Construction method and device of wheel assembly simulation model and electronic equipment

Abstract

The invention relates to a construction method and device of a wheel assembly simulation model and electronic equipment, and relates to the technical field of electric digital data processing, and the method comprises the steps: obtaining a tire simulation model and a wheel hub simulation model corresponding to a wheel assembly; based on a constraint relationship, integrating the tire simulation model and the wheel hub simulation model to obtain an initial wheel assembly simulation model, the constraint relationship being a constraint relationship between a tire and a wheel hub in the wheel assembly; based on the temperature load and the first temperature expansion coefficient, the assembly pre-tightening force between the wheel hub and the tire is determined; the first temperature expansion coefficient is the temperature expansion coefficient of a metal material in the tire; and determining a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly pre-tightening force. Therefore, the precision of wheel simulation can be improved.

Description

Technical Field

[0001] This application relates to the technical field of electrical digital data processing, especially the technical field of simulation technology. Specifically, it relates to a method, device and electronic device for constructing a simulation model of a wheel assembly. Background Art

[0002] New energy vehicles have significant characteristics such as heavy curb weight, large rigidity of the drive-end suspension, low tire aspect ratio, and large acceleration torque. This makes their operating conditions more severe than those of traditional fuel vehicles. Under complex road conditions and frequent acceleration and deceleration, the tires bear greater loads and impact forces, and the wear and stress conditions are complex.

[0003] However, currently, most related technologies follow the design experience and evaluation criteria of traditional fuel vehicles. Due to the obvious differences in power systems, curb weights, etc. between the two, traditional standards are difficult to adapt to new energy vehicles, resulting in designs that cannot meet actual usage requirements. For example, problems such as rapid tire wear and insufficient grip may occur, affecting the safety and reliability of the vehicle.

[0004] Under this background, it is particularly urgent and important to carry out research on simulation methods for new energy vehicles. Summary of the Invention

[0005] This application provides a method, device and electronic device for constructing a simulation model of a wheel assembly to at least solve the technical problem in related technologies that it is difficult to simulate new energy vehicles. The technical solutions of this application are as follows: According to the first aspect provided by this application, a method for constructing a simulation model of a wheel assembly is provided, including: obtaining a tire simulation model and a wheel hub simulation model corresponding to the wheel assembly; integrating the tire simulation model and the wheel hub simulation model based on a constraint relationship, where the constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly; determining the assembly pre-tightening force between the wheel hub and the tire based on a temperature load and a first coefficient of thermal expansion; the first coefficient of thermal expansion is the coefficient of thermal expansion of the metal material in the tire; determining a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly pre-tightening force.

[0006] Based on the above technical means, this application can construct a simulation model of a wheel assembly by integrating the tire and hub models, avoiding problems such as mechanical transmission distortion and incomplete boundary conditions caused by simulation analysis methods without tires or with simplified tires in related technologies. Moreover, by introducing temperature load pre-tightening force analysis to construct the simulation model of the wheel assembly, it can avoid problems such as the lack of thermal-mechanical coupling effect and simplified assembly constraints in related technologies, resulting in simulation prediction distortion. Therefore, this application improves the simulation accuracy and reliability of the wheel.

[0007] In one possible way, to determine the assembly pre-tightening force between the wheel hub and the tire based on the temperature load and the first coefficient of thermal expansion, the method includes: setting the coefficient of thermal expansion of the tire in the initial wheel assembly simulation model to the first coefficient of thermal expansion; applying the temperature load to the initial wheel assembly simulation model to determine the assembly pre-tightening force generated by the temperature change.

[0008] According to the above technical means, in this application, the coefficient of thermal expansion of the tire can be input into the simulation model as an independent parameter (the first coefficient of thermal expansion), and the temperature load is applied to dynamically calculate the assembly pre-tightening force, simulating the pre-tightening force on the wheel after the actual tire assembly, so that the wheel generates the pre-tightening force. Therefore, the simulation accuracy and reliability of the wheel in this application are improved.

[0009] In one possible way, before applying the temperature load to the initial wheel assembly simulation model to determine the assembly pre-tightening force generated by the temperature change, the method further includes: setting the air pressure in the fluid cavity of the initial wheel assembly simulation model to the target air pressure.

[0010] According to the above technical means, in this application, by setting the air pressure in the fluid cavity of the initial wheel assembly simulation model to the target air pressure, the simulation environment can be made more in line with the actual situation, improving the simulation accuracy and reliability.

[0011] In one possible way, the constraint relationship at least includes a first sub-constraint and a second sub-constraint; the first sub-constraint is used to characterize the frictional contact constraint between the tire and the wheel hub; the second sub-constraint is used to characterize the constraint on the fluid cavity between the tire and the wheel hub.

[0012] According to the above technical means, in this application, the constraint relationship simplifies the tire mounting simulation process, shortens the meaningless tire mounting process in the related art, and improves the simulation efficiency while ensuring the simulation accuracy.

