Wheel performance evaluation method, device and equipment

Abstract

The invention relates to a wheel performance evaluation method, device and equipment, and relates to the technical field of vehicles, and the method comprises the steps: carrying out the radial impact of a wheel assembly based on first impact energy in a test environment, so as to carry out the pre-damage of the wheel assembly; performing a fatigue test on the pre-damaged wheel assembly, and determining a fatigue test result of the wheel assembly; the fatigue test result is used for representing the fatigue cracking failure of the wheel assembly; and evaluating the fatigue durability of the wheel assembly based on a fatigue test result. Therefore, a bench test result cannot be matched with an actual road test working condition result.

Description

Technical Field

[0001] This application relates to the technical field of vehicles, particularly to the technical field of wheel performance testing, and specifically to a method, device, and equipment for evaluating wheel performance. Background Art

[0002] As a core load-bearing component of a vehicle's driving system, the structural strength of a wheel is directly related to the safety and reliability of the vehicle. Under complex road conditions, the wheel needs to withstand the combined effects of road surface impacts, dynamic loads, and alternating stresses. Among them, the inner rim, as the key area where the wheel is combined with the tire, its structural strength is crucial for the overall performance of the wheel. Therefore, the research on structural strength is of great importance.

[0003] However, the current design specifications and verification standards for wheel assemblies are still mainly based on the experience of fuel vehicles, resulting in easy failures in actual vehicle road test verification, that is, the results of bench tests cannot match the results of actual road test conditions. Summary of the Invention

[0004] This application provides a method, device, and equipment for evaluating wheel performance to at least solve the technical problem that the results of bench tests in related technologies cannot match the results of actual road test conditions. The technical solutions of this application are as follows: According to the first aspect provided by this application, a method for evaluating wheel performance is provided, including: under a test environment, performing radial impact on a wheel assembly based on a first impact energy to pre-damage the wheel assembly; the first impact energy is determined based on a single damage characteristic, a stable damage value, and a second impact energy corresponding to the design load of the wheel assembly; the single damage characteristic and the stable damage value are determined by performing radial impact on the wheel assembly based on the second impact energy; performing a fatigue test on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly; the fatigue test result is used to characterize the fatigue cracking failure of the wheel assembly; based on the fatigue test result, evaluating the fatigue durability performance of the wheel assembly.

[0005] According to the above technical means, this application can more realistically simulate the complex stress state and damage accumulation process of the wheel in actual use by first applying the first impact energy for radial impact pre-damage, making the fatigue test result closer to the actual situation. Thus, it can accurately understand the performance of different materials and structures under the combined action of impact and fatigue based on the fatigue test result, and improve the overall performance of the wheel assembly. In addition, by determining the first impact energy based on the second impact energy corresponding to the design load of the wheel assembly, the radial impact on the wheel assembly can be directly performed according to the first impact energy, replacing multiple superimposed impacts, simplifying the test steps, and reducing the test cost.

[0006] In one possible way, in a test environment, a radial impact is applied to the wheel assembly based on a first impact energy to pre-damage the wheel assembly, including: determining an impact position for the radial impact on the wheel assembly; the impact position is used to represent any one or more positions on the wheel assembly; applying a radial impact to the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

[0007] According to the above technical means, the present application can more realistically simulate these actual scenarios by determining different impact positions, making the pre-damage process highly consistent with the damage conditions that the wheel may actually suffer, thereby improving the relevance of the subsequent fatigue test results to the actual situation.

[0008] In one possible way, the impact positions include the 0-degree position, 90-degree position, and 270-degree position of the wheel assembly; applying a radial impact to the wheel assembly based on the first impact energy to pre-damage the wheel assembly includes: applying the first impact energy to the 0-degree position, 90-degree position, and 270-degree position respectively to pre-damage the wheel assembly.

[0009] According to the above technical means, the present application can apply the first impact energy to the 0-degree, 90-degree, and 270-degree positions respectively for pre-damage in the wheel assembly test, realizing the accurate evaluation and optimization of the fatigue durability performance of the wheel assembly while reducing the test cost.

[0010] In one possible way, the first impact energy is determined by the following method, including: determining a correction coefficient based on the ratio between the single-shot damage characteristic and the stable damage value; determining the first impact energy based on the correction coefficient and the second impact energy.

[0011] According to the above technical means, the present application can determine the correction coefficient based on the ratio between the single-shot damage characteristic and the stable damage value, and then calculate the first impact energy, enabling the first impact energy to replace the superposition impact of the second impact energy with a single impact, simplifying the test steps and reducing the test cost.

[0012] In one possible way, a fatigue test is performed on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly, including: determining the road test load spectrum of the wheel assembly; performing a fatigue test on the wheel assembly based on the road test load spectrum to obtain the fatigue test result.

[0013] According to the above technical means, the present application can drive the fatigue test through the road test load spectrum to obtain the result, improving the authenticity, efficiency, and reliability of the test, while reducing the cost and ensuring safety.

