Method, device and electronic equipment for constructing wheel assembly simulation model

Abstract

The present application relates to a method, device, and electronic device for constructing a wheel assembly simulation model, and relates to the field of electronic digital data processing technology. The method comprises: 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 to obtain an initial wheel assembly simulation model, wherein the constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly; determining the assembly preload between the wheel hub and the tire based on a temperature load and a first temperature expansion coefficient; the first temperature expansion coefficient is the temperature expansion coefficient of the metal material in the tire; and determining a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly preload. This can improve the accuracy of wheel simulation.

Description

Technical Field

[0001] The present application relates to the technical field of electronic digital data processing, in particular to the technical field of simulation, and specifically to a method, device and electronic equipment for constructing a wheel assembly simulation model. Background Art

[0002] New energy vehicles have significant characteristics such as heavy curb weight, high drive-end suspension rigidity, low tire aspect ratio, and large acceleration torque. These characteristics make their operating conditions more stringent 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, current related technologies mostly use the design experience and evaluation standards of traditional fuel vehicles. Due to the obvious differences between the two in terms of power systems, curb weight, etc., traditional standards are difficult to adapt to new energy vehicles, resulting in the design being unable to meet actual usage needs. For example, tires may wear out quickly and lack grip, affecting vehicle safety and reliability.

[0004] In this context, 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 wheel assembly simulation model to at least address the technical problem of difficulty in simulating new energy vehicles in related technologies. The technical solution of this application is as follows:

[0006] According to a first aspect provided by the present application, a method for constructing a wheel assembly simulation model is provided, comprising: 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 to obtain an initial wheel assembly simulation model, wherein the constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly; determining an assembly preload between the wheel hub and the tire based on a temperature load and a first temperature expansion coefficient; the first temperature expansion coefficient is the temperature expansion coefficient of the metal material in the tire; and determining a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly preload.

[0007] Based on the above technical means, 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 simulation analysis methods without tires or with simplified tires in related technologies. Furthermore, by introducing temperature load preload analysis to construct a wheel assembly simulation model, it can avoid the simulation prediction distortion caused by the lack of thermal-mechanical coupling effects and simplified assembly constraints in related technologies. Therefore, the present application improves the simulation accuracy and reliability of the wheel.

[0008] In one possible approach, determining the assembly preload between the wheel hub and the tire based on the temperature load and the first temperature expansion coefficient includes: setting the temperature expansion coefficient of the tire in the initial wheel assembly simulation model to the first temperature expansion coefficient; applying the temperature load to the initial wheel assembly simulation model, and determining the assembly preload generated by the temperature change.

[0009] Based on the above technical means, this application can simulate the preload on the wheel after actual tire assembly by inputting the tire's thermal expansion coefficient as an independent parameter (the first thermal expansion coefficient) into the simulation model and applying a temperature load to dynamically calculate the assembly preload. This allows the wheel to generate preload. Consequently, this application improves the simulation accuracy and reliability of the wheel.

[0010] In one possible embodiment, before applying a temperature load to the initial wheel assembly simulation model and determining the assembly preload force generated by the temperature change, the method further includes: setting the air pressure of the fluid cavity in the initial wheel assembly simulation model to a target air pressure.

[0011] According to the above technical means, the present application can make the simulation environment more consistent with the actual situation and improve the simulation accuracy and reliability by setting the fluid cavity air pressure in the initial wheel assembly simulation model to the target air pressure.

[0012] In one possible approach, the constraint relationship includes at least a first sub-constraint and a second sub-constraint; the first sub-constraint is used to represent the friction 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.

[0013] According to the above technical means, the present application can simplify the tire installation simulation process by constraining the relationship, shorten the meaningless tire installation process in the related technology, and improve the simulation efficiency while ensuring the simulation accuracy.

[0014] In one possible approach, a tire simulation model is obtained by: constructing a tire cross-sectional structural grid based on tire cross-sectional profile data and reinforcement layer distribution data; setting tire material parameters and reinforcement layer parameters in the cross-sectional structural grid; the reinforcement layer parameters include the material, laying direction, density, and boundary conditions of the reinforcement layer; the boundary conditions include at least one of the following: fixing the tire toe edge and inner tread pressure; constructing an initial tire simulation model based on the cross-sectional structural grid; and setting the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model.