[0013] In one possible way, the tire simulation model is obtained through the following steps: based on the cross-sectional profile data and the reinforcing layer distribution data of the tire, constructing the cross-sectional structure grid of the tire; setting the tire material parameters and the reinforcing layer parameters in the cross-sectional structure grid; the reinforcing layer parameters include the material, laying direction, density and boundary conditions of the reinforcing layer; the boundary conditions include at least one of the following: fixing the tire bead, inner tread pressure; based on the cross-sectional structure grid, constructing the initial tire simulation model; setting the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model.

[0014] According to the above technical means, the present application can accurately restore the geometric features of the tire (such as tread pattern, sidewall curvature, bead shape) based on the cross-sectional profile data, avoiding the errors caused by traditional simplified models. In addition, by inputting the mechanical properties of materials such as rubber and cord (such as hyperelasticity, viscoelasticity), the influence of different formulations of materials on tire performance (such as grip, wear resistance) can be simulated, and the stiffness distribution of the tire can be optimized by controlling the laying angle and density of the reinforcement layer, and the stress concentration problem in the bead area can be analyzed by simulating the assembly constraints between the tire and the wheel hub.

[0015] In a possible way, before setting the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model, the method further includes: performing multi-order modal simulation on the initial tire simulation model to obtain modal simulation results; optimizing the tire material parameters and / or structural parameters of the initial tire simulation model based on the comparison between the modal simulation results and the measured modal data of the tire; the measured modal data includes at least one of the following: natural frequency, vibration mode, and damping.

[0016] According to the above technical means, the present application can In a possible way, the method further includes: performing radial stiffness simulation on the tire simulation model to obtain radial stiffness simulation results; optimizing the tire material parameters and / or structural parameters of the tire simulation model based on the comparison between the radial stiffness simulation results and the measured radial stiffness of the tire.

[0017] According to the above technical means, the present application can add multi-order modal simulation and parameter optimization steps before constructing the tire simulation model, significantly improving the reliability and prediction accuracy of the model.

[0018] In a possible way, pre-inflation analysis is performed on the cross-sectional structure grid to optimize the tire material parameters and / or reinforcement layer parameters in the cross-sectional structure grid based on the analysis results.

[0019] According to the above technical means, the present application can perform pre-inflation analysis on the cross-sectional structure grid and optimize the material parameters and reinforcement layer parameters based on the results, correcting the geometric deviations caused by material nonlinearity (such as rubber hyperelasticity) or structural stiffness (such as model size), and improving the reliability and prediction accuracy of the model.

[0020] In a possible way, the wheel hub simulation model is obtained by the following method: dividing the wheel hub into second-order tetrahedral element grids to obtain a wheel hub grid model; setting the material parameters of the wheel hub in the wheel hub grid model to obtain the wheel hub simulation model.

[0021] According to the above technical means, the present application can achieve the simulation of the wheel hub through the high-precision discretization of the second-order tetrahedral grid and the accurate calibration of the material parameters.

[0022] According to a second aspect provided by the present application, there is provided a device for constructing a simulation model of a wheel assembly, including: an acquisition unit, a processing unit, and a determination unit; the acquisition unit is configured to acquire a tire simulation model and a wheel hub simulation model corresponding to the wheel assembly; the processing unit is configured to integrate the tire simulation model and the wheel hub simulation model based on a constraint relationship to obtain an initial wheel assembly simulation model, and the constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly; the determination unit is configured to determine an assembly pre-tightening force between the wheel hub and the tire based on a temperature load and a first coefficient of thermal expansion; the first coefficient of thermal expansion is the coefficient of thermal expansion of the metal material in the tire; the determination unit is further configured to determine a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly pre-tightening force.

[0023] In a possible way, the determination unit is specifically configured to: set the coefficient of thermal expansion of the tire in the initial wheel assembly simulation model to the first coefficient of thermal expansion; Apply a temperature load to the initial wheel assembly simulation model to determine the assembly pre-tightening force generated by the temperature change.

[0024] In a possible way, the processing unit is further configured to set the air pressure in the fluid cavity of the initial wheel assembly simulation model to a target air pressure.

[0025] In a possible way, the acquisition unit is specifically configured to: construct a cross-sectional structure grid of the tire based on the cross-sectional contour data and the reinforcing layer distribution data of the tire; set the tire material parameters and the reinforcing layer parameters in the cross-sectional structure grid; the reinforcing layer parameters include the material, laying direction, density, and boundary conditions of the reinforcing layer; the boundary conditions include at least one of the following: fixing the tire bead, inner tread pressure; construct an initial tire simulation model based on the cross-sectional structure grid; set the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model.

[0026] In a possible way, the acquisition unit is specifically configured to: perform a multi-order modal simulation on the initial tire simulation model to obtain a modal simulation result; optimize the tire material parameters and / or the structural parameters of the initial tire simulation model based on the comparison between the modal simulation result and the measured modal data of the tire; the measured modal data includes at least one of the following: natural frequency, vibration mode, and damping.

[0027] In a possible way, the acquisition unit is specifically configured to: perform a radial stiffness simulation on the tire simulation model to obtain a radial stiffness simulation result; optimize the tire material parameters and / or the structural parameters of the tire simulation model based on the comparison between the radial stiffness simulation result and the measured radial stiffness of the tire.