[0014] In one possible way, the fatigue test includes a biaxial fatigue test or a radial fatigue test.

[0015] According to a second aspect provided by the present application, there is provided an evaluation device for wheel performance, including: a processing unit, a determination unit, and an evaluation unit; the processing unit is configured to radially impact a wheel assembly based on a first impact energy in a test environment to pre-damage the wheel assembly; the first impact energy is determined based on a single damage characteristic, a stable damage value, and a second impact energy corresponding to the design load of the wheel assembly; the single damage characteristic and the stable damage value are determined by radially impacting the wheel assembly based on the second impact energy; the determination unit is configured to perform a fatigue test on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly; the fatigue test result is used to characterize the fatigue cracking failure of the wheel assembly; the evaluation unit is configured to evaluate the fatigue durability performance of the wheel assembly based on the fatigue test result.

[0016] In a possible way, the processing unit is specifically configured to: determine the impact position for radially impacting the wheel assembly; the impact position is used to characterize any one or more positions on the wheel assembly; radially impact the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

[0017] In a possible way, the processing unit is specifically configured to: apply the first impact energy to the 0-degree position, the 90-degree position, and the 270-degree position respectively to pre-damage the wheel assembly.

[0018] In a possible way, the determination unit is specifically configured to: determine a correction coefficient based on the ratio between the single damage characteristic and the stable damage value; determine the first impact energy based on the correction coefficient and the second impact energy.

[0019] In a possible way, the determination unit is specifically configured to: determine the road test load spectrum of the wheel assembly; perform a fatigue test on the wheel assembly based on the road test load spectrum to obtain the fatigue test result.

[0020] According to a third aspect provided by the present application, there is provided an electronic device, including: a processor; a memory for storing instructions executable by the processor; wherein, the processor is configured to execute the instructions to implement the method according to the first aspect and any one of its possible implementation manners.

[0021] According to a 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 one of its possible implementation manners.

[0022] According to a 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 one of its possible implementation manners.

[0023] It should be noted that for the technical effects brought by any of the implementation manners in the second aspect to the fifth aspect, reference may be made to the technical effects brought by the corresponding implementation manner in the first aspect, which will not be elaborated herein.

[0024] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application, and do not constitute an improper limitation to this application.

[0026] Figure 1 is a schematic diagram showing the wheel load corresponding to a road test condition according to an exemplary embodiment; Figure 2 is a schematic diagram showing a combined bench test method according to an exemplary embodiment; Figure 3 is a schematic diagram showing an evaluation system for wheel performance according to an exemplary embodiment; Figure 4 is a flowchart showing an evaluation method for wheel performance according to an exemplary embodiment; Figure 5 is a schematic diagram showing a curve of impact times - residual strain of the inner wheel flange according to an exemplary embodiment; Figure 6 is a schematic diagram showing the impact position and impact sequence of a radial impact according to an exemplary embodiment; Figure 7 is a schematic diagram showing the stress change process of the inner edge of a wheel according to an exemplary embodiment; Figure 8 is a schematic diagram showing the stress distribution of the inner edge of a wheel according to an exemplary embodiment; Figure 9 is a schematic diagram showing the stress condition of one circumference of the inner edge of a wheel according to an exemplary embodiment; Figure 10 is a schematic diagram showing an evaluation process for wheel performance according to an exemplary embodiment; Figure 11 is a block diagram showing an evaluation device for wheel performance according to an exemplary embodiment; Figure 12 is a block diagram showing an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0027] In order to enable ordinary technicians in the field to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings.

[0028] It should be noted that the terms "first", "second", etc. in the specification, claims and the above-mentioned accompanying drawings of this application are used to distinguish similar objects, and do not necessarily have to be used 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 this application described here can be implemented in an order other than those illustrated or described here. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. On the contrary, they are only examples of devices and methods consistent with some aspects of this application as detailed in the appended claims.

[0029] For the convenience of understanding, the related technologies involved in this application will be specifically introduced below in conjunction with the accompanying drawings.

[0030] As Figure 1 shown, the vehicle manufacturers usually divide the vehicle reliability verification (referred to as road test) into two stages: enhanced road test and durability road test. In the enhanced road test stage, the vehicle needs to pass high-intensity special working condition tests such as square pits, manhole cover arrays, pebble roads, and step roads. The core evaluation goal is the anti-impact damage performance of vehicle components. After the test, the components may form a predetermined pre-damage state of the wheels. The durability road test stage is mainly based on high-speed cyclic working conditions, and focuses on verifying the long-term fatigue life characteristics of vehicle components, that is, wheel fatigue cycle. It should be noted that if the enhanced road test has caused pre-damage to the wheels, then in the subsequent fatigue verification process of the durability road test, what the wheels actually bear is a composite working condition system of "pre-damage superimposed fatigue load".

