, each area in the optimized rim structure is first turned to the same thickness, and then a modal analysis is performed using finite element analysis.

10. The method according to claim 7, characterized in that: In step S6, when the rim structure is turned again, the frequency amplitude of the part to be turned is controlled to be the same.

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