[0028] In one possible way, the obtaining unit is specifically configured to: perform pre-inflation analysis on the cross-sectional structural mesh to optimize the tire material parameters and / or the reinforcing layer parameters in the cross-sectional structural mesh based on the analysis results.

[0029] In one possible way, the obtaining unit is specifically configured to: divide the wheel hub into a second-order tetrahedral element mesh to obtain a wheel hub mesh model; set the material parameters of the wheel hub in the wheel hub mesh model to obtain a wheel hub simulation model.

[0030] According to the third aspect provided by the present application, there is provided an electronic device, including: a processor; a memory for storing processor-executable instructions; wherein, the processor is configured to execute the instructions to implement the method according to the first aspect and any possible implementation manner thereof.

[0031] According to the fourth aspect provided by the present application, there is provided a computer-readable storage medium, when the instructions in the computer-readable storage medium are executed by the processor of the electronic device, enabling the electronic device to execute the method according to the first aspect and any possible implementation manner thereof.

[0032] According to the fifth aspect provided by the present application, there is provided a computer program product, the computer program product includes computer instructions, when the computer instructions run on the electronic device, enabling the electronic device to execute the method according to the first aspect and any possible implementation manner thereof.

[0033] It should be noted that the technical effects brought by any implementation manner in the second aspect to the fifth aspect can refer to the technical effects brought by the corresponding implementation manner in the first aspect, which will not be elaborated here.

[0034] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application, and do not constitute an improper limitation to the present application.

[0036] Figure 1 is a flowchart of a method for constructing a wheel assembly simulation model shown according to an exemplary embodiment; Figure 2 is a schematic diagram of measuring the radial stiffness of a tire shown according to an exemplary embodiment; Figure 3 is a schematic diagram of a cross-sectional structural mesh of a tire shown according to an exemplary embodiment; Figure 4It is a schematic diagram showing the distribution of the deformation amount of a pre-inflated rear tire tread according to an exemplary embodiment; Figure 5 It is a schematic diagram of a 3D cross-sectional structure grid according to an exemplary embodiment; Figure 6 It is a schematic diagram showing the natural frequency distribution of an initial tire simulation model after multi-order modal simulation according to an exemplary embodiment; Figure 7 It is a schematic diagram of the vertical displacement amount of a tire simulation model after radial stiffness simulation according to an exemplary embodiment; Figure 8 It is a schematic diagram showing the distribution of the assembly pre-tightening force at different parts of a tire according to an exemplary embodiment; Figure 9 It is a schematic diagram of the construction process of a wheel assembly simulation model according to an exemplary embodiment; Figure 10 It is a block diagram of a device for constructing a wheel assembly simulation model according to an exemplary embodiment; Figure 11 It is a block diagram of an electronic device according to an exemplary embodiment. Detailed implementation manners

[0037] In order to enable those of ordinary skill in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0038] It should be noted that the terms "first", "second", etc. in the description and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The implementation manners described in the following exemplary embodiments do not represent all implementation manners 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 appended claims.

[0039] The method for constructing a simulation model of a wheel assembly provided by an embodiment of the present application can be applied to the wheel assembly of a vehicle. A vehicle can also be referred to as a transportation vehicle (vehicle), a mobile carrier, an electric vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell vehicle (FCV), an autonomous vehicle, an intelligent and connected vehicle (ICV), a driverless vehicle, etc.

[0040] In an embodiment of the present application, the vehicle can be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, a fire truck, a police car, etc.), a driverless taxi, an intelligent and connected bus, an autonomous logistics vehicle, an electric truck, etc. In addition, this method is also applicable to various special vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, port vehicles, etc. The present application does not make specific restrictions on this.

[0041] Among them, the wheel assembly of the vehicle can include a tire and a wheel hub. The tire can include a tread, a reinforcing layer, an inner rubber layer, etc. The wheel hub can include a rim, spokes, a mounting flange, etc.

[0042] The tread of the tire is made of a high-grip rubber composite material, engraved with directional grooves and tread blocks for drainage, noise reduction, and improving lateral grip.

[0043] The reinforcing layer, i.e., the ply layer, is composed of multiple layers of high-strength cords (such as steel wires, polyester fibers, aramid fibers) woven crosswise to form the tire skeleton, which bears the radial load and transmits the driving force.

[0044] The inner rubber layer, i.e., the inner liner, is a key component in the tire structure to ensure airtightness and durability.

[0045] The rim can be combined with the tire, and a J-type or deep groove profile (such as a 5° taper angle) is used to ensure sealing.

[0046] The spokes are the supporting structure of the wheel hub, achieving a balance between lightweight and mechanical properties through topological optimization, and common multi-spoke, Y-type or spun-forming designs.

[0047] The mounting flange can be connected to the brake disc and the bearing assembly to ensure the structural rigidity under dynamic loads.

[0048] For ease of understanding, the technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments.

