Wheel stress life relation determination method and device, vehicle and storage medium

Abstract

The invention relates to a wheel stress life relation determination method and device, a vehicle and a storage medium, and relates to the technical field of vehicle simulation. The method comprises the following steps: acquiring damage values on a plurality of point locations of a wheel; the damage values of the plurality of point locations are higher than a preset damage value; the damage value is used for representing the damage degree of the wheel at the point location under different stress conditions; and performing simulation analysis on the full-structure wheel and tire assembly simulation model based on the damage values on the plurality of point positions, and determining a corresponding relation between stress and fatigue life of the wheel under different damage orders. Therefore, the fatigue life of the wheel under different stress conditions and pre-damage conditions can be accurately determined on the basis of the corresponding relationship between the stress and the fatigue life of the wheel under different damage orders, so that the wheel can be designed according to the fatigue life of the wheel, and the risk of rim crack of the wheel of the vehicle is reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle simulation technology, in particular to the field of wheel and tire assembly simulation technology for new energy vehicles, and specifically to a method, device, vehicle and storage medium for determining the stress-life relationship of a wheel. Background Art

[0002] Compared with traditional fuel vehicles, the weight of new energy vehicles is generally about 20% higher than that of fuel vehicles of the same size. In addition, the operating conditions of new energy vehicles become more complicated due to the involvement of electric motors, and the energy conversion efficiency of electric motors is higher than that of internal combustion engines. Therefore, the starting torque of new energy vehicles is greater than that of traditional fuel vehicles, and the load on the tires is higher. When new energy vehicles pass through deep pits or crush hard objects quickly while driving, the wheels are subjected to a large impact. Due to the low aspect ratio, the side height of the tire is small and the buffer distance is short, the tire cannot effectively absorb the impact load, so that the excitation of the road surface is transmitted to the inner rim of the vehicle through the tire, the force on the rim changes, and cracks occur at the stress concentration part of the wheel, causing rim cracks.

[0003] In the related art, CN117268800A collects and processes the test field road spectrum data through the test field working condition input module, including filtering, resampling signal processing, and data superposition and classification. The road spectrum reproduction and target damage benchmark establishment module uses the automobile chassis fatigue and durability road test system to reproduce the edited road spectrum, and collects the load signal of the wheel six-component force sensor, evaluates the reproducibility of the test system, establishes the target damage benchmark, collects the strain signal and calculates the damage. CN115391916A collects the load spectrum of the wheel, divides the wheel into multiple areas equally, and extracts the load according to the area where the wheel rim bead seat is divided, obtains the load under different wheel areas, applies it to the rim surface at the corresponding position, obtains the finite element model of the spoke rim, performs finite element simulation on the finite element model, obtains the strength analysis result under the action of biaxial load, inputs it into the fatigue software, performs wheel biaxial fatigue simulation analysis on the wheel, and obtains the load distribution during the wheel driving process. These two methods still use the design and evaluation standards of traditional fuel vehicles and cannot meet the actual use needs of new energy vehicles. In addition, the simulation method and bench test specifications of fuel vehicle wheels are prone to failure in the form of wheel rim cracks in actual new energy vehicle road tests. Therefore, how to improve the accuracy of vehicle wheel fatigue life analysis is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present application provides a method, device, vehicle and storage medium for determining the stress-life relationship of a wheel, so as to at least solve the technical problem of low accuracy of fatigue life analysis of wheels of new energy vehicles in the related art. The technical solution of the present application is as follows:

[0005] According to the first aspect of the present application, a method for determining the stress-life relationship of a wheel is provided, the method comprising: obtaining damage values ​​at multiple points on the wheel; the damage values ​​at the multiple points are higher than preset damage values; the damage values ​​are used to characterize the degree of damage to the wheel at the points under different stress conditions; based on the damage values ​​at the multiple points, a simulation analysis is performed on a simulation model of a full-structure wheel and tire assembly to determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0006] According to the above technical means, the full-structure wheel and tire assembly simulation model is simulated and analyzed through the damage values ​​at multiple points of the wheel, and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders is determined, and the corresponding relationship between the stress and fatigue life of the wheel under different pre-damage conditions is determined. Therefore, the corresponding relationship between the stress and fatigue life of the wheel at different damage orders can adapt to the fatigue life analysis of the wheel under various working conditions, accurately determine the fatigue life of the wheel, and improve the accuracy of the fatigue life analysis of the wheel.

[0007] In a possible implementation, based on the damage values ​​at multiple points, a simulation analysis is performed on a simulation model of a full-structure wheel and tire assembly to determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders, including: respectively determining the impact energy corresponding to the damage values ​​at multiple points; based on the impact energy corresponding to the damage values ​​at multiple points, a simulation analysis is performed on a simulation model of a full-structure wheel and tire assembly to determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0008] According to the above technical means, by analyzing the damage values ​​at multiple points of the wheel, more comprehensive wheel damage status information can be obtained, so as to more accurately determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders. Combining the damage values ​​and impact energy at multiple points, the stress conditions of the wheel in actual operation can be more accurately simulated. And based on the simulation model of the full-structure wheel and tire assembly, the accuracy of the simulation analysis is improved, so as to accurately determine the stress distribution and fatigue life of the wheel at different damage orders.

[0009] In another possible implementation, based on the impact energy corresponding to the damage values ​​at multiple points, a simulation analysis is performed on a simulation model of a full-structure wheel and tire assembly to determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders, including: determining the material hardening stability point of the wheel based on the impact energy corresponding to the damage values ​​at multiple points; based on the material hardening stability point, a simulation analysis is performed on a simulation model of a full-structure wheel and tire assembly to determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0010] According to the above technical means, by analyzing the impact energy and damage value, the strain hardening and other phenomena of the wheel under actual working conditions can be determined more accurately, thereby more accurately determining the corresponding relationship between the stress and fatigue life of the wheel at different damage orders. In addition, the material hardening stability point of the wheel can accurately determine the load and impact that the wheel can withstand, thereby improving the accuracy of the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0011] In another possible implementation, a simulation analysis is performed on a full-structure wheel and tire assembly simulation model based on a material hardening stability point to determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders, including: performing cyclic impacts on the full-structure wheel and tire assembly simulation model according to the material hardening stability point to obtain damage values ​​of different damage orders at multiple points; and determining the corresponding relationship between stress and fatigue life of the wheel at different damage orders based on the damage values ​​of different damage orders at multiple points.

[0012] According to the above technical means, by considering the material hardening stability point, the stress and fatigue life of the wheel under actual working conditions can be predicted more accurately, and the accuracy of simulation analysis can be improved. In addition, through the correspondence between the stress and fatigue life of the wheel at different damage orders, a more durable and lightweight wheel can be designed, and the material utilization efficiency and wheel performance can be improved.