[0031] The standardized evaluation system for the structural strength of the inner wheel rim of the wheel in the related technology mainly includes three types of test specifications: ‌Method 1: "QC / T991 Passenger Car Light Alloy Wheel 90° Impact Test Method" evaluates the structural strength of the inner wheel rim of the wheel through the deformation amount of the inner wheel rim of the wheel after the radial impact test, and is the mainstream bench test scheme for the design strength of the aluminum wheel rim (including the inner wheel rim). "QC / T991 Passenger Car Light Alloy Wheel 90° Impact Test Method" mainly uses a 120° V-shaped punch, and based on the wheel design load, matches the impact energy, and performs a single, single-point, directional radial impact on the rim part (including the inner wheel rim) equipped with a tire. After the impact, by measuring the inner wheel rim deformation data and combining the correlation analysis of the tire specifications and the design load, the lateral comparison of the rim structural strength and the design optimization guidance are realized.

[0032] "QC / T 991 Test Method for 90° Impact Test of Passenger Car Light Alloy Wheels" evaluates the wheel performance through the macroscopic deformation of the inner edge of the wheel, that is, the superposition result of the deformation of the entire hub of the wheel rim in the radial direction, which is finally reflected as the maximum deformation value at the inner rim. However, such "overall" deformation cannot characterize the microscopic tissue damage of the local material at the inner rim. Therefore, this radial impact method cannot accurately reflect the damage of the actual inner rim of the wheel under actual use conditions or road test conditions.

[0033] In addition, "QC / T 991 Test Method for 90° Impact Test of Passenger Car Light Alloy Wheels" only conducts pre-damage. Compared with the real working condition of "pre-damage superimposed fatigue load", it lacks the fatigue stage and is difficult to fit the cracking failure phenomenon in the real working condition of the inner rim.

[0034] Method 2: "GB / T 5334 Requirements and Test Methods for Passenger Car Wheels Performance".

[0035] "GB / T 5334 Requirements and Test Methods for Passenger Car Wheels Performance" is a fatigue test for the wheels after being radially loaded. According to the radial load corresponding to the wheel design load, a high-cycle rolling fatigue test is carried out on the wheel assembly, which is mainly used to evaluate the fatigue resistance of the overall structure of the wheel.

[0036] However, "GB / T 5334 Requirements and Test Methods for Passenger Car Wheels Performance" only conducts fatigue tests on the wheel assembly. Compared with the real working condition of "pre-damage superimposed fatigue load", it lacks the pre-damage process and is difficult to fit the cracking failure phenomenon in the real working condition of the inner rim.

[0037] Method 3: "QC / T 1112 Test Method for Biaxial Fatigue of Passenger Car Wheels".

[0038] "QC / T 1112 Test Method for Biaxial Fatigue of Passenger Car Wheels" is a test method in the wheel industry for fatigue durability after pre-damage to the wheel rim (including the inner rim). "QC / T 1112 Test Method for Biaxial Fatigue of Passenger Car Wheels" proposes that before the wheel assembly undergoes a biaxial fatigue test, according to the lateral pressure corresponding to the wheel design load and a cylindrical indenter with a diameter of 24, a single-point, single-direction pre-damage test (rim static pressure test) is carried out on the wheel assembly, and then the wheel is subjected to a biaxial fatigue test.

[0039] "QC / T 1112 Test Method for Biaxial Fatigue of Passenger Car Wheels" also considers the influence of tire specifications and design loads on the strength of the wheel rim (including the inner rim). After the pre-damage test, endurance fatigue is carried out. After the test is completed, it is evaluated whether there is cracking failure in the wheel hub, which can, to a certain extent, realize the lateral comparison of the rim structure strength and the guidance for design optimization.

[0040] However, although the "QC / T 1112 Biaxial Fatigue Test Method for Passenger Car Wheels" conducts fatigue tests on the wheel rim after pre - damage, the pre - damage conditions are simple and quite different from the actual conditions, making it difficult to fit the cracking failure phenomenon in the real working conditions of the inner wheel flange.

[0041] In a possible implementation, through the combination of Method 1, Method 2, and Method 3, a combined bench test method can be obtained. As Figure 2 shown, the wheel is pre - damaged through a wheel radial impact test, and the wheel is subjected to fatigue cycles through a durability fatigue test.

[0042] Exemplarily, the inner wheel flange of the wheel is pre - damaged through Method 1, the "QC / T 991 90 - degree Impact Test Method for Passenger Car Light Alloy Wheels", and then the dynamic radial fatigue test in Method 2, the "GB / T 5334 Performance Requirements and Test Methods for Passenger Car Wheels", or the biaxial fatigue test part in Method 3, the "QC / T 1112 Biaxial Fatigue Test Method for Passenger Car Wheels", is used for the durability fatigue test.