[0049] As Figure 1 shown, Figure 1 The method for constructing the simulation model of the wheel assembly in

[0050] S101. Obtain the tire simulation model and the wheel hub simulation model corresponding to the wheel assembly.

[0051] In a possible implementation manner, between obtaining the tire simulation model and the wheel hub simulation model corresponding to the wheel assembly, the constructing device can obtain the relevant data of the tire and the wheel hub.

[0052] Among them, the relevant data of the tire and the wheel hub may include: (1) When the tire is assembled on the wheel hub, the contour data of the tire, the internal rubber layer distribution data, the reinforcing layer distribution data, and the density data.

[0053] (2) The hyperelastic material parameters of various rubber surfaces of the tire, and the elastic material parameters of the reinforcing layer.

[0054] (3) The elastoplastic material parameters of the wheel.

[0055] (4) The interference fit amount between the tire and the wheel hub.

[0056] (5) The measured modal data and the radial stiffness data of the tire.

[0057] Optionally, the contour data of the tire, the internal rubber layer distribution data, the reinforcing layer distribution data, and the density data may be obtained by performing three-dimensional (3D) scanning on the cross-sectional contour of the tire and the wheel hub, or may be provided by the tire supplier. The present application does not make specific limitations in this regard.

[0058] In a possible implementation manner, the measured modal data may include at least one of the following: natural frequency, vibration mode, and damping. The radial stiffness data is a key mechanical property parameter for measuring the resistance of the tire to deformation when loaded in the vertical direction (radial direction) (for example, after inflating the tire to a specified tire pressure such as a preset pressure, placing the tire perpendicular to the ground, and gradually loading from 0% to 120% according to a preset load, recording the vertical displacement amount of the tire in the direction perpendicular to the ground during this process).

[0059] Exemplarily, asFigure 2 As shown Figure 2 The actual measurement of the radial stiffness of the tire in Figure 2 mainly consists of a mechanical loading part and a test control part. The mechanical loading part includes a platform for placing the tire and a loading mechanism above. The loading mechanism is connected to an external device through a connecting wire and is used to apply a vertically downward force. The test control part is a console with a display screen and operation buttons. The display screen is used to display test data and relevant information, and the operation buttons are used to control the test process.

[0060] Optionally, the preset pressure can be set according to actual needs. For example, the preset pressure can be 250 kilopascals (kPa), or it can be 220 kPa. This application does not make specific restrictions on this.

[0061] Optionally, the preset load can be set according to actual needs. For example, the preset load can be 500 kilograms, or it can be 800 kilograms. This application does not make specific restrictions on this.

[0062] The tire simulation model in this application is obtained through the following methods: In a possible implementation manner, the construction device can construct a cross-sectional structure grid of the tire based on the cross-sectional profile data and the reinforcing layer distribution data of the tire.

[0063] Specifically, the construction device can generate a two-dimensional (2D) distribution map of the cross-sectional layer based on the cross-sectional profile data of the tire. The construction device can perform 2D mesh division on the 2D distribution map of the cross-sectional layer and perform one-dimensional (1D) mesh division on the reinforcing layer therein to obtain the cross-sectional structure grid of the tire. Exemplarily, the cross-sectional structure grid of the tire can be as shown in Figure 3 As shown

[0064] In a possible implementation manner, the construction device can set the tire material parameters and the reinforcing layer parameters in the cross-sectional structure grid.

[0065] Among them, the reinforcing layer parameters include the material, laying direction, density, and boundary conditions of the reinforcing layer. The boundary conditions can include at least one of the following: fixing the tire bead and the inner tread pressure.

[0066] It should be noted that before setting the laying direction, density, and boundary conditions of the reinforcing layer, the construction device can set the cross-sectional structure grid of the tire as an axisymmetric model, so as to reduce the time for setting the laying direction, density, and boundary conditions of the reinforcing layer.

[0067] In a possible implementation manner, the construction device can perform pre-inflation analysis on the cross-sectional structure grid to optimize the tire material parameters and / or the reinforcing layer parameters in the cross-sectional structure grid through the analysis results.

[0068] Among them, the analysis results may include the deformation amount of the tire tread, the stress distribution of the tire, etc.

[0069] Specifically, the construction device can determine the deformation amount of the tire tread and the stress distribution of the tire through pre-inflation analysis. When the deformation amount of the tire tread and the stress distribution meet the preset conditions, the construction device can optimize the tire material parameters and / or the reinforcing layer parameters in the cross-sectional structure grid, so that the tire material parameters and / or the reinforcing layer parameters in the cross-sectional structure grid are more in line with the actual parameters.

[0070] Exemplarily, the preset conditions may include that the deformation amount of the tire tread is greater than 2 mm, the stress distribution is uneven, etc. The present application does not make specific limitations on this.

[0071] Exemplarily, as Figure 4 shown, Figure 4 The deformation amount of each part of the tire tread after inflation is shown by the color difference, and the unit is mm. Among them, Figure 4 the maximum deformation amount of the tire tread in [the figure] is 1.336e+00, that is, 1.336 mm.