[0013] According to a second aspect of the present application, a wheel fatigue life analysis method is provided, the method comprising: obtaining a current point damage value of a target point of the wheel; determining a corresponding relationship between the stress corresponding to the target point and the fatigue life based on the point damage value and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders; determining the stress of the target point; determining the fatigue life of the wheel at the target point based on the stress of the target point and the corresponding relationship between the stress corresponding to the target point and the fatigue life.

[0014] According to the above technical means, the corresponding relationship between the stress and fatigue life corresponding to the target point is determined through the damage value of the target point, so as to determine the fatigue life of the wheel at the target point, and improve the accuracy of the fatigue life of the wheel. In order to apply the fatigue life of the wheel at the target point to the structural design of the wheel, the service life of the wheel is increased to improve the safety of the vehicle. In addition, based on the fatigue life of the wheel at the target point, the load-bearing capacity of the wheel in actual operation can be evaluated, so that the wheel can be designed according to the fatigue life of the target point to avoid the occurrence of rim cracks in the vehicle wheel.

[0015] In a possible implementation, obtaining the current point damage value of the target point of the wheel includes: obtaining the strain and six-component force of the wheel under the current working condition; determining the target point of the wheel based on the strain and the six-component force, and collecting the point damage value of the target point.

[0016] According to the above technical means, by monitoring the strain and six-component force of the wheel, the stress state of the wheel under different working conditions can be accurately understood, thereby accurately determining the target point position of the wheel.

[0017] In another possible implementation, determining the stress of the target point includes: performing a multi-axis alternating simulation on the target point based on a multi-axis alternating fatigue load spectrum of the wheel to obtain the stress of the target point.

[0018] According to the above technical means, multi-axis alternating simulation can more accurately simulate the complex loads that the wheel is subjected to under actual working conditions, thereby obtaining a more realistic stress distribution and improving the accuracy of the stress at the target point.

[0019] According to a third aspect provided by the present application, a device for determining the stress-life relationship of a wheel is provided, the device comprising: a first acquisition module and a first determination module; the first acquisition module is used to obtain damage values ​​at multiple points on the wheel; the damage values ​​at multiple points are higher than preset damage values; the damage values ​​are used to characterize the degree of damage to the wheel at the points under different stress conditions; the first determination module is used to perform simulation analysis on a simulation model of a full-structure wheel-tire assembly based on the damage values ​​at multiple points, and determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0020] In one possible implementation, the first determination module is specifically used to determine the impact energy corresponding to the damage values ​​at multiple points respectively; based on the impact energy corresponding to the damage values ​​at multiple points, a simulation analysis is performed on a full-structure wheel and tire assembly simulation model to determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0021] In another possible implementation, the first determination module is specifically used to determine the material hardening stability point of the wheel based on the impact energy corresponding to the damage values ​​at multiple points; based on the material hardening stability point, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0022] In another possible implementation, the first determination module is specifically used to perform cyclic impact on the full-structure wheel and tire assembly simulation model according to the material hardening stability point to obtain damage values ​​of different damage orders at multiple points; based on the damage values ​​of different damage orders at multiple points, determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0023] According to the fourth aspect provided by the present application, a wheel fatigue life analysis device is provided, which includes: a second acquisition module and a second determination module; the second acquisition module is used to obtain the current point damage value of the target point of the wheel; the second determination module is used to determine the correspondence between the stress corresponding to the target point and the fatigue life based on the point damage value and the correspondence between the stress and fatigue life of the wheel at different damage orders; the second determination module is also used to determine the stress of the target point; the second determination module is also used to determine the fatigue life of the wheel at the target point based on the stress of the target point and the correspondence between the stress corresponding to the target point and the fatigue life.

[0024] In a possible implementation, the second acquisition module is specifically used to obtain the strain and six-component force of the wheel under the current working condition; based on the strain and the six-component force, determine the target point of the wheel, and collect the point damage value of the target point.

[0025] In another possible implementation, the second determination module is specifically configured to perform a multi-axis alternating simulation on a target point based on a multi-axis alternating fatigue load spectrum of the wheel to obtain the stress of the target point.

[0026] According to the fifth aspect provided by the present application, a vehicle is provided, comprising: a processor; a memory for storing processor executable instructions; wherein the processor is configured to execute instructions to implement the method of the above-mentioned first aspect, second aspect and any possible implementation manner thereof.

[0027] According to the sixth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by the processor of the vehicle, the vehicle is enabled to execute the method in the above-mentioned first aspect, second aspect and any possible implementation manner thereof.

[0028] According to the seventh aspect provided by the present application, a computer program product is provided, the computer program product comprising computer instructions, and when the computer instructions are executed on a vehicle, the vehicle executes the method of the above-mentioned first aspect, second aspect and any possible implementation manner thereof.

[0029] Therefore, the above technical features of the present application have the following beneficial effects:

[0030] (1) Through the damage values ​​at multiple points of the wheel, the simulation model of the full-structure wheel and tire assembly is simulated and analyzed to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders, and to achieve the corresponding relationship between the stress and fatigue life of the wheel under different pre-damage conditions. Therefore, the corresponding relationship between the stress and fatigue life of the wheel at different damage orders can adapt to the fatigue life analysis of the wheel under various working conditions, accurately determine the fatigue life of the wheel, and improve the accuracy of the fatigue life analysis of the wheel.

[0031] (2) By analyzing the damage values ​​at multiple points of the wheel, more comprehensive information on the wheel damage status is obtained, so as to more accurately determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders. Combining the damage values ​​and impact energy at multiple points can more accurately simulate the stress conditions of the wheel in actual operation. In addition, simulation analysis is performed based on the simulation model of the full-structure wheel and tire assembly, which improves the accuracy of the simulation analysis, thereby accurately determining the stress distribution and fatigue life of the wheel at different damage orders.

[0032] (3) By analyzing the impact energy and damage value, the strain hardening and other phenomena of the wheel under actual working conditions can be determined more accurately, thereby more accurately determining the corresponding relationship between the stress and fatigue life of the wheel at different damage orders. In addition, the material hardening stability point of the wheel can accurately determine the load and impact that the wheel can withstand, thereby improving the accuracy of the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0033] (4) By considering the material hardening stability point, the stress and fatigue life of the wheel under actual working conditions can be predicted more accurately, improving the accuracy of simulation analysis. In addition, through the correspondence between the stress and fatigue life of the wheel at different damage orders, a more durable and lightweight wheel can be designed, improving the material utilization efficiency and wheel performance.

