Wheel performance evaluation method, device and equipment

Abstract

This application relates to a wheel performance evaluation method, device, and apparatus in the field of vehicle technology. The method comprises: subjecting a wheel assembly to a radial impact based on a first impact energy in a test environment to pre-damage the wheel assembly; performing a fatigue test on the pre-damaged wheel assembly to determine fatigue test results for the wheel assembly; using the fatigue test results to characterize fatigue cracking failure of the wheel assembly; and evaluating the fatigue durability performance of the wheel assembly based on the fatigue test results. This method can eliminate the mismatch between bench test results and actual road test results.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, in particular to the field of wheel performance testing technology, and specifically to a method, device and equipment for evaluating wheel performance. Background Art

[0002] As the core load-bearing component of a vehicle's travel system, the wheel's structural strength is directly related to the vehicle's safety and reliability. Under complex road conditions, wheels must withstand the combined effects of road impact, dynamic loads, and alternating stresses. The inner rim, the critical junction between the wheel and tire, is crucial to its overall performance, making research on its structural strength crucial.

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

[0004] This application provides a method, device, and apparatus for evaluating wheel performance to at least address the technical issue in related art where bench test results cannot match actual road test results. The technical solution of this application is as follows:

[0005] According to a first aspect provided by the present application, a method for evaluating wheel performance is provided, comprising: in a test environment, performing a 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 second impact energy corresponding to a single damage characteristic, a stable damage value, and a design load of the wheel assembly; the single damage characteristic and the stable damage value are determined by performing a radial impact on the wheel assembly based on the second impact energy; performing a fatigue test on the pre-damaged wheel assembly to determine a fatigue test result of the wheel assembly; the fatigue test result is used to characterize fatigue cracking failure of the wheel assembly; and based on the fatigue test result, the fatigue durability performance of the wheel assembly is evaluated.

[0006] Based on the aforementioned technical means, the present application can pre-damage the wheel by first applying a first impact energy. This can more realistically simulate the complex stress state and damage accumulation process of the wheel in actual use, making fatigue test results more realistic. This, in turn, allows for an accurate understanding of the performance of different materials and structures under the combined effects of impact and fatigue, thereby improving the overall performance of the wheel assembly. Furthermore, by determining the first impact energy based on the second impact energy corresponding to the wheel assembly's design load, the wheel assembly can be radially impacted directly based on the first impact energy, replacing multiple superimposed impacts. This simplifies the test process and reduces testing costs.

[0007] In one possible approach, under a test environment, a radial impact is performed on the wheel assembly based on a first impact energy to pre-damage the wheel assembly, including: determining an impact position of the radial impact on the wheel assembly; the impact position is used to characterize any one or more positions on the wheel assembly; and a radial impact is performed on the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

[0008] According to the above technical means, the present application can simulate these actual scenarios more realistically by determining different impact positions, so that the pre-damage process is highly consistent with the actual damage that the wheel may suffer, thereby improving the correlation between subsequent fatigue test results and actual conditions.

[0009] In one possible embodiment, the impact positions include the 0-degree position, the 90-degree position, and the 270-degree position of the wheel assembly; performing a radial impact on 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, the 90-degree position, and the 270-degree position respectively to pre-damage the wheel assembly.

[0010] According to the above technical means, the present application can select the 0 degree, 90 degree and 270 degree positions to apply the first impact energy for pre-damage in the wheel assembly test, thereby achieving accurate evaluation and optimization of the fatigue durability performance of the wheel assembly while reducing the test cost.

[0011] In one possible manner, the first impact energy is determined by: determining a correction coefficient based on a ratio between a single damage feature and a stable damage value; and determining the first impact energy based on the correction coefficient and the second impact energy.

[0012] According to the above technical means, the present application can determine the correction coefficient based on the ratio of the single damage characteristic to the stable damage value, and then calculate the first impact energy, so that the single impact of the first impact energy replaces the superimposed impact of the two impact energies, simplifying the test steps and reducing the test cost.

[0013] In one possible approach, a fatigue test is performed on the pre-damaged wheel assembly to determine the fatigue test result of the wheel assembly, including: determining a road test load spectrum of the wheel assembly; and performing a fatigue test on the wheel assembly based on the road test load spectrum to obtain the fatigue test result.