[0072] In a possible implementation manner, when the deformation amount of the tire tread and the stress distribution do not meet the preset conditions, the construction device can build an initial tire simulation model based on the cross-sectional structure grid.

[0073] Exemplarily, the construction device can convert the 2D cross-sectional structure grid into a 3D cross-sectional structure grid through the "SYMMETRIC MODEL GENERATION" function command in the simulation software, that is, convert the 2D cross-sectional structure grid into an initial tire simulation of the 3D cross-sectional structure grid. The 3D cross-sectional structure grid is as Figure 5 shown.

[0074] In a possible implementation manner, the construction device can set the fluid cavity environment in the initial tire simulation model to obtain a tire simulation model.

[0075] Among them, the fluid cavity environment is a virtual space used in tire simulation modeling to simulate the dynamic interaction between the gas or liquid medium (such as air, nitrogen, water, etc.) inside the tire and the tire structure (rubber, cord fabric layer, belt layer, etc.). Its essence is to establish a two-way coupling relationship between the pressure field and the structural deformation field through numerical methods. The fluid cavity environment may include data such as the physical constants, molecular weight, and molar heat capacity of the gas inside the tire.

[0076] Specifically, the construction device can construct an initial wheel hub simulation model. The construction device can integrate the initial wheel hub simulation model and the initial tire simulation model, and set the fluid cavity environment between the initial wheel hub simulation model and the initial tire simulation model. The construction device can define a point on the initial tire simulation model as a control point (inflation / deflation point), and set an initial pressure for the control point.

[0077] In one embodiment, before setting the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model, the construction device can perform a multi-order modal simulation on the initial tire simulation model to obtain modal simulation results, and optimize the tire material parameters (such as hyperelastic C10, C20, D10, etc. parameters) and / or structural parameters (such as model size) of the initial tire simulation model based on the comparison between the modal simulation results and the measured modal data of the tire.

[0078] It can be understood that the multi-order modal simulation is a method of extracting the multi-order natural vibration characteristics of a structure in a free or constrained state through numerical calculation, and its core goal is to obtain the natural frequency, vibration mode and damping ratio of the structure.

[0079] Exemplarily, as Figure 6 shown, the maximum natural frequency of the initial tire simulation model after the multi-order modal simulation is 16.34 Hertz (Hz).

[0080] In another embodiment, the construction device can perform a radial stiffness simulation on the tire simulation model to obtain radial stiffness simulation results, and optimize the material parameters and / or structural parameters of the tire simulation model based on the comparison between the radial stiffness simulation results and the measured radial stiffness of the tire.

[0081] Optionally, the radial stiffness simulation can be an implicit loading radial stiffness simulation. The present application does not make specific limitations on this.

[0082] Exemplarily, as Figure 7 shown, Figure 7 the vertical displacement of the tire simulation model after the radial stiffness simulation is shown by color difference, with the unit of millimeters. Among them, Figure 7 the maximum vertical displacement of the tire simulation model after the radial stiffness simulation is 1.927e+01, that is, 19.27 millimeters.

[0083] In a possible implementation manner, the construction device can optimize the material parameters and / or structural parameters of the tire simulation model when the difference between the radial stiffness simulation results and the measured radial stiffness of the tire is greater than a preset threshold.

[0084] Optionally, the preset threshold can be 10% or 5%. The present application does not make specific limitations on this.

[0085] The wheel hub simulation model in this application is obtained through the following method: In a possible implementation manner, the construction device can divide the wheel hub into second-order tetrahedral element meshes to obtain a wheel hub mesh model.

[0086] Specifically, the construction device can import the geometric model of the wheel hub into the simulation model, set appropriate mesh size parameters, and generate high-quality second-order tetrahedral element meshes through calculation, thereby obtaining a wheel hub mesh model.

[0087] In a possible implementation manner, the construction device can set the material parameters of the wheel hub in the wheel hub mesh model to obtain a wheel hub simulation model.

[0088] S102. Integrate the tire simulation model and the wheel hub simulation model based on the constraint relationship to obtain an initial wheel assembly simulation model.

[0089] Among them, the constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly. The constraint relationship can at least include a first sub-constraint and a second sub-constraint. The first sub-constraint is used to represent the frictional contact constraint between the tire and the wheel hub; the second sub-constraint is used to represent the constraint on the fluid cavity between the tire and the wheel hub. The frictional contact constraint can include the frictional contact relationship and the friction coefficient between the tire and the wheel hub. The frictional contact relationship can include the contact position and contact area between the tire and the wheel hub, etc. The constraint on the fluid cavity can be used to represent the constraint on the gas or liquid medium between the tire and the wheel hub.

[0090] Optionally, the friction coefficient can be 0.1 or 0.3. This application does not make specific restrictions on this.

[0091] In a possible implementation manner, the construction device can set the initial pressure in the fluid cavity, such as 0.

[0092] S103. Determine the assembly pre-tightening force between the wheel hub and the tire based on the temperature load and the first temperature expansion coefficient.