[0034] (5) The corresponding relationship between the stress and fatigue life corresponding to the target point is determined by the damage value of the target point, so as to determine the fatigue life of the wheel at the target point, thereby improving the accuracy of the fatigue life of the wheel. In this way, the fatigue life of the wheel at the target point can be applied to the structural design of the wheel to improve the service life of the wheel and improve the safety of the vehicle. In addition, based on the fatigue life of the wheel at the target point, the load-bearing capacity of the wheel in actual operation can be evaluated, so that the wheel can be designed according to the fatigue life of the target point to avoid rim cracks on the vehicle wheel.

[0035] (6) By monitoring the strain and six-component force of the wheel, the stress state of the wheel under different working conditions can be accurately understood, thereby accurately determining the target point position of the wheel.

[0036] (7) Multi-axis alternating simulation can more accurately simulate the complex loads that wheels are subjected to under actual working conditions, thereby obtaining a more realistic stress distribution and improving the accuracy of stress at the target point.

[0037] It should be noted that the technical effects brought about by any implementation method in the third to seventh aspects can refer to the technical effects brought about by the corresponding implementation methods in the first and second aspects, and will not be repeated here.

[0038] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0040] Figure 1 is a flow chart showing a method for determining a stress-life relationship of a wheel according to an exemplary embodiment;

[0041] Figure 2 is a flow chart showing a wheel fatigue life analysis method according to an exemplary embodiment;

[0042] Figure 3 is a flow chart of another wheel fatigue life analysis method according to an exemplary embodiment;

[0043] Figure 4 is a schematic diagram showing a wheel rim road spectrum collection point and a cracking point according to an exemplary embodiment;

[0044] Figure 5 is a flow chart of a method for simulating a wheel with a full-structure tire according to an exemplary embodiment;

[0045] Figure 6 is a block diagram of a device for determining a stress-life relationship of a wheel according to an exemplary embodiment;

[0046] Figure 7 is a block diagram of a wheel fatigue life analysis device according to an exemplary embodiment;

[0047] Figure 8 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0048] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0049] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0050] New energy vehicles have significant characteristics such as heavy curb weight, high rigidity of the drive-end suspension, low tire aspect ratio, and high acceleration torque. The operating conditions are much more stringent than those of traditional fuel vehicles. In the relevant technologies, many specifications of new energy vehicles still follow the design and evaluation standards of traditional fuel vehicles, which leads to the situation that the design cannot meet the actual use needs. However, the wheels that have passed the simulation method of fuel vehicle wheels and the bench test specifications are prone to failure in the form of wheel rim cracks in the actual new energy vehicle road test, that is, the actual working condition results cannot match the design expectations.

[0051] Compared with traditional fuel vehicles, the weight of new energy vehicles is generally about 20% higher than that of fuel vehicles of the same size. In addition, the operating conditions of new energy vehicles become more complicated due to the involvement of electric motors, and the energy conversion efficiency of electric motors is higher than that of internal combustion engines. Therefore, the starting torque of new energy vehicles is greater than that of traditional fuel vehicles, and the load on the tires is higher. When new energy vehicles pass through deep pits or crush hard objects quickly while driving, the wheels are subjected to a large impact. Due to the low aspect ratio, the side height of the tire is small and the buffer distance is short, the tire cannot effectively absorb the impact load, so that the excitation of the road surface is transmitted to the inner rim of the vehicle through the tire, the force on the rim changes, and cracks occur at the stress concentration part of the wheel, causing rim cracks.

[0052] In the related art, at least the fatigue life and strain energy density amplitude of the tire bead rubber are obtained; according to the fatigue life and strain energy density amplitude, the fatigue life prediction method of the bead rubber is fitted. A structural sensitivity analysis model is adopted, and the strain energy density amplitude of the tire bead rubber is used as a fatigue analysis evaluation index to analyze and generate the bead fatigue durability factor. A Kriging approximate model of the tire bead fatigue durability factor and the maximum strain energy density amplitude is constructed. According to the fatigue life prediction method and the Kriging approximate model, the bead rubber structure is improved. This method solves the problem in the related art that the tire bead is prone to peeling, resulting in tire failure, reducing the tire service life, and easily causing safety hazards. However, this method does not involve wheels for the simulation of tire stress, nor does it involve the theory and experimental method of the cracking of the inner rim of the full-structure wheel during the simulated road test. It is impossible to accurately perform fatigue life analysis on the wheels of new energy vehicles. Therefore, how to improve the accuracy of vehicle wheel fatigue life analysis is a technical problem that needs to be solved urgently.

[0053] In response to the above problems, the present application proposes a method for determining the stress-life relationship of a wheel, in which the full-structure wheel-tire assembly simulation model is simulated and analyzed through the damage values ​​at multiple points of the wheel, and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders is determined, thereby achieving the determination of the corresponding relationship between the stress and fatigue life of the wheel under different pre-damage conditions. Therefore, the corresponding relationship between the stress and fatigue life of the wheel at different damage orders can adapt to the fatigue life analysis of the wheel under various working conditions, accurately determine the fatigue life of the wheel, and improve the accuracy of the fatigue life analysis of the wheel.

[0054] In response to the above problems, the present application also proposes a wheel fatigue life analysis method, in which the corresponding relationship between the stress and fatigue life corresponding to the target point is determined by the damage value of the target point, thereby determining the fatigue life of the wheel at the target point, and improving the accuracy of the fatigue life of the wheel. In order to apply the fatigue life of the wheel at the target point to the structural design of the wheel, the service life of the wheel can be increased to improve the safety of the vehicle. Moreover, based on the fatigue life of the wheel at the target point, the load-bearing capacity of the wheel in actual operation can be evaluated, so that the wheel can be designed according to the fatigue life of the target point to avoid rim cracks in the vehicle's wheels.

[0055] For ease of understanding, the stress-life relationship determination method of the wheel and the wheel fatigue life analysis method provided in the present application are specifically introduced below in conjunction with the accompanying drawings.

[0056] In some embodiments, the executors of the stress-life relationship determination method and wheel fatigue life analysis method provided in the embodiments of the present application may be a vehicle controller, a wheel fatigue life analysis device, or any device that requires fatigue life analysis of the vehicle's wheels, and the embodiments of the present application do not limit this.

[0057] Figure 1 is a flow chart showing a method for determining a stress-life relationship of a wheel according to an exemplary embodiment. Figure 1 As shown, the wheel fatigue life analysis method includes the following steps:

[0058] S101. Obtain damage values ​​at multiple points of the wheel.

[0059] Among them, the damage values ​​at multiple points are higher than the preset damage values. The damage value is used to characterize the degree of damage of the wheel at the point under different stress conditions.

[0060] For example, the strain and six-component force of the wheel under the current working condition can be obtained, so as to analyze the load condition and damage value of each point on the wheel based on the strain and six-component force, and obtain the damage values ​​at multiple points on the wheel.