[0043] However, by using the "QC / T 991 90° Impact Test Method for Passenger Car Light Alloy Wheels" to conduct multiple impacts on the same part of the wheel assembly according to the road test cycle times until the damage no longer increases, and then conducting a biaxial fatigue test on the wheel assembly with an equivalent road test load spectrum, it is found that fatigue failure cannot occur within the expected mileage, that is, the combined impact method cannot correctly fit the damage situation of the inner wheel flange of the wheel in actual road tests.

[0044] Next, the technical solutions in the embodiments of the present application will be described 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.

[0045] The method for evaluating the wheel performance provided by the embodiments of the present application can be applied to the evaluation of the wheel performance of a vehicle. The vehicle can also be referred to as a transportation vehicle (vehicle), a mobile carrier (mobile carrier), an electric vehicle (electric vehicle, EV), a hybrid electric vehicle (hybrid electric vehicle, HEV), a plug - in hybrid electric vehicle (plug - in hybrid electric vehicle, PHEV), a fuel cell vehicle (fuel cell vehicle, FCV), an autonomous vehicle (autonomous vehicle), an intelligent and connected vehicle (intelligent and connected vehicle, ICV), a driverless vehicle (driverless vehicle), etc.

[0046] In the embodiments of the present 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, a fire truck, a police car, etc.), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, etc. In addition, the 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.

[0047] As Figure 3 shown, the evaluation system for wheel performance may include an evaluation device 301 for wheel performance and a data acquisition device 302.

[0048] Optionally, Figure 3 a communication connection may be established between the evaluation device 301 for wheel performance and the data acquisition device 302 in

[0049] In practical applications, the evaluation device 301 for wheel performance may be communicatively connected to one or more data acquisition devices 302.

[0050] For the sake of easy understanding, the present application takes the case where a communication connection is established between an evaluation device 301 for wheel performance and a data acquisition device 302 as an example for illustration.

[0051] Optionally, Figure 3 the evaluation device 301 for wheel performance and the data acquisition device 302 in

[0052] It is easy to understand that when the evaluation device 301 for wheel performance and the data acquisition device 302 are functional modules integrated in the same device, the communication method between the evaluation device 301 for wheel performance and the data acquisition device 302 is the communication between internal modules of the device. In this case, the communication process between the two is the same as the "communication process when the evaluation device 301 for wheel performance and the data acquisition device 302 are independently arranged".

[0053] For the sake of easy understanding, the present application mainly takes the case where the evaluation device 301 for wheel performance and the data acquisition device 302 are independently arranged as an example for illustration.

[0054] Figure 3The data acquisition device 302 therein can obtain the first impact energy and send the first impact energy to the wheel performance evaluation device 301. The wheel performance evaluation device 301 can, under the test environment, perform a radial impact on the wheel assembly based on the first impact energy to pre-damage the wheel assembly, and perform a fatigue test on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly, so as to further evaluate the fatigue durability performance of the wheel assembly based on the fatigue test result.

[0055] Optionally, Figure 3 the wheel performance evaluation device 301 therein can be a terminal, a server, or other types of electronic devices. Figure 3 The example shown only represents one form of the device of the wheel performance evaluation device 301 and does not limit it.

[0056] When the wheel performance evaluation device 301 is a terminal, the terminal can be a device that provides voice and / or data connectivity to the user, a handheld device with a wireless connection function, or other processing devices connected to a wireless modem. The terminal can communicate with one or more core networks via a radio access network (RAN). The terminal can be a mobile terminal, such as a computer with a mobile terminal, which exchanges language and / or data with the wireless access network. For example, mobile phones, tablets, laptops, netbooks, personal digital assistants (PDAs). This application does not impose any restrictions.

[0057] When the wheel performance evaluation device 301 is a server, the server can be a single server, or alternatively, it can be a server cluster composed of multiple servers. In some embodiments, the server cluster can also be a distributed cluster. This application does not impose any restrictions.

[0058] Figure 4 is a flowchart of a method for evaluating wheel performance according to an exemplary embodiment, as Figure 4 shown, the method for evaluating wheel performance includes the following steps: S401 - S403.

[0059] S401. Under the test environment, perform a radial impact on the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

[0060] Exemplarily, the test environment can include the following items: ‌‌‌1. Environmental conditions.

[0061] Temperature range: 10°C to 30°C, it is necessary to ensure that the temperature is stable throughout the test; Equipment Status: The test device (bracket, punch, quick release mechanism, etc.) needs to be calibrated and in normal working condition.

[0062] 2. Equipment Parameter Configuration.

[0063] Punch Mass: When the impact energy is less than 2000 J, the punch weight is 150 kg; when the impact energy is above 2000 J, the punch mass increases in increments of 5 Kg.

[0064] Punch Height: Adjusted based on the punch mass and impact energy.

[0065] 3. Specimen Status.

[0066] The wheel assembly needs to be a complete finished product, assembled with tires and all machining processes completed.