[0014] According to the above technical means, the present application can drive fatigue tests through road test load spectra to obtain results, thereby improving the authenticity, efficiency and reliability of the test, while reducing costs and ensuring safety.

[0015] In one possible embodiment, the fatigue test includes a biaxial fatigue test or a radial fatigue test.

[0016] According to the second aspect provided by the present application, a wheel performance evaluation device is provided, including: a processing unit, a determination unit and an evaluation unit; the processing unit is used to perform a radial impact on the wheel assembly based on a first impact energy under 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 a design load of the wheel assembly; the single damage characteristic and the stable damage value are determined by performing a radial impact on the wheel assembly based on the second impact energy; the determination unit is used to perform a fatigue test on the wheel assembly after pre-damage and determine the fatigue test results of the wheel assembly; the fatigue test results are used to characterize fatigue cracking failure of the wheel assembly; the evaluation unit is used to evaluate the fatigue durability performance of the wheel assembly based on the fatigue test results.

[0017] In one possible embodiment, the processing unit is specifically used to: determine the impact position of the radial impact on the wheel assembly; the impact position is used to characterize any one or more positions on the wheel assembly; and perform a radial impact on the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

[0018] In one possible embodiment, the processing unit is specifically configured to apply first impact energy to the 0-degree position, the 90-degree position, and the 270-degree position, respectively, to pre-damage the wheel assembly.

[0019] In one possible manner, the determination unit is specifically configured to: determine a correction coefficient based on a ratio between a single damage feature and a stable damage value; and determine the first impact energy based on the correction coefficient and the second impact energy.

[0020] In one possible manner, the determination unit is specifically configured to: determine a road test load spectrum of the wheel assembly; and perform a fatigue test on the wheel assembly based on the road test load spectrum to obtain a fatigue test result.

[0021] 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.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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

[0026] 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.

[0027] Figure 1 is a schematic diagram showing wheel load corresponding to a road test condition according to an exemplary embodiment;

[0028] Figure 2 is a schematic diagram showing a combined bench test method according to an exemplary embodiment;

[0029] Figure 3 is a schematic diagram of a wheel performance evaluation system according to an exemplary embodiment;

[0030] Figure 4 is a flow chart showing a method for evaluating wheel performance according to an exemplary embodiment;

[0031] Figure 5 is a schematic diagram showing a curve of impact number-inner wheel rim residual strain according to an exemplary embodiment;

[0032] Figure 6 is a schematic diagram showing an impact position and impact sequence of a radial impact according to an exemplary embodiment;

[0033] Figure 7 is a schematic diagram showing a stress change process of an inner edge of a wheel according to an exemplary embodiment;

[0034] Figure 8 is a schematic diagram showing stress distribution at the inner edge of a wheel according to an exemplary embodiment;

[0035] Figure 9 is a schematic diagram showing stress conditions around the inner edge of a wheel according to an exemplary embodiment;

[0036] Figure 10 is a schematic diagram showing a process for evaluating wheel performance according to an exemplary embodiment;

[0037] Figure 11is a block diagram of a device for evaluating wheel performance according to an exemplary embodiment;

[0038] Figure 12 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0039] 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.

[0040] 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.

[0041] For ease of understanding, the relevant technologies involved in this application are described in detail below with reference to the accompanying drawings.

[0042] like Figure 1 As shown, automakers typically divide vehicle reliability verification (referred to as road testing) into two phases: intensive road testing and endurance road testing. During the intensive road testing phase, vehicles must undergo high-intensity, specialized testing conditions, such as pits, manhole cover arrays, cobblestone roads, and stepped surfaces. The core assessment objective is the impact damage resistance of vehicle components. After the test, components may develop a pre-damaged wheel state. The endurance road testing phase primarily utilizes high-speed cycling conditions, focusing on verifying the long-term fatigue life characteristics of vehicle components, specifically the wheel fatigue cycle. It's worth noting that if the intensive road testing has already caused pre-damage to the wheels, the subsequent fatigue verification process during the endurance road test will actually subject the wheels to a combined operating condition of "pre-damage plus fatigue load."