[0061] It should be noted that the multiple points on the wheel are points where the wheel has typical damage conditions in road test conditions.

[0062] S102. Based on the damage values ​​at multiple points, a simulation analysis is performed on a full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0063] For example, after obtaining the damage values ​​at multiple points of the wheel, the impact energy corresponding to the damage values ​​at the multiple points can be determined based on the multiple points and the damage values ​​at the multiple points. Thus, according to the impact energy corresponding to the damage values ​​at the multiple points, the full-structure wheel and tire assembly simulation model is simulated and analyzed to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0064] It should be understood that by using the damage values ​​at multiple points of the wheel to simulate and analyze the full-structure wheel tire assembly simulation model, the corresponding relationship between the stress and fatigue life of the wheel at different damage orders is determined, and the corresponding relationship between the stress and fatigue life of the wheel under different pre-damage conditions is determined. Therefore, the corresponding relationship between the stress and fatigue life of the wheel at different damage orders can adapt to the fatigue life analysis of the wheel under various working conditions, accurately determine the fatigue life of the wheel, and improve the accuracy of the fatigue life analysis of the wheel.

[0065] In some embodiments, the corresponding relationship between stress and fatigue life of the wheel at different damage orders can be determined by respectively determining the impact energy corresponding to the damage values ​​at multiple points. Therefore, the above step S102 can be specifically implemented as the following steps S1021-S1022:

[0066] S1021. Determine the impact energy corresponding to the damage values ​​at multiple points respectively.

[0067] Exemplarily, the impact energy corresponding to the damage values ​​at multiple points and the equivalent bench radial impact method can be obtained by simulating and analyzing the wheel assembly with a full-structure tire according to the bench test method of the wheel.

[0068] S1022. Based on the impact energy corresponding to the damage values ​​at multiple points, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0069] Among them, the full-structure wheel and tire assembly simulation model is a simulation model of the wheel with tire.

[0070] Exemplarily, after respectively determining the impact energies corresponding to the damage values ​​at multiple points, a simulation experiment can be conducted on the full-structure wheel and tire assembly simulation model based on the impact energy corresponding to the damage values ​​at multiple points and the method of equivalent bench radial impact, to simulate the cyclic impact on the wheels under actual working conditions and determine the corresponding relationship between the stress and fatigue life of the wheels at different damage orders.

[0071] It should be understood that by analyzing the damage values ​​at multiple points of the wheel, more comprehensive wheel damage status information can be obtained to more accurately determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders. Combining the damage values ​​and impact energy at multiple points can more accurately simulate the stress conditions of the wheel in actual operation. And based on the simulation model of the full-structure wheel and tire assembly, the accuracy of the simulation analysis is improved, thereby accurately determining the stress distribution and fatigue life of the wheel at different damage orders.

[0072] In other embodiments, the material hardening stability point of the wheel can be determined based on the impact energy corresponding to the damage values ​​at multiple points, thereby determining the corresponding relationship between the stress and fatigue life of the wheel at different damage orders. Therefore, the above step S1022 can be specifically implemented as the following steps S1022a-S1022b:

[0073] S1022a. Determine the material hardening stability point of the wheel based on the impact energy corresponding to the damage values ​​at multiple points.

[0074] The material hardening stability point refers to the state point where the hardening degree (i.e. the ability to resist further deformation) of the material no longer changes significantly with the continuation of deformation or loading after a certain deformation or loading process. At the material hardening stability point, the internal structure of the wheel reaches a relatively stable state, and its mechanical properties remain basically unchanged.

[0075] For example, based on the impact energy corresponding to the damage values ​​at multiple points, a bench impact or simulation with the same energy impact can be repeated multiple times to make the wheel reach a stable point of material hardening, simulate the cyclic impact of the wheel in actual working conditions, and obtain stable damage values ​​at multiple points.

[0076] S1022b. Based on the material hardening stability point, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0077] For example, the full-structure wheel and tire assembly simulation model can be subjected to cyclic impact according to the material hardening stability point to obtain damage values ​​of different damage orders at multiple points. Based on the damage values ​​of different damage orders at multiple points, the corresponding relationship between stress and fatigue life of the wheel at different damage orders can be determined.

[0078] It should be understood that by analyzing the impact energy and damage value, the strain hardening and other phenomena of the wheel under actual working conditions can be determined more accurately, thereby more accurately determining the corresponding relationship between the stress and fatigue life of the wheel at different damage orders. In addition, the material hardening stability point of the wheel can accurately determine the load and impact that the wheel can withstand, thereby improving the accuracy of the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0079] In some other embodiments, the full-structure wheel and tire assembly simulation model can be subjected to cyclic impact according to the material hardening stability point to obtain damage values ​​of different damage orders at multiple points, thereby determining the corresponding relationship between stress and fatigue life of the wheel at different damage orders. Therefore, the above step S1022b can be specifically implemented as the following steps S1022b1-S1022b2:

[0080] S1022b1. According to the material hardening stability point, a full-structure wheel and tire assembly simulation model is subjected to cyclic impact to obtain damage values ​​of different damage orders at multiple points.

[0081] For example, the cyclic impact of the wheel in actual working conditions can be simulated according to the material hardening stability point, and the full-structure wheel and tire assembly simulation model can be subjected to cyclic impact to obtain damage values ​​of different damage orders at multiple points.

[0082] S1022b2. Based on the damage values ​​of different damage orders at multiple points, determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0083] For example, the corresponding relationship between stress and fatigue life of pre-damaged test bars with the same damage value can be measured and developed according to the damage values ​​of different damage orders. The corresponding relationship between stress and fatigue life covering the surrounding damage value range can also be measured and developed to obtain the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0084] It should be understood that by considering the material hardening stability point, the stress and fatigue life of the wheel under actual working conditions can be predicted more accurately, improving the accuracy of simulation analysis. In addition, through the correspondence between the stress and fatigue life of the wheel at different damage orders, a more durable and lightweight wheel can be designed, improving the material utilization efficiency and wheel performance.

[0085] Figure 2 is a flow chart of a wheel fatigue life analysis method according to an exemplary embodiment. Figure 2 As shown, the wheel fatigue life analysis method includes the following steps:

[0086] S201, obtaining the current point damage value of the target point of the wheel.

[0087] For example, the strain and six-component force of the wheel under the current working condition can be obtained. Based on the strain and six-component force, the load condition and damage value of each point on the wheel are analyzed, the target point of the wheel is determined, and the point damage value of the target point is collected.

[0088] S202: Determine the corresponding relationship between the stress and fatigue life corresponding to the target point based on the point damage value and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0089] Exemplarily, the damage order corresponding to the point damage value of the target point can be determined according to the point damage value of the target point, thereby determining the corresponding relationship between the stress and fatigue life corresponding to the target point.