[0067] The tire inflation pressure shall be in accordance with the specified value of the vehicle manufacturer.

[0068] 4. Installation Requirements.

[0069] Install the wheel assembly onto the testing machine. Ensure that the fixing device of the wheel on the testing machine is comparable in size to the fixing device used on the vehicle. Adjust the axial position of the wheel so that the centerline of the tire cross-section aligns with the centerline of the punch, and then lock the axial adjustment mechanism. Adjust the circumferential position of the vehicle so that the impact area is directly below the hammer head.

[0070] 5. Safety Measures.

[0071] A protective device shall be set up in the test area to prevent debris from splashing during the impact process.

[0072] Confirm that the quick release mechanism is sensitive and reliable to avoid the risk of accidental triggering.

[0073] In a possible implementation, in order to determine the first impact energy, the evaluation device for wheel performance can obtain the second impact energy corresponding to the design load of the wheel assembly.

[0074] Among them, the design load is the maximum load-bearing capacity determined during the design and verification stages of the wheel assembly, used to ensure its safe operation under static loads (vehicle self-weight) and dynamic loads (impact, vibration). The second impact energy can be used for the energy that the wheel assembly can absorb or resist under the design load.

[0075] In a possible implementation, the evaluation device for wheel performance can perform a radial impact on the wheel assembly with the second impact energy to determine the single-impact damage characteristics and stable damage values of the impact.

[0076] It should be noted that under the action of radial impact on the wheel assembly, microscopic cracks and damages will occur inside the material. As the number of impacts increases, these microscopic damages will continuously accumulate and expand. At the initial stage of impact, the damage grows relatively fast. As the impact continues, the stress distribution inside the material gradually tends to be stable, and the growth rate of damage gradually decreases, and finally reaches a relatively stable stage. The corresponding damage value at this time is the stable damage value.

[0077] Exemplarily, as Figure 5 shown, Figure 5 is a schematic diagram of an impact number - residual strain curve of the inner wheel rim according to an exemplary embodiment, Figure 5 which includes the residual strain results of the first strain gauge, the second strain gauge, the third strain gauge, the fourth strain gauge, and the fifth strain gauge after being impacted by the second impact energy.

[0078] From Figure 5 it can be seen that after 4 - 8 times (the number of times is different for different materials) of impact with the second impact energy, the damage value basically no longer increases.

[0079] In a possible implementation manner, the wheel performance evaluation device can determine the first impact energy based on the single - damage feature, the stable damage value, and the second impact energy.

[0080] Specifically, the wheel performance evaluation device can determine a correction coefficient based on the ratio between the single - damage feature and the stable damage value. The wheel performance evaluation device can determine the first impact energy based on the correction coefficient and the second impact energy.

[0081] Exemplarily, the stable damage value can be 1.2 times the single - damage value (the corresponding ratio is different for different materials). The wheel performance evaluation device can determine 1.2 times the second impact energy as the first impact energy.

[0082] In a possible implementation manner, the wheel performance evaluation device can directly apply the first impact energy that can generate 1.2 times the second impact energy through a single - point impact test to simulate the stable damage after multiple impacts.

[0083] It can be understood that the damage caused by a single high - energy impact is equivalent to the stable damage accumulated by multiple low - energy impacts at the microscopic level of the material, that is, the damage features such as crack propagation and plastic deformation caused by the two are similar.

[0084] In a possible implementation manner, the wheel performance evaluation device can determine the impact position for radial impact on the wheel assembly. The wheel performance evaluation device can perform radial impact on the wheel assembly based on the first impact energy to pre - damage the wheel assembly.

[0085] Among them, the impact position is used to characterize any one or more positions on the wheel assembly.

[0086] In one example, the impact positions include the 0-degree position, 90-degree position, and 270-degree position of the wheel assembly. The wheel performance evaluation device can apply a first impact energy to the 0-degree position, 90-degree position, and 270-degree position respectively to pre-damage the wheel assembly.

[0087] Exemplarily, Figure 6 includes the impact positions and impact sequence for radially impacting the wheel assembly.

[0088] Specifically, the wheel performance evaluation device can perform the first radial impact on the 0-degree position of the wheel assembly. After completing the first radial impact, the wheel performance evaluation device can install the wheel by rotating it counterclockwise by 90 degrees and perform the second radial impact on the left mark position (90-degree position). After completing the second radial impact, the wheel fatigue test device can install the wheel by rotating it clockwise by 180 degrees and perform the third radial impact on the right mark position (270-degree position) to pre-damage the wheel assembly.

[0089] In one embodiment, the impact position can be determined by the following test method: It can be understood that during the enhanced road test stage of the wheel assembly, due to the dynamic characteristics of the radial rolling of the wheel, the damage points generated by each impact are randomly distributed in the circumferential position.