[0043] The standardized evaluation system for the structural strength of the inner wheel rim in related technologies mainly includes three types of test specifications:

[0044] Method 1: The "QC / T991 Passenger Car Light Alloy Wheel 90° Impact Test Method" assesses the structural strength of the inner wheel rim by measuring its deformation after a radial impact test. This is the mainstream bench test method for evaluating the design strength of aluminum wheel rims (including the inner rim). The "QC / T991 Passenger Car Light Alloy Wheel 90° Impact Test Method" primarily utilizes a 120° V-shaped punch and applies a single, single-point, directional radial impact to the tire-mounted rim (including the inner rim) with the impact energy matched to the wheel's design load. Post-impact measurement of the inner rim deformation data, combined with correlation analysis between tire specifications and design load, enables horizontal comparison of rim structural strength and provides guidance for design optimization.

[0045] The QC / T991 Passenger Car Light Alloy Wheel 90° Impact Test Method evaluates wheel performance based on the macroscopic deformation of the inner wheel rim. This is the radial deformation of the entire wheel rim, ultimately reflecting the maximum deformation at the inner rim. However, this "global" deformation cannot represent the microstructural damage of the localized material on the inner rim. Therefore, this radial impact method cannot accurately reflect the damage to the inner rim of an actual wheel under actual operating conditions or road testing.

[0046] In addition, the "QC / T991 Passenger Car Light Alloy Wheel 90° Impact Test Method" only performs pre-damage, and lacks the fatigue stage compared to the actual working condition of "pre-damage superimposed fatigue load", making it difficult to fit the cracking failure phenomenon in the actual working condition of the inner wheel rim.

[0047] Method 2: "GB / T5334 Passenger car wheels performance requirements and test methods".

[0048] GB / T 5334 Passenger Car Wheel Performance Requirements and Test Methods is a fatigue test for wheels subjected to radial loading. Based on the radial load corresponding to the wheel's design load, the wheel assembly is subjected to a high-cycle rolling fatigue test, primarily used to evaluate the fatigue resistance of the wheel's overall structure.

[0049] However, "GB / T5334 Passenger Car Wheel Performance Requirements and Test Methods" only conducts fatigue tests on wheel assemblies. Compared with the actual 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 actual working condition of the inner wheel rim.

[0050] Method 3: "QC / T1112 Passenger Car Wheel Biaxial Fatigue Test Method".

[0051] The "QC / T1112 Passenger Car Wheel Biaxial Fatigue Test Method" is a test method for the fatigue durability of pre-damaged wheel rims (including the inner rim) in the wheel industry. Prior to biaxial fatigue testing, the wheel assembly undergoes a single, single-point, unidirectional pre-damage test (rim static pressure test) using a 24-inch diameter cylindrical indenter and a pressure transverse direction corresponding to the wheel's design load. Biaxial fatigue testing is then performed on the wheel.

[0052] "QC / T1112 Passenger Car Wheel Biaxial Fatigue Test Method" also considers the impact of tire specifications and design loads on the strength of the wheel rim (including the inner rim). It conducts endurance fatigue after a pre-damage test. After the test is completed, it evaluates whether the wheel hub has cracking failure. To a certain extent, it can achieve horizontal comparison of rim structural strength and provide design optimization guidance.

[0053] However, although the "QC / T1112 Passenger Car Wheel Biaxial Fatigue Test Method" pre-damages the wheel rim before conducting fatigue tests, the pre-damage working conditions are simple and differ greatly from the actual working conditions, making it difficult to fit the cracking failure phenomenon in the actual working conditions of the inner rim.

[0054] In one possible implementation, a combined bench test method can be obtained by combining method 1, method 2, and method 3, such as Figure 2 As shown, the wheel is pre-damaged by a wheel radial impact test, and the wheel is fatigue-cycled by an endurance fatigue test.

[0055] For example, the inner rim of the wheel is pre-damaged using Method 1, "QC / T991 Passenger Car Light Alloy Wheel 90-degree Impact Test Method," and then an endurance fatigue test is performed using Method 2, "GB / T5334 Passenger Car Wheel Performance Requirements and Test Methods," or the biaxial fatigue test part of Method 3, "QC / T1112 Passenger Car Wheel Biaxial Fatigue Test Method."