[0090] S203: Determine the stress at the target point.

[0091] For example, based on the multi-axis alternating fatigue load spectrum of the wheel, a multi-axis alternating simulation may be performed on the target point to obtain the stress of the target point.

[0092] S204: Determine the fatigue life of the wheel at the target point based on the stress at the target point and the corresponding relationship between the stress corresponding to the target point and the fatigue life.

[0093] Exemplarily, after determining the correspondence between the stress corresponding to the target point and the fatigue life, the fatigue life of the wheel at the target point can be determined based on the stress at the target point and the correspondence between the stress corresponding to the target point and the fatigue life.

[0094] It should be understood that the corresponding relationship between the stress and fatigue life corresponding to the target point is determined by the damage value of the target point, so as to determine the fatigue life of the wheel at the target point, thereby improving the accuracy of the fatigue life of the wheel. In order to apply the fatigue life of the wheel at the target point to the structural design of the wheel, the service life of the wheel is increased to improve the safety of the vehicle. In addition, based on the fatigue life of the wheel at the target point, the load-bearing capacity of the wheel in actual operation can be evaluated, so that the wheel can be designed according to the fatigue life of the target point to avoid the occurrence of rim cracks in the vehicle wheel.

[0095] In some embodiments, the target point of the wheel can be determined by obtaining the strain and six-component force of the wheel under the current working condition, and the point damage value of the target point can be collected. Therefore, the above step S201 can be specifically implemented as the following steps S2011-S2012:

[0096] S2011. Obtain the strain and six-component force of the wheel under the current working condition.

[0097] Among them, strain is a physical quantity that describes the degree of shape change of the wheel when it is subjected to external force, reflecting the relative deformation of each point inside the wheel. The six-component force refers to the six components that describe the external force and torque on an object in three-dimensional space. The six components include forces in three directions and torques in three directions. The six-component force can comprehensively reflect the force state of an object in space.

[0098] For example, the strain of the wheel under the current working condition can be obtained by a strain gauge or an optical measurement method. The six-component force of the wheel under the current working condition can also be obtained by a six-component force sensor or numerical simulation calculation.

[0099] S2012. Determine the target point of the wheel based on the strain and the six-component force, and collect the point damage value of the target point.

[0100] For example, after obtaining the strain and six-component force of the wheel under the current working condition, the strain and six-component force reflect the load and stress state of each point on the wheel. Thus, the target point on the wheel can be determined and the point damage value of the target point can be collected.

[0101] It should be understood that by monitoring the strain and six-component force of the wheel, the stress state of the wheel under different working conditions can be accurately understood, thereby accurately determining the target point position of the wheel.

[0102] In other embodiments, a multi-axis alternating fatigue load spectrum of the wheel may be used to perform a multi-axis alternating simulation on the target point to obtain the stress of the target point. Therefore, the above step S203 may be specifically implemented as follows:

[0103] Based on the multi-axis alternating fatigue load spectrum of the wheel, a multi-axis alternating simulation is performed on the target point to obtain the stress of the target point.

[0104] Among them, the multi-axial alternating fatigue load spectrum is a graph or data set that describes the load history of a structure or material under multi-axial (multiple directions) alternating loads (loads that change periodically over time). It is used to reflect the change of stress or strain in multiple directions borne by the structure or material over time in actual working conditions.

[0105] For example, a wheel assembly with a full-structure tire can be subjected to multi-axis alternating load axle loading at a typical operating angle, and a multi-axis alternating single simulation can be performed to obtain a single cycle stress of the target point of the wheel under the multi-axis alternating load. The typical operating angle can be set according to the spoke shape and actual needs, for example: 0 degrees, 90 degrees, 180 degrees, etc. of the wheel. This embodiment of the application is not limited to this.

[0106] It should be understood that multi-axis alternating simulation can more accurately simulate the complex loads that the wheel is subjected to under actual working conditions, thereby obtaining a more realistic stress distribution and improving the accuracy of the stress at the target point.

[0107] In some embodiments, the material behavior of the wheel can be assumed to be in an isotropically hardened elastic-plastic state, subject to the bilinear isotropic hardening rule. Therefore, based on the bilinear isotropic hardening model, the stress σ is determined by the following expression (1):

[0108]

[0109] Where E represents the elastic modulus of the wheel material, which describes the proportional relationship between stress and strain in the elastic range of the material. When the strain ε is less than or equal to the elastic strain ε0, the material is in an elastic state, and the stress and strain are linearly related. T It represents the work hardening rate, which indicates the rate of increase in the material's ability to resist further deformation during plastic deformation. ε is the effective strain of the wheel material. ε0 is the elastic strain of the wheel material. Y0 is the yield limit of the wheel material. When the strain exceeds ε0, the material enters the plastic state. At this time, the stress is the yield limit Y0 plus the hardened part E T (ε-ε0) composition.

[0110] The plasticity and strain amplitude of the wheel material and the corresponding fatigue life are realized in the strain fatigue test. The constituent model of strain fatigue can be expressed by the Masson Coffn equation, and its expression (2) is as follows:

[0111]

[0112] Among them, Δε t Represents the total strain amplitude. σ′ f It represents the fatigue strength coefficient, which reflects the fatigue strength characteristics of the material. b represents the fatigue strength index. ε′ f represents the fatigue ductility coefficient. c represents the fatigue ductility index. N f It represents fatigue life, that is, the number of cycles that a material can withstand before fatigue failure.

[0113] The time history of transient normal strain is obtained by applying the Neuber rule. The expression (3) of the Neuber rule is as follows:

[0114]

[0115] Among them, Δσ C and Δε C They correspond to the local stress and strain range values ​​that form the hysteresis loop in the finite element C. Δσ B and Δε B are the local stress and strain range values ​​of the corresponding hysteresis loop in finite element A. The hysteresis loop reflects the stress-strain relationship of the material during cyclic loading, and the local stress and strain range values ​​are parameters that describe specific parts of the hysteresis loop. K f Represents the fatigue notch factor.

[0116] Fatigue notch factor K of finite element A relative to finite element C f Determine based on the following expression (4):

[0117]

[0118] Among them, A A and A C They are the normal Y strain history amplitudes of finite element A and element C, respectively. The amplitudes are obtained by establishing a finite element model and simulating working conditions such as quickly passing through a deep pit or crushing a hard object.

[0119] Combined with road tests, the fatigue test cycle and failure location are predicted by the calculated stress-strain history to determine the dangerous area. The strain in the critical (dangerous) area of ​​the wheel structure is determined to predict the fatigue life of the wheel. When calculating the allowable cyclic stress and fatigue life, the Smith-Watson-Topper equation is used to process the average stress, and its expression (5) is as follows:

[0120]

[0121] Among them, σ ar Represents a parameter related to the mean stress. max Represents the maximum stress. a Represents the stress amplitude.