[0015] According to the above technical means, the present application can accurately restore the geometric characteristics of the tire (such as tread pattern, sidewall curvature, and bead shape) through 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 and viscoelasticity), the influence of materials with different formulations on tire performance (such as grip and wear resistance) can be simulated. 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 of the tire and the wheel hub.

[0016] In one possible approach, before setting the fluid cavity environment in the initial tire simulation model and obtaining the tire simulation model, the method further includes: performing multi-order modal simulation on the initial tire simulation model to obtain modal simulation results; and optimizing the tire material parameters and / or structural parameters of the initial tire simulation model based on a comparison between the modal simulation results and measured modal data of the tire; the measured modal data includes at least one of the following: natural frequency, vibration shape, and damping.

[0017] According to the above technical means, this application can

[0018] In one possible embodiment, the method further includes: performing radial stiffness simulation on the tire simulation model to obtain radial stiffness simulation results; and optimizing tire material parameters and / or structural parameters of the tire simulation model based on a comparison between the radial stiffness simulation results and the measured radial stiffness of the tire.

[0019] Based on the above technical means, the present application can add multi-order modal simulation and parameter optimization steps before building the tire simulation model, significantly improving the reliability and prediction accuracy of the model.

[0020] In one possible approach, a pre-inflation analysis is performed on the cross-sectional structural grid to optimize tire material parameters and / or reinforcement layer parameters in the cross-sectional structural grid based on the analysis results.

[0021] Based on the above technical means, this application can perform a "pre-inflation analysis" on the cross-sectional structural grid and optimize the material parameters and reinforcement layer parameters based on the results, correct the geometric deviations caused by material nonlinearity (such as rubber hyperelasticity) or structural stiffness (such as model size), and improve the reliability and prediction accuracy of the model.

[0022] In one possible approach, the wheel hub simulation model is obtained by: dividing the wheel hub into a second-order tetrahedral unit grid to obtain a wheel hub grid model; setting material parameters of the wheel hub in the wheel hub grid model to obtain a wheel hub simulation model.

[0023] Based on the above technical means, the present application can realize the simulation of the wheel hub through high-precision discretization of the second-order tetrahedral mesh and precise calibration of material parameters.

[0024] According to the second aspect provided by the present application, a device for constructing a wheel assembly simulation model is provided, including: an acquisition unit, a processing unit and a determination unit; the acquisition unit is used to acquire a tire simulation model and a wheel hub simulation model corresponding to the wheel assembly; the processing unit is used 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 the constraint relationship between the tire and the wheel hub in the wheel assembly; the determination unit is used to determine the assembly preload between the wheel hub and the tire based on a temperature load and a first temperature expansion coefficient; the first temperature expansion coefficient is the temperature expansion coefficient of the metal material in the tire; the determination unit is also used to determine a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly preload.

[0025] In one possible manner, the determining unit is specifically configured to: set the temperature expansion coefficient of the tire in the initial wheel assembly simulation model to a first temperature expansion coefficient;

[0026] Apply temperature loads to the initial wheel assembly simulation model to determine the assembly preload resulting from temperature changes.

[0027] In one possible embodiment, the processing unit is further configured to set the air pressure of the fluid cavity in the initial wheel assembly simulation model as the target air pressure.

[0028] In one possible approach, the acquisition unit is specifically used to: construct a cross-sectional structural grid of the tire based on cross-sectional profile data and reinforcement layer distribution data of the tire; set tire material parameters and reinforcement layer parameters in the cross-sectional structural grid; the reinforcement layer parameters include the material, laying direction, density and boundary conditions of the reinforcement layer; the boundary conditions include at least one of the following: fixed tire toe, inner tread pressure; construct an initial tire simulation model based on the cross-sectional structural grid; set the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model.

[0029] In one possible embodiment, the acquisition unit is specifically used to: perform multi-order modal simulation on the initial tire simulation model to obtain modal simulation results; based on the comparison between the modal simulation results and the measured modal data of the tire, optimize the tire material parameters and / or structural parameters of the initial tire simulation model; the measured modal data includes at least one of the following: natural frequency, vibration shape and damping.

[0030] In one possible embodiment, the acquisition unit is specifically used to: perform radial stiffness simulation on the tire simulation model to obtain radial stiffness simulation results; and optimize tire material parameters and / or structural parameters of the tire simulation model based on a comparison between the radial stiffness simulation results and the measured radial stiffness of the tire.