[0056] However, by applying the "QC / T991 Passenger Car Light Alloy Wheel 90° Impact Test Method" to the same part of the wheel assembly, repeated impacts were applied according to the number of road test cycles until the damage no longer increased. Biaxial fatigue testing of the wheel assembly using an equivalent road test load spectrum revealed that fatigue failure did not occur within the expected mileage. This indicates that the combined impact method cannot accurately describe the damage to the inner rim of the wheel during actual road testing.

[0057] 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, rather than all the embodiments.

[0058] The wheel performance evaluation method provided in the embodiments of the present application can be applied to the evaluation of the wheel performance of a vehicle. A vehicle may also be referred to as a vehicle, a mobile carrier, an electric vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell vehicle (FCV), an autonomous vehicle, an intelligent and connected vehicle (ICV), a driverless vehicle, etc.

[0059] 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.

[0060] like Figure 3 As shown, the wheel performance evaluation system may include a wheel performance evaluation device 301 and a data acquisition device 302 .

[0061] Optionally, Figure 3 A communication connection can be established between the wheel performance evaluation device 301 and the data acquisition device 302.

[0062] In practical applications, the wheel performance evaluation device 301 may be communicatively connected to one or more data acquisition devices 302 .

[0063] For ease of understanding, this application takes the communication connection between a wheel performance evaluation device 301 and a data acquisition device 302 as an example for explanation.

[0064] Optional, Figure 3 The wheel performance evaluation device 301 and the data acquisition device 302 can be functional modules integrated into the same device, or can be devices independently provided. This application does not impose any restrictions on this.

[0065] It's easy to understand that when the wheel performance evaluation device 301 and the data acquisition device 302 are functional modules integrated into the same device, the communication between them is that between internal modules. In this case, the communication process between them is the same as the communication process when the wheel performance evaluation device 301 and the data acquisition device 302 are independently provided.

[0066] For ease of understanding, this application is mainly described by taking the example of the wheel performance evaluation device 301 and the data acquisition device 302 being independently configured.

[0067] Figure 3 The data acquisition device 302 in the apparatus can acquire the first impact energy and transmit the first impact energy to the wheel performance evaluation device 301. The wheel performance evaluation device 301 can, under a test environment, perform a radial impact on the wheel assembly based on the first impact energy to pre-damage the wheel assembly, perform a fatigue test on the pre-damaged wheel assembly, determine a fatigue test result of the wheel assembly, and further evaluate the fatigue durability performance of the wheel assembly based on the fatigue test result.

[0068] Optionally, Figure 3 The wheel performance evaluation device 301 in the embodiment may be a terminal, a server, or other types of electronic devices. Figure 3 What is shown in the figure is only an example of the equipment form of the wheel performance evaluation device 301 and does not constitute a limitation thereto.

[0069] When the wheel performance evaluation device 301 is a terminal, the terminal can be a device that provides voice and / or data connectivity to a user, a handheld device with wireless connectivity, or other processing device 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 that exchanges voice and / or data with a radio access network, for example, a mobile phone, tablet computer, laptop computer, netbook, or personal digital assistant (PDA). This application does not impose any restrictions on this.

[0070] When the wheel performance evaluation device 301 is a server, the server can be a single server, or 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 on this.

[0071] Figure 4is a flow chart showing a method for evaluating wheel performance according to an exemplary embodiment. Figure 4 As shown, the wheel performance evaluation method includes the following steps: S401-S403.

[0072] S401. Under a test environment, radially impact the wheel assembly based on a first impact energy to pre-damage the wheel assembly.

[0073] For example, the test environment may include the following:

[0074] ‌‌‌1. Environmental conditions‌.

[0075] Temperature range: 10℃~30℃, the temperature must be kept stable throughout the test;

[0076] Equipment status: The test equipment (bracket, punch, quick release mechanism, etc.) must be calibrated and in normal working condition.

[0077] ‌2. Device parameter configuration‌.