[0122] The multi-axial fatigue life of the wheel is predicted through multi-axial fatigue damage analysis. The local stress-strain hysteresis loop formed by the strain of the finite element unit in the critical (dangerous) area is used to take the strain of the unit with a close linear relationship, establish the stress-strain response, and establish the local stress range, strain range, and fatigue notch coefficient of the hysteresis loop.

[0123] The Brown-Miller multiaxial fatigue damage model assumes that fatigue crack initiation occurs on the plane of maximum shear strain amplitude. The orientation of the plane of maximum shear strain amplitude, i.e., the location of the critical plane, is determined to modify the critical plane method of Brown and Miller to predict multiaxial fatigue life under in-phase and out-of-phase loading conditions. The components of the correction parameters include the maximum shear strain amplitude and the maximum normal stress on the plane of maximum shear strain amplitude, so that the additional cyclic hardening generated during out-of-phase loading is included in the normal stress term.

[0124] After finite element stress analysis, the critical locations of the structure are determined and the ε of the critical nodes are extracted from the strain history. x , ε x , γ xy Calculate the shear strain γ at an angle θ with the OX axis θ and normal strain ε θ . And determine the damage control parameters. Substitute the damage control parameters and material parameters into the Brown-Miller multiaxial fatigue damage model to determine the fatigue life.

[0125] The fatigue failure criterion with equivalent stress as vector is usually called the critical plane method. As shown in the Brown-Miller criterion, the fatigue damage process is defined by a critical material plane, on which a certain damage parameter reaches its maximum value in a given loading history. In the critical plane method, fatigue damage events are usually represented by a parametric stress-strain function containing normal strain and shear strain components. The expression (6) of the Brown-Miller multiaxial fatigue damage model is as follows:

[0126]

[0127] Where C1 and C2 represent material coefficients. max Represents the shear strain amplitude. Δε n Represents the normal strain amplitude. σ′ f represents the fatigue strength coefficient. b represents the fatigue strength index. ε′ f represents the fatigue ductility coefficient. c represents the fatigue ductility index.

[0128] The load that causes cracking of the inner edge of the aluminum wheel is determined based on the maximum shear strain change amplitude combined with the unit force calibrated strain value, and the crack prediction is carried out using Neuber's method.

[0129] In some embodiments, the load spectrum of the wheel is collected under actual vehicle conditions, typical damage condition points in road test conditions are identified, and accurate wheel pre-damage collection is performed on the identified typical condition points to obtain the damage value of the actual wheel collection point. A full structural size model of the tire-wheel is established, and the transient vertical load acting on the wheel under the operating condition is determined in combination with the vehicle dynamics model. Through simulation analysis, the damage value of the cracking point corresponding to the collection point is obtained. On the test bench, the situation of cracks on the wheel when the wheel passes through a deep pit or rolls over a hard object is reproduced to obtain the impact energy corresponding to the wheel of the equivalent impact method, to guide the design of the inner wheel rim cracking method on the test bench, and to form a specification for the wheel pre-damage data processing method.

[0130] On the basis of obtaining the impact energy corresponding to the wheel of the equivalent impact method, the impact energy level of the test bar pre-damage is determined, and the stress-life correspondence of the test bar is measured based on the pre-damage target and the test bar elongation. The stress-life correspondence of the test bar with a coverage section pre-damage (such as 0%-3% damage value) is fitted, and the stress-life correspondence corresponding to the wheel biaxial fatigue analysis is determined in combination with the pre-impact damage value.

[0131] Determine the key cyclic fatigue parameters of the test bar, such as cyclic elastic modulus, fatigue notch factor and fatigue strength coefficient. Perform multi-axial fatigue damage analysis. When the wheel passes through a deep pit or rolls over a hard object, use the transient dynamic analysis of the key (dangerous) area. On the local stress-strain hysteresis loop formed by the finite element strain in the dangerous area of ​​the wheel, take the strain of the unit close to the linear relationship, establish the stress-strain response mapping relationship, establish the local stress range and strain range of the hysteresis loop, and combine the load spectrum and the stress-life correspondence of the pre-destruction degree specimen to perform the wheel biaxial fatigue life analysis.

[0132] Figure 3 is a flow chart of another wheel fatigue life analysis method according to an exemplary embodiment. Figure 3As shown, the process includes the following steps:

[0133] The wheel strain and six-component force are collected under actual vehicle working conditions, the measurement points of typical damage conditions in road test conditions are identified, precise wheel damage is collected, and the damage value of the actual collection point is obtained.

[0134] Through simulation analysis of the full-structure tire assembly under actual vehicle working conditions, the damage value of the cracking point when the corresponding damage value is collected is obtained, and the method of equivalent bench radial impact when the bench test corresponds to the damage value of the cracking point and the corresponding impact energy are obtained.

[0135] Repeatedly, the material hardening stabilizes, simulates multiple cyclic impacts under actual working conditions, and stabilizes the damage value, and then the corresponding pre-damage SN curve of the test bar with the same damage value is developed (while measuring and developing SN curves covering the surrounding damage value range). Among them, the pre-damage SN curve is the corresponding relationship between the stress and fatigue life of the above-mentioned wheel at different damage orders.

[0136] The deviation diagrams of SN curves with different orders of pre-damage are obtained, and the multi-axis alternating fatigue load spectrum is developed by combining the six-component force extraction of typical working conditions of real vehicles.

[0137] Select the fatigue material properties corresponding to the SN curve offset value, multi-axis alternating load loading at typical working angles, and multi-axis alternating single simulation.

[0138] Alternatively, simulation analysis of the actual vehicle operating conditions with a full-structure tire assembly, a wheel assembly with a full-structure tire, and multi-axis alternating load axle loading at typical operating angles.

[0139] The single cycle stress under multi-axial alternating load is analyzed according to the cycle requirements of each section of the alternating load spectrum to obtain the biaxial fatigue life of the wheel.

[0140] Figure 4 is a schematic diagram showing a wheel inner rim road spectrum collection point and a cracking point according to an exemplary embodiment. Figure 4 As shown, 401 is the actual collection point of the wheel rim road spectrum, and 402 is the cracking point of the wheel rim road spectrum.

[0141] Figure 5 is a flow chart of a method for simulating a wheel with a full-structure tire according to an exemplary embodiment. Figure 5 As shown, the process mainly includes: fatigue characteristics analysis of the inner edge of aluminum wheels for new energy vehicles, wheel-tire finite element model, wheel material specimen characteristics test, aluminum wheel inner edge cracking mechanism and fatigue life prediction.