[0031] In one possible manner, the acquisition unit is specifically configured to perform a pre-inflation analysis on the cross-sectional structural grid, so as to optimize tire material parameters and / or reinforcement layer parameters in the cross-sectional structural grid based on the analysis results.

[0032] In one possible approach, the unit is obtained, specifically for: dividing the wheel hub into a second-order tetrahedral unit grid to obtain a wheel hub grid model; setting material parameters of the wheel hub in the wheel hub grid model to obtain a wheel hub simulation model.

[0033] According to the third aspect provided by the present application, an electronic device 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 and any possible implementation method thereof.

[0034] According to the fourth 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 an electronic device, the electronic device is enabled to execute the method in the above-mentioned first aspect and any possible implementation method thereof.

[0035] According to the fifth aspect provided by the present application, a computer program product is provided, which includes computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the method of the above-mentioned first aspect and any possible implementation method thereof.

[0036] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0037] 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

[0038] The drawings herein are incorporated into 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.

[0039] Figure 1 is a flow chart showing a method for constructing a wheel assembly simulation model according to an exemplary embodiment;

[0040] Figure 2 is a schematic diagram showing actual measurement of tire radial stiffness according to an exemplary embodiment;

[0041] Figure 3 is a schematic diagram of a cross-sectional structural grid of a tire according to an exemplary embodiment;

[0042] Figure 4 FIG1 is a schematic diagram showing the distribution of deformation of a pre-inflated tire tread according to an exemplary embodiment;

[0043] Figure 5 is a schematic diagram of a 3D cross-sectional structural grid according to an exemplary embodiment;

[0044] Figure 6 is a schematic diagram showing a natural frequency distribution of an initial tire simulation model after multi-order modal simulation according to an exemplary embodiment;

[0045] Figure 7 is a schematic diagram showing vertical displacement of a tire simulation model after radial stiffness simulation according to an exemplary embodiment;

[0046] Figure 8 is a schematic diagram showing the distribution of assembly preload forces at different parts of a tire according to an exemplary embodiment;

[0047] Figure 9 is a schematic diagram showing a process of constructing a wheel assembly simulation model according to an exemplary embodiment;

[0048] Figure 10 is a block diagram of a device for constructing a wheel assembly simulation model according to an exemplary embodiment;

[0049] Figure 11 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0050] In order to enable ordinary people 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.

[0051] It should be noted that the terms "first," "second," and the like in the specification and claims of this application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0052] The method for constructing a wheel assembly simulation model provided in the embodiments of the present application can be applied to the wheel assembly of a vehicle. A vehicle may also be referred to as a vehicle, mobile carrier, electric vehicle (EV), hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), fuel cell vehicle (FCV), autonomous vehicle, intelligent and connected vehicle (ICV), driverless vehicle, etc.

[0053] In the embodiments of this application, the vehicle may be a sedan, a sport utility vehicle (SUV), a truck, an electric vehicle, a motorcycle, a tricycle, a special vehicle (such as an ambulance, fire truck, or police car), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. Furthermore, this method is also applicable to various specialized vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, and port vehicles. This application does not impose any specific limitations on this.

[0054] The vehicle wheel assembly may include a tire and a wheel hub. The tire may include a tire tread, a reinforcement layer, an inner rubber surface layer, etc. The wheel hub may include a rim, spokes, a mounting flange, etc.

[0055] The tire tread is made of a high-grip rubber compound with directional grooves and tread blocks for drainage, noise reduction and improved lateral grip.

[0056] The reinforcement layer is the tire cord layer, which is made up of multiple layers of high-strength cords (such as steel wire, polyester fiber, and aramid fiber) cross-woven to form the tire skeleton, bear radial loads, and transmit driving force.

[0057] The inner rubber surface layer is the inner liner, which is a key component in the tire structure to ensure airtightness and durability.

[0058] The rim can be combined with the tire to ensure sealing using a J-shaped or deep groove profile (such as a 5° taper angle).

[0059] The spokes are the supporting structure of the wheel hub. They achieve a balance between lightweight and mechanical properties through topological optimization. Common designs include multi-spoke, Y-shaped or spin-formed designs.

[0060] The mounting flange can be connected to the brake disc and bearing assembly to ensure structural rigidity under dynamic loads.