[0090] Exemplarily, in a certain specific damage condition, the wheel needs to withstand a total of 1000 radial impact loads. The radial circumference of the wheel assembly is evenly divided into 36 sectors at 10-degree intervals (360 degrees fully covered), and each 10-degree sector bears approximately 28 impacts on average.

[0091] In one possible implementation, in order to reduce the test complexity, the wheel performance evaluation device can simplify the inner rim structure of the wheel into a four-equal-part symmetric layout, that is, establish impact loading points at four orthogonal azimuths of the 0-degree position, 90-degree position, 180-degree position, and 270-degree position along the circumference, and perform 4 impacts on each azimuth.

[0092] In one possible implementation, the wheel performance evaluation device can perform damage simulation on the radial impact received by the wheel assembly once to determine the stress change process of the inner edge of the wheel during the radial impact.

[0093] Exemplarily, as Figure 7 shown, the stress change process of the inner edge of the wheel can include the following process: Normally, compressive stress is applied to the inner side of the impact part, and tensile stress is applied to the outer side of the impact part.

[0094] During the process of the impact hammer falling, tensile stresses are applied to the inner sides on both sides of the impact area, and compressive stresses are applied to the outer sides (stage 1). It gradually spreads from the center of the impact area to both sides (stage 2) and reaches the maximum at about the 90-degree position (stage 3).

[0095] During the process of the impact hammer lifting, the stresses applied to both sides of the impact area gradually subside (stages 4 and 5).

[0096] Exemplarily, in combination with Figure 7 , Figure 8 the damage to the inner edge of the wheel in Exemplarily, in combination with Figure 8 , Figure 9 includes the stress conditions around the inner edge of the wheel at stage 3. By decomposing the stress around the inner edge of the wheel after a single impact (such as stage 3), it can be determined that when the wheel is subjected to a single impact at four orthogonal azimuths of 0 degrees, 90 degrees (left 90 degrees), 180 degrees, and 270 degrees (right 90 degrees) respectively, the inner side of the inner wheel rim at each impact point, that is, the tire mounting side (the sensitive area for road test cracking), will be subjected to the action of a composite stress cycle (bearing one large compressive stress, one small compressive stress, and two large tensile stresses), and its mechanical behavior can be quantitatively analyzed through the principle of superposition of stress components. The outer side of the wheel rim bears one large tensile stress, one small tensile stress, and two large compressive stresses.

[0097] It should be noted that according to the characteristics of metal materials, when the material bears unidirectional compressive stress, dislocation obstacles are generated between metal crystals, the deformation resistance increases, and a stable dislocation network structure may be formed. Moreover, under the action of unidirectional tensile stress, the grains undergo directional slip along the slip system, resulting in material softening. In addition, when the same area alternates between tensile and compressive stresses, grain boundary slip may be rapidly accelerated, accelerating the failure of the material. Therefore, there is a systematic deviation between the pre-damage amount generated by a single-point single impact and the true pre-damage amount of multiple-point multiple impacts in the actual road conditions.

[0098] Based on this, the present application can perform a single impact test with a larger impact energy to simulate the situation of multiple-point multiple impacts, greatly shortening the test cycle and reducing the labor and resource costs.

[0099] In addition, through strain analysis and simulation verification (such as Figure 9 ), there is a significant stress attenuation effect at the 180-degree position opposite to the 0-degree position of the impact point. Therefore, the four-point impact at the 0-degree position, 90-degree position, 180-degree position, and 270-degree position can be simplified to a three-point impact at the 0-degree position, 90-degree position, and 270-degree position.

[0100] In a possible implementation, after pre-damaging the 0°, 90°, and 270° of the wheel assembly with the first impact energy, a fatigue test is performed on the wheel assembly. Fatigue failure occurs within the expected mileage range of the wheel assembly, and the location where cracking first appears on the inner edge of the wheel is near the 0°, 90°, and 270° positions.

[0101] Based on this, in the present application, pre-damaging the impact position with the first impact energy is similar to the pre-damage situation of the actual road conditions and meets the actual pre-damage requirements.

[0102] It should be noted that the 0°, 90°, and 270° positions are only examples of the impact positions. The impact positions of different models of wheel assemblies can be different, and the specific impact positions can be determined by referring to the above-mentioned test method for determining the impact position. Details are not elaborated here. S202. Perform a fatigue test on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly.

[0103] Among them, the fatigue test result is used to characterize the fatigue cracking failure of the wheel assembly.

[0104] In a possible implementation, the wheel performance evaluation device can determine the road test load spectrum of the wheel assembly.

[0105] Among them, the road test load spectrum is a set of time history data of the dynamic loads received by the wheel assembly during actual driving, collected through actual vehicle road tests or test track enhanced road spectra, including the amplitude-frequency distribution characteristics of parameters such as radial force, lateral force, vertical force, bending moment, and torque.

[0106] In a possible implementation, the wheel performance evaluation device can perform a fatigue test on the wheel assembly based on the road test load spectrum to obtain the fatigue test result.