[0142] The wheel-tire finite element model and wheel material specimen property test are based on the fatigue property analysis of the inner edge of the aluminum wheel of new energy vehicles. The cracking mechanism and fatigue life prediction of the inner edge of the aluminum wheel are based on the wheel-tire finite element model. The cracking mechanism and fatigue life prediction of the inner edge of the aluminum wheel can verify the fatigue property analysis of the inner edge of the aluminum wheel of new energy vehicles. The wheel material specimen property test can calibrate the Neuber's method crack prediction in the cracking mechanism and fatigue life prediction of the inner edge of the aluminum wheel.

[0143] The fatigue characteristics analysis of the inner edge of aluminum wheels for new energy vehicles includes: factors affecting the generation and expansion of cracks, failure modes, and fatigue mechanism analysis of the inner edge of wheels. Factors affecting the generation and expansion of cracks include: material type, loading direction, and loading amplitude. Failure modes include: crack growth rate, crack growth direction, and fatigue life. The fatigue mechanism analysis of the inner edge includes: the maximum shear plane is perpendicular to the crack formation direction, and the tensile normal stress opens cracks and fractures. The failure mode is combined with the crack shape to analyze the fatigue mechanism of the inner edge of the wheel.

[0144] The wheel-tire finite element model includes: transient dynamics simulation, road test results, stress-strain relationship, and prediction of fatigue test cycles and failure locations.

[0145] Wheel material specimen property tests include: tensile testing machine, determination of cyclic elastic modulus, cyclic strength coefficient, cyclic strain hardening coefficient, fatigue strength coefficient and fatigue ductility index. Calibration of unit load-strain relationship.

[0146] The cracking mechanism and fatigue life prediction of the inner edge of aluminum wheels include: fatigue life prediction, multi-axial fatigue damage analysis, Neuber's method crack prediction, and determination of the load that causes the cracking of the inner edge of aluminum wheels.

[0147] Fatigue life prediction includes: identification of critical (dangerous) areas of the wheel and their strains, Smith-Watson-Topper equation for treatment of mean stresses, modification of Brown and Miller's critical plane method, multiaxial fatigue life under in-phase and out-of-phase loading conditions, allowable cyclic stress and fatigue life.

[0148] Multi-axis fatigue damage analysis includes: local stress-strain loop, establishment of stress-strain response, local stress range, strain range and fatigue notch coefficient of hysteresis loop.

[0149] According to the above technical means, the fatigue life of the wheel at the target point is determined by the damage value and stress of the target point, thereby improving the accuracy of the fatigue life of the wheel. In this way, the fatigue life of the wheel at the target point can be applied to the structural design of the wheel to improve the service life of the wheel and improve the safety of the vehicle. In addition, based on the fatigue life of the wheel at the target point, the load-bearing capacity of the wheel in actual operation can be evaluated, so that the wheel can be designed according to the fatigue life of the target point to avoid rim cracks in the vehicle wheel.

[0150] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the stress-life relationship determination device of the wheel, the wheel fatigue life analysis device or the vehicle includes hardware structures and / or software modules corresponding to the execution of each function. It should be easily appreciated by those skilled in the art that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0151] The embodiments of the present application may, according to the above method, exemplarily divide the functional modules of the wheel stress-life relationship determination device, the wheel fatigue life analysis device or the vehicle. For example, the wheel stress-life relationship determination device, the wheel fatigue life analysis device or the vehicle may include various functional modules corresponding to the various functional divisions, or two or more functions may be integrated into one processing module. The above integrated modules may be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiments of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0152] Figure 6 A block diagram of a device for determining a stress-life relationship of a wheel according to an exemplary embodiment. Figure 6 The stress-life relationship determination device 600 of the wheel includes: a first acquisition module 601 and a first determination module 602; the first acquisition module 601 is used to obtain damage values ​​at multiple points of the wheel; the damage values ​​at multiple points are higher than the preset damage values; the damage values ​​are used to characterize the degree of damage of the wheel at the points under different stress conditions; the first determination module 602 is used to perform simulation analysis on the full-structure wheel tire assembly simulation model based on the damage values ​​at multiple points, and determine the corresponding relationship between the stress and fatigue life of the wheel under different damage orders.

[0153] In one possible implementation, the first determination module 602 is specifically used to respectively determine the impact energy corresponding to the damage values ​​at multiple points; based on the impact energy corresponding to the damage values ​​at multiple points, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0154] In another possible implementation, the first determination module 602 is specifically used to determine the material hardening stability point of the wheel based on the impact energy corresponding to the damage values ​​at multiple points; based on the material hardening stability point, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

[0155] In another possible implementation, the first determination module 602 is specifically used to perform cyclic impact on the full-structure wheel and tire assembly simulation model according to the material hardening stability point to obtain damage values ​​of different damage orders at multiple points; based on the damage values ​​of different damage orders at multiple points, determine the corresponding relationship between stress and fatigue life of the wheel at different damage orders.

[0156] According to the above technical means, the full-structure wheel and tire assembly simulation model is simulated and analyzed through the damage values ​​at multiple points of the wheel, and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders is determined, and the corresponding relationship between the stress and fatigue life of the wheel under different pre-damage conditions is determined. Therefore, the corresponding relationship between the stress and fatigue life of the wheel at different damage orders can adapt to the fatigue life analysis of the wheel under various working conditions, accurately determine the fatigue life of the wheel, and improve the accuracy of the fatigue life analysis of the wheel.

[0157] Figure 7 is a block diagram of a wheel fatigue life analysis device according to an exemplary embodiment. Figure 7 The wheel fatigue life analysis device 700 includes: a second acquisition module 701 and a second determination module 702; the second acquisition module 701 is used to obtain the current point damage value of the target point of the wheel; the second determination module 702 is used to determine the corresponding relationship between the stress corresponding to the target point and the fatigue life based on the point damage value and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders; the second determination module 702 is also used to determine the stress of the target point; the second determination module 702 is also used to determine the fatigue life of the wheel at the target point based on the stress of the target point and the corresponding relationship between the stress corresponding to the target point and the fatigue life.

[0158] In a possible implementation, the second acquisition module 701 is specifically used to obtain the strain and six-component force of the wheel under the current working condition; based on the strain and the six-component force, determine the target point of the wheel, and collect the point damage value of the target point.

[0159] In another possible implementation, the second determination module 702 is specifically configured to perform a multi-axis alternating simulation on a target point based on a multi-axis alternating fatigue load spectrum of the wheel to obtain the stress of the target point.