[0061] For ease of understanding, the technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments.

[0062] like Figure 1 As shown, Figure 1 The method for constructing the wheel assembly simulation model includes the following steps: S101-S104.

[0063] S101: Obtain a tire simulation model and a wheel hub simulation model corresponding to a wheel assembly.

[0064] In one possible implementation, before obtaining the tire simulation model and the wheel hub simulation model corresponding to the wheel assembly, the construction device may obtain relevant data of the tire and the wheel hub.

[0065] The tire and wheel hub related data may include:

[0066] (1) When the tire is assembled on the wheel hub, the tire profile data, internal rubber surface layer distribution data, reinforcement layer distribution data and density data.

[0067] (2) Hyperelastic material parameters of various tire rubber surfaces and elastic material parameters of the reinforcement layer.

[0068] (3) Wheel elastic-plastic material parameters.

[0069] (4) The interference fit between the tire and the wheel hub.

[0070] (5) Measured modal data and radial stiffness data of the tire.

[0071] Optionally, the tire profile data, internal rubber layer distribution data, reinforcement layer distribution data, and density data can be obtained by three-dimensional (3D) scanning of the cross-sectional profile of the tire and wheel hub, or can be provided by the tire supplier. This application does not impose specific restrictions on this.

[0072] In one possible implementation, the measured modal data may include at least one of the following: natural frequency, mode shape, and damping. Radial stiffness data is a key mechanical performance parameter that measures a tire's ability to resist deformation when loaded in the vertical (radial) direction. (For example, after inflating a tire to a specified pressure, such as a preset pressure, the tire is placed perpendicular to the ground and loaded incrementally from 0% to 120% at a preset load, with the vertical displacement of the tire perpendicular to the ground recorded.)

[0073] For example, Figure 2 As shown, Figure 2 The tire radial stiffness measurement in this paper primarily consists of a mechanical loading section and a test control section. The mechanical loading section includes a platform for placing the tire and a loading mechanism above it. The loading mechanism is connected to an external device via a cable and is used to apply a vertical downward force. The test control section is a console with a display and operating buttons. The display shows test data and related information, while the operating buttons control the test process.

[0074] Optionally, the preset pressure can be set according to actual needs. For example, the preset pressure can be 250 kilopascals (kPa) or 220 kPa. This application does not impose any specific restrictions on this.

[0075] Optionally, the preset load can be set according to actual needs. For example, the preset load can be 500 kg or 800 kg. This application does not impose specific restrictions on this.

[0076] The tire simulation model in this application is obtained in the following way:

[0077] In one possible implementation, the construction device may construct a cross-sectional structural grid of the tire based on the cross-sectional profile data and the reinforcement layer distribution data of the tire.

[0078] Specifically, the construction device can generate a two-dimensional (2D) distribution map of the cross-section layer based on the cross-section profile data of the tire. The construction device can perform 2D meshing of the tire cross section on the 2D distribution map of the cross-section layer and perform one-dimensional (1D) meshing of the reinforcement layer therein to obtain the cross-section structure grid of the tire. For example, the cross-section structure grid of the tire can be as follows: Figure 3 shown.

[0079] In one possible implementation, the construction device may set tire material parameters and reinforcement layer parameters in the cross-sectional structural grid.

[0080] The reinforcement layer parameters include the material, laying direction, density and boundary conditions of the reinforcement layer. The boundary conditions may include at least one of the following: fixed tire toe edge and inner tread pressure.

[0081] It should be noted that before setting the laying direction, density and boundary conditions of the reinforcement layer, the construction device can set the cross-sectional structural grid of the tire to an axisymmetric model, thereby reducing the time for setting the laying direction, density and boundary conditions of the reinforcement layer.

[0082] In one possible implementation, the construction device may perform a pre-inflation analysis on the cross-sectional structural grid to optimize tire material parameters and / or reinforcement layer parameters in the cross-sectional structural grid based on the analysis results.

[0083] The analysis results may include the deformation of the tire tread, the stress distribution of the tire, etc.

[0084] Specifically, the construction device can determine the tire tread deformation and tire stress distribution through pre-inflation analysis. If the tire tread deformation and tire stress distribution meet preset conditions, the construction device can optimize the tire material parameters and / or reinforcement layer parameters in the cross-sectional structural grid to more closely match actual parameters.