[0093] Among them, the first temperature expansion coefficient is the temperature expansion coefficient of the metal material in the tire. The assembly pre-tightening force refers to the continuous positive pressure between the tire and the wheel hub during the assembly process of the tire and the wheel hub.

[0094] In a possible implementation manner, the construction device can set the temperature expansion coefficient of the tire in the initial wheel assembly simulation model as the first temperature expansion coefficient.

[0095] In a possible implementation manner, the construction device can apply a temperature load to the initial wheel assembly simulation model to determine the assembly pre-tightening force generated by the temperature change.

[0096] In one embodiment, the construction device can set the initial value of the temperature change and the amplitude of the temperature change in the load module of the finite element software to apply a temperature load to the initial wheel assembly simulation model, so as to obtain the assembly pre-tightening force between the wheel hub and the tire. For example, the initial temperature can be set to 20 degrees, and the temperature change amplitude is 219 degrees.

[0097] In a possible implementation manner, the amplitude of the temperature change can be determined by the volume deformation amount of the tire and the temperature expansion coefficient.

[0098] For example, the circumference of the bead of an 18-inch tire needs to be reduced by 6.3 millimeters (mm) (calculated from the interference amount), and the temperature expansion coefficient is that for every 1 degree Celsius change in temperature, the volume of the tire changes by 0.002%. For the circumference of the tire bead before shrinkage of 1436.3 mm and a reduction of 6.3 mm, that is, the volume deformation amount of the tire is 0.438%. The construction device can determine the temperature change amplitude to be 219 degrees Celsius based on the temperature expansion coefficient and the volume deformation amount of the tire.

[0099] In another possible implementation manner, before applying a temperature load to the initial wheel assembly simulation model to determine the assembly pre-tightening force generated by the temperature change, the construction device can set the air pressure in the fluid cavity in the initial wheel assembly simulation model to the target air pressure to simulate the assembly process of the tire and the wheel hub under the action of temperature change and fluid cavity pressure, and analyze the resulting assembly pre-tightening force.

[0100] Exemplarily, as Figure 8 shown, Figure 8 shows the assembly pre-tightening forces at different parts of the tire. Among them, Figure 8 the assembly pre-tightening force between the wheel hub and the tire in [figure] is 2.500e+01, that is, 25 Megapascal (Mpa).

[0101] Optionally, the target air pressure can be set according to actual needs. For example, the target air pressure can be 250 kPa or 220 kPa. This application does not make specific limitations on this.

[0102] S104. Determine the target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly pre-tightening force.

[0103] In a possible implementation manner, the construction device can set the assembly pre-tightening force in the initial wheel assembly simulation model to obtain the target wheel assembly simulation model.

[0104] Based on the above technical solutions, the present application can construct a wheel assembly simulation model by integrating tire and wheel hub models, avoiding the problems of mechanical transmission distortion and incomplete boundary conditions caused by the simulation analysis methods without tires or with simplified tires in the related art. Moreover, by introducing temperature load pre-tightening force analysis to construct the wheel assembly simulation model, the problem of simulation prediction distortion caused by the lack of thermal-mechanical coupling effect and the simplification of assembly constraints in the related art can be avoided. Therefore, the present application improves the simulation accuracy and reliability of the wheel.

[0105] In some embodiments, as Figure 9 shown, Figure 9 the construction process of the wheel assembly simulation model in

[0106] S901. Data preparation.

[0107] Among them, the prepared data includes tire data and wheel hub data.

[0108] S902. Construct a cross-sectional structure mesh of the tire based on the tire data.

[0109] S903. Perform pre-inflation analysis on the cross-sectional structure mesh of the tire, and determine whether the analysis result meets the preset conditions.

[0110] In a possible implementation manner, the preset conditions may include that the deformation amount of the tire tread is greater than 2 mm, the stress distribution is uneven, etc.

[0111] Among them, when the analysis result meets the preset conditions, execute S904; otherwise, execute S905.

[0112] S904. Optimize the tire material parameters and / or reinforcement layer parameters in the cross-sectional structure mesh.

[0113] In a possible implementation manner, after optimizing the tire material parameters and / or reinforcement layer parameters in the cross-sectional structure mesh, S903 can be executed again.

[0114] S905. Construct an initial tire simulation model based on the cross-sectional structure mesh.

[0115] S906. Perform multi-order modal simulation and radial stiffness simulation on the initial tire simulation model.

[0116] S907. Determine whether the simulation result meets the optimization conditions.

[0117] Among them, when the simulation result meets the optimization conditions, execute S908; otherwise, execute S909.

[0118] S908. Optimize the tire material parameters and / or the reinforcing layer parameters in the initial tire simulation model.

[0119] In a possible implementation, after the optimization of the tire material parameters and / or the reinforcing layer parameters in the initial tire simulation model is completed, S907 can be executed again.

[0120] S909. Based on the tire simulation model and the wheel hub simulation model, construct a target wheel assembly simulation model.

[0121] S910. Output the target wheel assembly simulation model for subsequent simulation analysis.