[0107] Among them, the fatigue test can include a biaxial fatigue test or a radial fatigue test.

[0108] S203. Evaluate the fatigue durability performance of the wheel assembly based on the fatigue test result.

[0109] Exemplarily, the wheel performance evaluation device can compare the number of cycles when cracks appear in the wheel during the test with the equivalent number of cycles corresponding to the design target mileage. If the test life is significantly higher than expected, the wheel performance evaluation device can determine whether the test load spectrum weakens the key damage factors (such as high-frequency impacts and multi-axis coupled loads) in the actual working conditions. If the test life is lower than expected, the wheel performance evaluation device can determine that there are shortcomings in material strength or structural design.

[0110] Based on the above technical solution, the present application can first apply a first impact energy for radial impact pre-damage, which can more realistically simulate the complex stress state and damage accumulation process of the wheel during actual use, making the fatigue test results closer to the actual situation. Thus, according to the fatigue test results, the performance of different materials and structures under the combined action of impact and fatigue can be accurately understood, and the overall performance of the wheel assembly can be improved. In addition, by determining the first impact energy through the second impact energy corresponding to the design load of the wheel assembly, the first impact energy is directly used to perform radial impact on the wheel assembly, replacing multiple superimposed impacts, simplifying the test steps, and reducing the test cost.

[0111] In some embodiments, Figure 10 the evaluation process of the wheel performance includes the following steps: S1001 - S1006.

[0112] S1001. Mark the 0-degree position, 90-degree position, and 270-degree position of the wheel assembly.

[0113] S1002. Perform the first radial impact on the 0-degree position of the wheel assembly.

[0114] S1003. Perform the second radial impact on the 90-degree position.

[0115] S1004. Perform the third radial impact on the 270-degree position to pre-damage the wheel assembly.

[0116] S1005. Perform a fatigue test on the pre-damaged wheel assembly to determine the fatigue test results of the wheel assembly.

[0117] S1006. Based on the fatigue test results, evaluate the fatigue durability performance of the wheel assembly.

[0118] Figure 11 is a block diagram of an evaluation device for wheel performance shown according to an exemplary embodiment. Refer to Figure 1 , the evaluation device for wheel performance includes: a processing unit 1101, a determination unit 1102, and an evaluation unit 1103.

[0119] In one possible way, the processing unit 1101 is used to perform radial impact on the wheel assembly based on the first impact energy in a test environment to pre-damage the wheel assembly.

[0120] In one possible way, the determination unit 1102 is used to perform a fatigue test on the pre-damaged wheel assembly to determine the fatigue test results of the wheel assembly.

[0121] In one possible way, the evaluation unit 1103 is used to evaluate the fatigue durability performance of the wheel assembly based on the fatigue test results.

[0122] In one possible way, the processing unit 1101 is specifically configured to: determine the impact position for radially impacting the wheel assembly. Radially impact the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

[0123] In one possible way, the processing unit 1101 is specifically configured to: apply the first impact energy to the 0-degree position, 90-degree position, and 270-degree position respectively to pre-damage the wheel assembly.

[0124] In one possible way, the determination unit 1102 is specifically configured to: determine a correction coefficient based on the ratio between the single damage feature and the stable damage value. Determine the first impact energy based on the correction coefficient and the second impact energy.

[0125] In one possible way, the determination unit 1102 is specifically configured to: determine the road test load spectrum of the wheel assembly. Based on the road test load spectrum, conduct a fatigue test on the wheel assembly to obtain the fatigue test result.

[0126] 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.

[0127] Figure 12 is a block diagram of an electronic device shown according to an exemplary embodiment. As Figure 12 shown, the electronic device includes, but is not limited to: a processor 1201 and a memory 1202.

[0128] Among them, the above-mentioned memory 1202 is used to store the executable instructions of the above-mentioned processor 1201. It can be understood that the above-mentioned processor 1201 is configured to execute instructions to implement the method for evaluating the wheel performance in the above embodiments.

[0129] It should be noted that those skilled in the art can understand that Figure 12 the structure of the electronic device shown in Figure 12 does not constitute a limitation on the electronic device. The electronic device may include more or fewer components than

[0130] The processor 1201 is the control center of the electronic device, connecting various parts of the entire electronic device through various interfaces and circuits. By running or executing software programs and / or modules stored in the memory 1202, and by calling the data stored in the memory 1202, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 1201 may include one or more processing units. Optionally, the processor 1201 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 1201 either.

[0131] The memory 1202 can be used to store software programs and various data. The memory 1202 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 a determination unit, a processing unit, etc.), etc. In addition, the memory 1202 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices.

[0132] In an exemplary embodiment, there is also provided a computer-readable storage medium including instructions, such as the memory 1202 including instructions. The above instructions can be executed by the processor 1201 of the electronic device to implement the method in the above embodiment.