[0085] For example, the preset conditions may include a tire tread deformation greater than 2 mm, uneven stress distribution, etc. This application does not impose any specific restrictions on this.

[0086] For example, Figure 4 As shown, Figure 4 The color difference shows the deformation of the tire tread after inflation, in millimeters. Figure 4 The maximum deformation of the tire tread is 1.336e+00, or 1.336 mm.

[0087] In one possible implementation, the construction device may construct an initial tire simulation model based on the cross-sectional structural grid when the deformation of the tire tread and the stress distribution of the tire do not meet preset conditions.

[0088] For example, the construction device can convert the 2D cross-sectional structural grid into a 3D cross-sectional structural grid through the "SYMMETRIC MODEL GENERATION" function command in the simulation software, that is, convert the 2D cross-sectional structural grid into a 3D cross-sectional structural grid for the initial tire simulation. Figure 5 shown.

[0089] In one possible implementation, the construction device may set the fluid cavity environment in the initial tire simulation model to obtain the tire simulation model.

[0090] The fluid cavity environment is a virtual space used in tire simulation modeling to simulate the dynamic interaction between the tire's internal gas or liquid medium (such as air, nitrogen, water, etc.) and the tire structure (rubber, carcass, belts, etc.). Essentially, it establishes a bidirectional coupling relationship between the pressure field and the structural deformation field through numerical methods. The fluid cavity environment can include data such as the physical constants, molecular weight, and molar heat capacity of the gas within the tire.

[0091] Specifically, the construction device can construct an initial wheel hub simulation model. The construction device can integrate the initial wheel hub simulation model with the initial tire simulation model and set a 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 and deflation point) and set an initial pressure for the control point.

[0092] In one embodiment, before setting the fluid cavity environment in the initial tire simulation model and obtaining the tire simulation model, the construction device can perform multi-order modal simulation on the initial tire simulation model to obtain modal simulation results, and based on the comparison between the modal simulation results and the measured modal data of the tire, optimize the tire material parameters (such as hyperelastic parameters such as C10, C20, D10) and / or structural parameters (such as model size) of the initial tire simulation model.

[0093] It can be understood that 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. Its core goal is to obtain the natural frequency, mode shape and damping ratio of the structure.

[0094] For example, Figure 6 As shown in FIG, the maximum natural frequency of the initial tire simulation model after multi-order modal simulation is 16.34 Hz.

[0095] In another embodiment, the construction device can perform 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.

[0096] Optionally, the radial stiffness simulation may be an implicit loading radial stiffness simulation, which is not specifically limited in this application.

[0097] For example, Figure 7 As shown, Figure 7 The color difference shows the vertical displacement of the tire simulation model after radial stiffness simulation, in millimeters. Figure 7 The maximum vertical displacement of the tire simulation model after radial stiffness simulation is 1.927e+01, or 19.27 mm.

[0098] In one possible implementation, the construction device may optimize the material parameters and / or structural parameters of the tire simulation model when the difference between the radial stiffness simulation result and the measured radial stiffness of the tire is greater than a preset threshold.

[0099] Optionally, the preset threshold may be 10% or 5%, which is not specifically limited in this application.

[0100] The wheel hub simulation model in this application is obtained in the following way:

[0101] In one possible implementation, the construction device may divide the wheel hub into a second-order tetrahedral unit grid to obtain a wheel hub grid model.

[0102] Specifically, the construction device can import the geometric model of the wheel hub into the simulation model, set appropriate mesh size parameters, generate high-quality second-order tetrahedral unit meshes through calculation, and then obtain the wheel hub mesh model.

[0103] In one possible implementation, the construction device may set material parameters of the wheel hub in the wheel hub mesh model to obtain a wheel hub simulation model.

[0104] S102: Based on the constraint relationship, the tire simulation model and the wheel hub simulation model are integrated to obtain an initial wheel assembly simulation model.

[0105] The constraint relationship is the constraint relationship between the tire and the wheel hub in the wheel assembly. The constraint relationship may include at least a first sub-constraint and a second sub-constraint. The first sub-constraint is used to characterize the friction 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. The friction contact constraint may include the friction contact relationship and friction coefficient between the tire and the wheel hub. The friction contact relationship may include the contact position and contact area between the tire and the wheel hub. The constraint on the fluid cavity may be used to characterize the constraint on the gas or liquid medium between the tire and the wheel hub.