[0122] Figure 10 is a block diagram of a device for constructing a wheel assembly simulation model shown according to an exemplary embodiment. Refer to Figure 10 , the device for constructing the wheel assembly simulation model includes: an acquisition unit 1001, a processing unit 1002, and a determination unit 1003.

[0123] In a possible way, the acquisition unit 1001 is configured to acquire the tire simulation model and the wheel hub simulation model corresponding to the wheel assembly.

[0124] In a possible way, the processing unit 1002 is configured to integrate the tire simulation model and the wheel hub simulation model based on the constraint relationship to obtain an initial wheel assembly simulation model, and the constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly.

[0125] In a possible way, the determination unit 1003 is configured to determine the assembly pre-tightening force between the wheel hub and the tire based on the temperature load and the first coefficient of thermal expansion.

[0126] In a possible way, the determination unit 1003 is further configured to determine the target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly pre-tightening force.

[0127] In a possible way, the determination unit 1003 is specifically configured to: set the coefficient of thermal expansion of the tire in the initial wheel assembly simulation model to the first coefficient of thermal expansion. Apply a temperature load to the initial wheel assembly simulation model to determine the assembly pre-tightening force generated by the temperature change.

[0128] In a possible way, the processing unit 1002 is further configured to set the air pressure in the fluid chamber in the initial wheel assembly simulation model to the target air pressure.

[0129] In a possible way, the obtaining unit 1001 is specifically configured to: construct a cross-sectional structure grid of the tire based on the cross-sectional contour data and the reinforcing layer distribution data of the tire. Set the tire material parameters and the reinforcing layer parameters in the cross-sectional structure grid. Based on the cross-sectional structure grid, construct an initial tire simulation model. Set the fluid cavity environment in the initial tire simulation model to obtain a tire simulation model.

[0130] In a possible way, the obtaining unit 1001 is specifically configured to: perform a multi-order modal simulation on the initial tire simulation model to obtain a modal simulation result. Based on the comparison between the modal simulation result and the measured modal data of the tire, optimize the tire material parameters and / or the structural parameters of the initial tire simulation model.

[0131] In a possible way, the obtaining unit 1001 is specifically configured to: perform a radial stiffness simulation on the tire simulation model to obtain a radial stiffness simulation result. Based on the comparison between the radial stiffness simulation result and the measured radial stiffness of the tire, optimize the tire material parameters and / or the structural parameters of the tire simulation model.

[0132] In a possible way, the obtaining unit 1001 is specifically configured to: perform a pre-inflation analysis on the cross-sectional structure grid to optimize the tire material parameters and / or the reinforcing layer parameters in the cross-sectional structure grid through the analysis result.

[0133] In a possible way, the obtaining unit 1001 is specifically configured to: divide the wheel hub into a second-order tetrahedral element grid to obtain a wheel hub grid model. Set the material parameters of the wheel hub in the wheel hub grid model to obtain a wheel hub simulation model.

[0134] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0135] Figure 11 is a block diagram of an electronic device shown according to an exemplary embodiment. As Figure 11 shown, the electronic device includes but is not limited to: a processor 1101 and a memory 1102.

[0136] Among them, the above-mentioned memory 1102 is used to store the executable instructions of the above-mentioned processor 1101. It can be understood that the above-mentioned processor 1101 is configured to execute instructions to implement the test method in the above embodiments.

[0137] It should be noted that those skilled in the art can understand that Figure 11 the structure of the electronic device shown in Figure 11more or fewer components shown, or combine certain components, or different component arrangements.

[0138] The processor 1101 is the control center of the electronic device, connecting various parts of the entire electronic device using various interfaces and lines. By running or executing software programs and / or modules stored in the memory 1102, and by invoking the data stored in the memory 1102, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 1101 may include one or more processing units. Optionally, the processor 1101 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 1101.

[0139] The memory 1102 can be used to store software programs and various data. The memory 1102 mainly includes a program storage area and a data storage area. Among them, the program storage area can store the operating system, application programs required by at least one functional module (such as the determination unit, processing unit, etc.). In addition, the memory 1102 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage devices.

[0140] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided. For example, the memory 1102 including instructions, and the above instructions can be executed by the processor 1101 of the electronic device to implement the method in the above embodiment.

[0141] In actual implementation, Figure 10 the functions of the acquisition unit 1001, the processing unit 1002, and the determination unit 1003 in Figure 11 can all be implemented by the processor 1101 in

[0142] invoking the computer program stored in the memory 1102. The specific execution process can refer to the description of the method part in the above embodiment, and will not be elaborated here.

[0143] In an exemplary embodiment, the embodiments of the present application further provide a computer program product including one or more instructions, and the one or more instructions can be executed by a processor 1101 of an electronic device to complete the method in the above embodiments.

[0144] It should be noted that when the instructions in the above computer-readable storage medium or the one or more instructions in the computer program product are executed by the processor of the electronic device, each process of the above method embodiment is implemented, and the same technical effects as the above method can be achieved. To avoid repetition, it will not be elaborated here.