[0133] In actual implementation, Figure 11 the functions of the processing unit 1101, the determination unit 1102, and the evaluation unit 1103 in Figure 12 can all be implemented by the processor 1201 in calling the computer program stored in the memory 1202. The specific execution process can refer to the description of the method part in the above embodiment, which will not be elaborated here.

[0134] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium. For example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0135] In an exemplary embodiment, the embodiment of the present application also provides a computer program product including one or more instructions. The one or more instructions can be executed by the processor 1201 of the electronic device to complete the method in the above embodiment.

[0136] It should be noted that when one or more instructions in the above computer-readable storage medium or the computer program product are executed by the processor of the electronic device, the various processes of the above method embodiments are implemented, and the same technical effects as the above method can be achieved. To avoid repetition, they will not be elaborated here.

[0137] From the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and brevity 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 can be divided into different functional modules to complete all or part of the functions described above.

[0138] In several embodiments provided in 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 merely 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 is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0139] The unit described as a separate component may or may not be physically separated. The component displayed as a unit may be a physical unit or multiple physical units, that is, it may be located in one place, or it may 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.

[0140] 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.

[0141] 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 such an 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 such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0142] 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 within 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 evaluating the performance of a wheel, characterized in that, The method includes: Under a test environment, radially impact the wheel assembly based on a first impact energy to pre-damage the wheel assembly; the first impact energy is determined based on a single damage characteristic, a stable damage value, and a second impact energy corresponding to the design load of the wheel assembly; the single damage characteristic and the stable damage value are determined by radially impacting the wheel assembly based on the second impact energy; Conduct a fatigue test on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly; the fatigue test result is used to characterize the fatigue cracking failure of the wheel assembly; Evaluate the fatigue durability performance of the wheel assembly based on the fatigue test result.

2. The evaluation method of wheel performance according to claim 1, wherein The step of, under a test environment, radially impact the wheel assembly based on a first impact energy to pre-damage the wheel assembly includes: Determine the impact position for radially impacting the wheel assembly; the impact position is used to characterize any one or more positions on the wheel assembly; Radially impact the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

3. The evaluation method of wheel performance according to claim 2, characterized in that, The impact position includes the 0-degree position, the 90-degree position, and the 270-degree position of the wheel assembly; the step of, radially impact the wheel assembly based on the first impact energy to pre-damage the wheel assembly includes: Apply the first impact energy to the 0-degree position, the 90-degree position, and the 270-degree position respectively to pre-damage the wheel assembly.

4. The evaluation method of wheel performance according to claim 1, characterized in that, The first impact energy is determined by the following method, including: Determine a correction coefficient based on the ratio between the single damage characteristic and the stable damage value; Determine the first impact energy based on the correction coefficient and the second impact energy.

5. The evaluation method for wheel performance according to claim 1, characterized in that, The step of, conduct a fatigue test on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly includes: Determine the road test load spectrum of the wheel assembly; Based on the road test load spectrum, conduct a fatigue test on the wheel assembly to obtain the fatigue test result.

6. The evaluation method of wheel performance according to claim 1 or 5, characterized in that, The fatigue test includes a biaxial fatigue test or a radial fatigue test.

7. An evaluation device for wheel performance, characterized in that, The device includes: a processing unit, a determination unit, and an evaluation unit; The processing unit is configured to, under a test environment, radially impact the wheel assembly based on a first impact energy to pre-damage the wheel assembly; the first impact energy is determined based on a single damage characteristic, a stable damage value, and a second impact energy corresponding to the design load of the wheel assembly; the single damage characteristic and the stable damage value are determined by radially impacting the wheel assembly based on the second impact energy; The determination unit is configured to conduct a fatigue test on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly; the fatigue test result is used to characterize the fatigue cracking failure of the wheel assembly; The evaluation unit is configured to evaluate the fatigue durability performance of the wheel assembly based on the fatigue test result.

8. The evaluation device for wheel performance according to claim 7, characterized in that, The processing unit is specifically configured to: Determine the impact position for radially impacting the wheel assembly; the impact position is used to characterize any one or more positions on the wheel assembly; Radially impact the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

9. The evaluation device for wheel performance according to claim 8, characterized in that, The impact positions include the 0-degree position, 90-degree position, and 270-degree position of the wheel assembly; the processing unit is specifically configured to: Apply the first impact energy to the 0-degree position, 90-degree position, and 270-degree position respectively to pre-damage the wheel assembly.

10. The evaluation device for wheel performance according to claim 9, characterized in that, The determining unit is further configured to: Obtain a second impact energy corresponding to the design load of the wheel assembly; Radially impact the wheel assembly with the second impact energy to determine the single damage characteristics and the stable damage value; Determine the first impact energy based on the single damage characteristics, the stable damage value, and the second impact energy.

11. 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 method for evaluating the wheel performance as described in any one of claims 1 to 6.

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