[0106] Optionally, the friction coefficient may be 0.1 or 0.3, which is not specifically limited in this application.

[0107] In one possible implementation, the construction device may set an initial pressure in the fluid chamber, for example, 0.

[0108] S103: Determine an assembly preload between the wheel hub and the tire based on the temperature load and the first temperature expansion coefficient.

[0109] The first thermal expansion coefficient is the thermal expansion coefficient of the metal material in the tire. The assembly preload refers to the continuous positive pressure between the tire and the wheel hub during the assembly process of the tire and the wheel hub.

[0110] In one possible implementation, the construction device may set the temperature expansion coefficient of the tire in the initial wheel assembly simulation model to the first temperature expansion coefficient.

[0111] In one possible implementation, the construction device may apply a temperature load to the initial wheel assembly simulation model to determine the assembly preload generated by temperature changes.

[0112] In one embodiment, the construction device can set an initial temperature change value and a temperature change amplitude in the load module of the finite element software to apply a temperature load to the initial wheel assembly simulation model to obtain the assembly preload between the wheel hub and tire. For example, the initial temperature can be set to 20 degrees Celsius, and the temperature change amplitude can be set to 219 degrees Celsius.

[0113] In one possible implementation, the temperature change amplitude may be determined by the volume deformation and temperature expansion coefficient of the tire.

[0114] For example, the toe circumference of an 18-inch tire needs to be reduced by 6.3 millimeters (mm) (calculated from the interference fit). The temperature expansion coefficient is 0.002% for every 1°C change in temperature. For a tire with a toe circumference of 1436.3 mm before shrinkage, a 6.3mm reduction translates to a 0.438% volumetric deformation. Based on the temperature expansion coefficient and the tire's volumetric deformation, the construction device can determine that the temperature change amplitude is 219°C.

[0115] In another possible implementation, before applying a temperature load to the initial wheel assembly simulation model and determining the assembly preload force generated by the temperature change, the construction device can set the fluid cavity pressure in the initial wheel assembly simulation model to a target pressure to simulate the assembly process of the tire and wheel hub under the action of temperature changes and fluid cavity pressure, and analyze the assembly preload force generated thereby.

[0116] For example, Figure 8 As shown, Figure 8 The figure shows the assembly preload of different parts of the tire. Figure 8 The assembly preload force between the wheel hub and the tire is 2.500e+01, or 25 Megapascals (Mpa).

[0117] Optionally, the target pressure can be set according to actual needs. For example, the target pressure can be 250 kPa or 220 kPa. This application does not impose any specific restrictions on this.

[0118] S104: Determine a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly preload.

[0119] In one possible implementation, the construction device may set an assembly preload in the initial wheel assembly simulation model to obtain a target wheel assembly simulation model.

[0120] Based on the above technical solution, this 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 simulation analysis methods without tires or with simplified tires in related technologies. Furthermore, by introducing temperature load preload analysis to construct a wheel assembly simulation model, it can avoid the simulation prediction distortion caused by the lack of thermal-mechanical coupling effects and simplified assembly constraints in related technologies. Therefore, this application improves the simulation accuracy and reliability of the wheel.

[0121] In some embodiments, as Figure 9 As shown, Figure 9 The construction process of the wheel assembly simulation model in [1] includes the following steps.

[0122] S901. Data preparation.

[0123] The prepared data includes tire data and wheel hub data.

[0124] S902: Constructing a cross-sectional structural grid of the tire based on the tire data.

[0125] S903: Perform a pre-inflation analysis on the cross-sectional structural grid of the tire to determine whether the analysis result meets a preset condition.

[0126] In one possible implementation, the preset conditions may include a tire tread deformation greater than 2 mm, uneven stress distribution, etc.

[0127] If the analysis result meets the preset conditions, execute S904;

[0128] Otherwise, execute S905.

[0129] S904: Optimize tire material parameters and / or reinforcement layer parameters in the cross-section structure grid.

[0130] In one possible implementation, after the optimization of the tire material parameters and / or reinforcement layer parameters in the cross-sectional structure grid is completed, S903 may be re-executed.

[0131] S905. Construct an initial tire simulation model based on the cross-sectional structural grid.

[0132] S906: Perform multi-order modal simulation and radial stiffness simulation on the initial tire simulation model.

[0133] S907: Determine whether the simulation results meet the optimization conditions.