[0145] Through the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and conciseness of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0146] In several embodiments provided by the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point, the displayed or discussed mutual coupling or direct coupling or communication connection can be through some interfaces, and the indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0147] The units described as separate components may or may not be physically separated, and the components displayed as units may be a physical unit or multiple physical units, that is, they can be located in one place, or they can be distributed to multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0148] In addition, each functional unit in the various embodiments of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0149] When 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 embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The software product is stored in a storage medium and includes several instructions for causing a device (which can be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods of the embodiments of the present application. The foregoing storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs.

[0150] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for constructing a simulation model of a wheel assembly, characterized in that, The method includes: Obtaining a tire simulation model and a wheel hub simulation model corresponding to a wheel assembly; Integrating the tire simulation model and the wheel hub simulation model based on a constraint relationship, to obtain an initial wheel assembly simulation model, where the constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly; Determining an assembly pre-tightening force between the wheel hub and the tire based on a temperature load and a first coefficient of thermal expansion; the first coefficient of thermal expansion is the coefficient of thermal expansion of the metal material in the tire; Determining a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly pre-tightening force.

2. The construction method according to claim 1, wherein, The determining the assembly pre-tightening force between the wheel hub and the tire based on the temperature load and the first coefficient of thermal expansion includes: Setting the coefficient of thermal expansion of the tire in the initial wheel assembly simulation model to the first coefficient of thermal expansion; Applying a temperature load to the initial wheel assembly simulation model, and determining the assembly pre-tightening force generated by the temperature change.

3. The construction method according to claim 2, characterized in that, Before applying the temperature load to the initial wheel assembly simulation model and determining the assembly pre-tightening force generated by the temperature change, the method further includes: Setting the air pressure in the fluid cavity in the initial wheel assembly simulation model to a target air pressure.

4. The construction method according to claim 1, characterized in that, The constraint relationship at least includes a first sub-constraint and a second sub-constraint; the first sub-constraint is used to characterize the frictional contact constraint between the tire and the wheel hub; the second sub-constraint is used to characterize the constraint on the fluid cavity between the tire and the wheel hub.

5. The construction method according to claim 1, characterized in that, The tire simulation model is obtained by the following method: Based on the cross-sectional profile data and the reinforcing layer distribution data of the tire, constructing a cross-sectional structure mesh of the tire; Setting the tire material parameters and the reinforcing layer parameters in the cross-sectional structure mesh; the reinforcing layer parameters include the material, laying direction, density and boundary conditions of the reinforcing layer; the boundary conditions include at least one of the following: fixing the tire bead, inner tread pressure; Based on the cross-sectional structure mesh, constructing an initial tire simulation model; Setting the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model.

6. The construction method according to claim 5, characterized in that, Before setting the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model, the method further includes: Performing a multi-order modal simulation on the initial tire simulation model to obtain a modal simulation result; Optimizing the tire material parameters and / or the structural parameters of the initial tire simulation model based on the comparison between the modal simulation result and the measured modal data of the tire; the measured modal data includes at least one of the following: natural frequency, vibration mode and damping.

7. The construction method according to claim 5, characterized in that, The method further includes: Performing a radial stiffness simulation on the tire simulation model to obtain a radial stiffness simulation result; Optimizing the tire material parameters and / or the structural parameters of the tire simulation model based on the comparison between the radial stiffness simulation result and the measured radial stiffness of the tire.

8. The construction method according to claim 5, characterized in that, The method further includes: Performing a pre-inflation analysis on the cross-sectional structure mesh to optimize the tire material parameters and / or the reinforcing layer parameters in the cross-sectional structure mesh through the analysis result.

9. The construction method according to claim 1, wherein The wheel hub simulation model is obtained by the following method: Divide the wheel hub into a second-order tetrahedral element mesh to obtain a wheel hub mesh model; Set the material parameters of the wheel hub in the wheel hub mesh model to obtain the wheel hub simulation model.

10. A device for constructing a simulation model of a wheel assembly, characterized in that, The construction device includes: an acquisition unit, a processing unit, and a determination unit; The acquisition unit is configured to acquire a tire simulation model and a wheel hub simulation model corresponding to a wheel assembly; The processing unit is configured to integrate the tire simulation model and the wheel hub simulation model based on a constraint relationship to obtain an initial wheel assembly simulation model, where the constraint relationship is a constraint relationship between the tire and the wheel hub in the wheel assembly; The determination unit is configured to determine an assembly pre-tightening force between the wheel hub and the tire based on a temperature load and a first coefficient of thermal expansion; the first coefficient of thermal expansion is the coefficient of thermal expansion of the metal material in the tire; The determination unit is further configured to determine a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly pre-tightening force.

11. The construction device according to claim 10, characterized in that, The determination unit is specifically configured to: Set the coefficient of thermal expansion of the tire in the initial wheel assembly simulation model to the first coefficient of thermal expansion; Apply a temperature load to the initial wheel assembly simulation model to determine the assembly pre-tightening force generated by the temperature change.

12. An electronic device, characterized in that, Comprising: A processor; A memory for storing instructions executable by the processor; Wherein, the processor is configured to execute the instructions to implement the construction method according to any one of claims 1 to 9.

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