[0160] According to the above technical means, the corresponding relationship between the stress and fatigue life corresponding to the target point is determined through the damage value of the target point, so as to determine the fatigue life of the wheel at the target point, and improve the accuracy of the fatigue life of the wheel. In order to apply the fatigue life of the wheel at the target point to the structural design of the wheel, the service life of the wheel is increased to improve the safety of the vehicle. In addition, based on the fatigue life of the wheel at the target point, the load-bearing capacity of the wheel in actual operation can be evaluated, so that the wheel can be designed according to the fatigue life of the target point to avoid the occurrence of rim cracks in the vehicle wheel.

[0161] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0162] Figure 8 FIG. 1 is a block diagram of a vehicle according to an exemplary embodiment. Figure 8 As shown, vehicle 800 includes, but is not limited to, a processor 801 and a memory 802 .

[0163] The memory 802 is used to store executable instructions of the processor 801. It is understandable that the processor 801 is configured to execute instructions to implement the stress-life relationship determination method and wheel fatigue life analysis method in the above embodiments.

[0164] It should be noted that those skilled in the art can understand that Figure 8 The vehicle structure shown in the figure does not constitute a limitation on the vehicle, and the vehicle may include Figure 8 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0165] The processor 801 is the control center of the vehicle, which uses various interfaces and lines to connect various parts of the entire vehicle, and executes various functions of the vehicle and processes data by running or executing software programs and / or modules stored in the memory 802, and calling data stored in the memory 802, so as to monitor the vehicle as a whole. The processor 801 may include one or more processing units. Optionally, the processor 801 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 801.

[0166] The memory 802 may be used to store software programs and various data. The memory 802 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required by at least one functional module (such as a determination unit, a processing unit, etc.), etc. In addition, the memory 802 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0167] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 802 including instructions, and the above instructions can be executed by a processor 801 of a vehicle 800 to implement the stress-life relationship determination method and wheel fatigue life analysis method in the above embodiments.

[0168] In actual implementation, Figure 6 The first acquisition module 601, the first determination module 602 and Figure 7 The functions of the second acquisition module 701 and the second determination module 702 in Figure 8 The processor 801 in the embodiment calls the computer program stored in the memory 802. The specific execution process can refer to the description of the method part in the above embodiment, which will not be repeated here.

[0169] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0170] In an exemplary embodiment, the present application also provides a computer program product comprising one or more instructions, which can be executed by the vehicle's processor 801 to complete the wheel stress-life relationship determination method and wheel fatigue life analysis method in the above-mentioned embodiment.

[0171] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the vehicle's processor, the various processes of the above-mentioned method embodiment are implemented, and the same technical effect as the above-mentioned method can be achieved. To avoid repetition, they will not be repeated here.

[0172] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0173] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0174] The units described as separate components may or may not be physically separated, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0175] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0176] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or the full classification part or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium, including a number of instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute the full classification part or part of the steps of each embodiment method of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, ROM, RAM, disk or CD and other media that can store program code.

[0177] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for determining the stress-life relationship of a wheel, characterized in that: The method comprises: Acquiring damage values ​​at multiple points of the wheel; the damage values ​​at the multiple points are higher than preset damage values; the damage values ​​are used to characterize the degree of damage of the wheel at the points under different stress conditions; Based on the damage values ​​at the multiple points, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

2. The method according to claim 1, characterized in that The method of performing simulation analysis on the full-structure wheel and tire assembly simulation model based on the damage values ​​at the multiple points to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders includes: Determining the impact energies corresponding to the damage values ​​at the plurality of points respectively; Based on the impact energy corresponding to the damage values ​​at the multiple points, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

3. The method according to claim 2, characterized in that The simulation analysis of the full-structure wheel and tire assembly simulation model is performed based on the impact energy corresponding to the damage values ​​at the multiple points to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders, including: Determining a material hardening stability point of the wheel based on impact energies corresponding to the damage values ​​at the plurality of points; Based on the material hardening stability point, a simulation analysis is performed on the full-structure wheel and tire assembly simulation model to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

4. The method according to claim 3, characterized in that: The method of performing simulation analysis on the full-structure wheel and tire assembly simulation model based on the material hardening stability point to determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders includes: According to the material hardening stability point, cyclically impacting the full-structure wheel and tire assembly simulation model to obtain damage values ​​of different damage orders at the multiple points; Based on the damage values ​​of different damage orders at the multiple points, the corresponding relationship between the stress and fatigue life of the wheel at different damage orders is determined.

5. A wheel fatigue life analysis method, characterized in that: The method comprises: Get the current point damage value of the target point of the wheel; Determine the corresponding relationship between the stress and fatigue life corresponding to the target point based on the point damage value and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders; Determining the stress at the target point; Based on the stress at the target point and the corresponding relationship between the stress corresponding to the target point and the fatigue life, the fatigue life of the wheel at the target point is determined.

6. The method according to claim 5, characterized in that The step of obtaining the current damage value of the target point of the wheel includes: Obtaining the strain and six-component force of the wheel under the current working condition; Based on the strain and the six-component force, a target point of the wheel is determined, and a point damage value of the target point is collected.

7. The method according to claim 5 or 6, characterized in that: Determining the stress of the target point includes: Based on the multi-axis alternating fatigue load spectrum of the wheel, a multi-axis alternating simulation is performed on the target point to obtain the stress of the target point.

8. A device for determining the stress-life relationship of a wheel, characterized in that: The device comprises: a first acquisition module and a first determination module; The first acquisition module is used to acquire damage values ​​at multiple points of the wheel; the damage values ​​at the multiple points are higher than the preset damage values; the damage values ​​are used to characterize the degree of damage of the wheel at the points under different stress conditions; The first determination module is used to perform simulation analysis on the full-structure wheel and tire assembly simulation model based on the damage values ​​at the multiple points, and determine the corresponding relationship between the stress and fatigue life of the wheel at different damage orders.

9. A wheel fatigue life analysis device, characterized in that: The device comprises: a second acquisition module and a second determination module; The second acquisition module is used to acquire the current point damage value of the target point of the wheel; The second determination module is used to determine the corresponding relationship between the stress and fatigue life corresponding to the target point based on the point damage value and the corresponding relationship between the stress and fatigue life of the wheel at different damage orders; The second determination module is further used to determine the stress of the target point; The second determination module is further used to determine the fatigue life of the wheel at the target point based on the stress at the target point and the corresponding relationship between the stress and fatigue life corresponding to the target point.

10. A vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the method according to any one of claims 1 to 4, or the method according to any one of claims 5 to 7.

11. A computer-readable storage medium, characterized in that: When the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of a vehicle, the vehicle is capable of performing the method of any one of claims 1 to 4, or the method of any one of claims 5 to 7.

12. A computer program product, characterized in that The computer program product comprises computer instructions, which, when executed on a vehicle, cause the vehicle to perform the method according to any one of claims 1 to 4 or the method according to any one of claims 5 to 7.

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