[0134] If the simulation result meets the optimization condition, execute S908;

[0135] Otherwise, execute S909.

[0136] S908: Optimize tire material parameters and / or reinforcement layer parameters in the initial tire simulation model.

[0137] In one possible implementation, after the optimization of the tire material parameters and / or reinforcement layer parameters in the initial tire simulation model is completed, S907 may be re-executed.

[0138] S909: Construct a target wheel assembly simulation model based on the tire simulation model and the wheel hub simulation model.

[0139] S910: Output the target wheel assembly simulation model for subsequent simulation analysis.

[0140] Figure 10 FIG. 1 is a block diagram of a device for constructing a wheel assembly simulation model according to an exemplary embodiment. 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.

[0141] In one possible manner, the acquisition unit 1001 is configured to acquire a tire simulation model and a wheel hub simulation model corresponding to the wheel assembly.

[0142] In one possible approach, the processing unit 1002 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.

[0143] In one possible manner, the determining unit 1003 is configured to determine an assembly preload force between the wheel hub and the tire based on the temperature load and the first temperature expansion coefficient.

[0144] In one possible manner, the determining unit 1003 is further configured to determine a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly preload force.

[0145] In one possible embodiment, the determining unit 1003 is specifically configured to: set the temperature expansion coefficient of the tire in the initial wheel assembly simulation model to a first temperature expansion coefficient, apply a temperature load to the initial wheel assembly simulation model, and determine an assembly preload generated by the temperature change.

[0146] In one possible embodiment, the processing unit 1002 is further configured to set the air pressure of the fluid cavity in the initial wheel assembly simulation model as the target air pressure.

[0147] In one possible embodiment, acquisition unit 1001 is specifically configured to: construct a tire cross-sectional structural grid based on tire cross-sectional profile data and reinforcement layer distribution data; set tire material parameters and reinforcement layer parameters within the cross-sectional structural grid; construct an initial tire simulation model based on the cross-sectional structural grid; and set a fluid cavity environment within the initial tire simulation model to obtain the tire simulation model.

[0148] In one possible embodiment, the acquisition unit 1001 is specifically configured to perform multi-order modal simulation on the initial tire simulation model to obtain modal simulation results. Based on a comparison between the modal simulation results and the measured modal data of the tire, the tire material parameters and / or structural parameters of the initial tire simulation model are optimized.

[0149] In one possible embodiment, the acquisition unit 1001 is specifically configured to: perform radial stiffness simulation on the tire simulation model to obtain a radial stiffness simulation result, and optimize tire material parameters and / or structural parameters of the tire simulation model based on a comparison between the radial stiffness simulation result and the measured radial stiffness of the tire.

[0150] In one possible manner, the acquisition unit 1001 is specifically configured to perform a pre-inflation analysis on the cross-sectional structural grid, so as to optimize tire material parameters and / or reinforcement layer parameters in the cross-sectional structural grid based on the analysis results.

[0151] In one possible approach, the acquisition unit 1001 is specifically configured to: divide the wheel hub into a second-order tetrahedral unit grid to obtain a wheel hub grid model, set material parameters of the wheel hub in the wheel hub grid model, and obtain a wheel hub simulation model.

[0152] Regarding the apparatus 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.

[0153] Figure 11 FIG. 1 is a block diagram of an electronic device according to an exemplary embodiment. Figure 11 As shown, the electronic device includes but is not limited to: a processor 1101 and a memory 1102 .

[0154] The memory 1102 is used to store executable instructions of the processor 1101. It is understandable that the processor 1101 is configured to execute instructions to implement the test method in the above embodiment.

[0155] It should be noted that those skilled in the art can understand that Figure 11 The electronic device structure shown in the figure does not limit the electronic device, and the electronic device may include Figure 11More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0156] The processor 1101 is the control center of the electronic device. It uses various interfaces and lines to connect the various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 1102 and calling 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, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly handles wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 1101.

[0157] Memory 1102 can be used to store software programs and various data. Memory 1102 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and application programs required by at least one functional module (such as a determination unit, a processing unit, etc.). Furthermore, memory 1102 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0158] In an exemplary embodiment, a computer-readable storage medium including instructions is further provided, such as a memory 1102 including instructions. The above instructions can be executed by a processor 1101 of an electronic device to implement the method in the above embodiment.

[0159] In actual implementation, Figure 10 The functions of the acquisition unit 1001, the processing unit 1002 and the determination unit 1003 can all be obtained by Figure 11 The processor 1101 in the embodiment calls the computer program stored in the memory 1102. The specific execution process can be referred to the description of the method part in the above embodiment, which will not be repeated here.

[0160] 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 compact disc read-only memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0161] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, which can be executed by the processor 1101 of the electronic device to complete the method in the above embodiment.

[0162] 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 processor of the electronic device, 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.

[0163] 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.

[0164] In the several embodiments provided in this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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.

[0165] Units described as separate components may or may not be physically separate, and 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 places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0166] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0167] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application, or the part that contributes to the existing technology, 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 a number of instructions for causing a device (which can be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, ROM, RAM, disk or optical disk, etc. Various media that can store program code.

[0168] The above are only specific embodiments of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for constructing a wheel assembly simulation model, characterized in that: The method comprises: Obtaining the tire simulation model and 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 to obtain an initial wheel assembly simulation model, wherein the constraint relationship is a constraint relationship between the tire and the wheel hub in the wheel assembly; Applying a temperature load to the initial wheel assembly simulation model to determine an assembly preload force generated by the temperature change; wherein the air pressure in the fluid cavity of the initial wheel assembly simulation model is a target air pressure; and the temperature expansion coefficient of the tire in the initial wheel assembly simulation model is the temperature expansion coefficient of the metal material in the tire; A target wheel assembly simulation model is determined based on the initial wheel assembly simulation model and the assembly preload.

2. The construction method according to claim 1, characterized in that The constraint relationship includes at least a first sub-constraint and a second sub-constraint; the first sub-constraint is used to represent the friction 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.

3. The construction method according to claim 1, wherein The tire simulation model is obtained by: Constructing a cross-sectional structural grid of the tire based on the cross-sectional profile data and the reinforcement layer distribution data of the tire; Setting tire material parameters and reinforcement layer parameters in the cross-sectional structure grid; the reinforcement layer parameters include the material, laying direction, density and boundary conditions of the reinforcement layer; the boundary conditions include at least one of the following: fixed tire toe, inner tread pressure; constructing an initial tire simulation model based on the cross-sectional structural grid; The fluid cavity environment in the initial tire simulation model is set to obtain the tire simulation model.

4. The construction method according to claim 3, 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 multi-order modal simulation on the initial tire simulation model to obtain modal simulation results; Based on a comparison between the modal simulation results and measured modal data of the tire, the tire material parameters and / or structural parameters of the initial tire simulation model are optimized; the measured modal data includes at least one of the following: natural frequency, mode shape, and damping.

5. The construction method according to claim 3, characterized in that The method further comprises: Performing radial stiffness simulation on the tire simulation model to obtain a radial stiffness simulation result; Based on a comparison between the radial stiffness simulation result and the measured radial stiffness of the tire, the tire material parameters and / or structural parameters of the tire simulation model are optimized.

6. The construction method according to claim 3, characterized in that: The method further comprises: A pre-inflation analysis is performed on the cross-sectional structural grid to optimize tire material parameters and / or reinforcement layer parameters in the cross-sectional structural grid according to the analysis results.

7. The construction method according to claim 1, characterized in that The wheel hub simulation model is obtained by: Dividing the wheel hub into a second-order tetrahedral unit grid to obtain a wheel hub grid model; Material parameters of the wheel hub are set in the wheel hub mesh model to obtain the wheel hub simulation model.

8. A device for constructing a wheel assembly simulation model, characterized in that: The construction device includes: an acquisition unit, a processing unit and a determination unit; The acquisition unit is used to acquire the tire simulation model and the 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, wherein the constraint relationship is a constraint relationship between the tire and the wheel hub in the wheel assembly; The determining unit is configured to apply a temperature load to the initial wheel assembly simulation model to determine an assembly preload force generated by temperature changes; wherein the air pressure in the fluid cavity of the initial wheel assembly simulation model is a target air pressure; and the temperature expansion coefficient of the tire in the initial wheel assembly simulation model is the temperature expansion coefficient of the metal material in the tire; The determining unit is further configured to determine a target wheel assembly simulation model based on the initial wheel assembly simulation model and the assembly preload force.

9. An electronic device, 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 construction method according to any one of claims 1 to 7.

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