[0078] Punch mass: When the impact energy is less than 2000J, the punch weight is 150kg; when the impact energy is above 2000J, the punch mass is increased in increments of 5kg.

[0079] Punch Height: Adjusts based on punch mass and impact energy.

[0080] ‌‌3. Sample status‌.

[0081] The wheel assembly must be a complete product, fitted with tires and complete all processing steps.

[0082] The tire inflation pressure shall be in accordance with the value specified by the vehicle manufacturer.

[0083] ‌4. Installation requirements‌.

[0084] Install the wheel assembly on the testing machine. Ensure the wheel fixture on the testing machine is of comparable size to the fixture on the vehicle. Adjust the wheel's axial position so that the tire's cross-section centerline aligns with the punch's centerline, then lock the axial adjustment mechanism. Adjust the vehicle's circumferential position so the impact point is directly below the hammer.

[0085] ‌5. Safety measures‌.

[0086] Protective devices must be installed in the test area to prevent fragments from flying during the impact.

[0087] Confirm that the quick release mechanism is sensitive and reliable to avoid the risk of accidental triggering.

[0088] In one possible implementation, in order to determine the first impact energy, the wheel performance evaluation device may obtain a second impact energy corresponding to the design load of the wheel assembly.

[0089] The design load is the maximum load-bearing capacity of the wheel assembly determined during the design and verification phases to ensure safe operation under static loads (vehicle weight) and dynamic loads (shock and vibration). The second impact energy can be used to measure the energy that the wheel assembly can absorb or resist under the design load.

[0090] In one possible implementation, the wheel performance evaluation device may perform a radial impact on the wheel assembly using a second impact energy to determine a single damage characteristic and a stable damage value of the impact.

[0091] It should be noted that radial impacts on wheel assemblies can generate microscopic cracks and damage within the material. These microscopic damages accumulate and expand with increasing impact frequency. Initially, the damage grows rapidly. As the impacts continue, the stress distribution within the material gradually stabilizes, and the damage growth rate decreases, eventually reaching a relatively stable stage. This corresponds to the stable damage value.

[0092] For example, Figure 5 As shown, Figure 5 is a schematic diagram showing a curve of impact number-inner wheel rim residual strain according to an exemplary embodiment. Figure 5 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 are included.

[0093] from Figure 5 It can be seen from the figure that after 4-8 impacts (different times for different materials) with the second impact energy, the damage value basically no longer increases.

[0094] In one possible implementation, the wheel performance evaluation device may determine the first impact energy based on a single damage feature, a stable damage value, and the second impact energy.

[0095] Specifically, the wheel performance evaluation device may determine a correction factor based on a ratio between a single damage characteristic and a stable damage value, and may determine the first impact energy based on the correction factor and the second impact energy.

[0096] For example, the stable damage value may be 1.2 times the single damage value (different materials have different corresponding ratios). The wheel performance evaluation device may determine 1.2 times the second impact energy as the first impact energy.

[0097] In one possible implementation, the wheel performance evaluation device may directly apply a first impact energy that can generate 1.2 times the second impact energy through a single-point impact test, thereby simulating stable damage after multiple impacts.

[0098] It is understandable that the damage caused by a single high-energy impact is equivalent to the stable damage accumulated by multiple low-energy impacts at the material microscopic level, that is, the damage characteristics such as crack propagation and plastic deformation caused by the two are similar.

[0099] In one possible implementation, the wheel performance evaluation device may determine an impact position of a radial impact on the wheel assembly and may perform a radial impact on the wheel assembly based on a first impact energy to pre-damage the wheel assembly.

[0100] The impact position is used to represent any one or more positions on the wheel assembly.

[0101] In one example, the impact positions include the 0-degree position, the 90-degree position, and the 270-degree position of the wheel assembly. The wheel performance evaluation device can 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.

[0102] For example, Figure 6 The impact position and impact sequence of the radial impact on the wheel assembly are included.

[0103] Specifically, the wheel performance assessment device can perform a first radial impact at the 0-degree position of the wheel assembly. After completing the first radial impact, the wheel can be rotated 90 degrees counterclockwise and then a second radial impact can be performed at the left marked position (90 degrees). After completing the second radial impact, the wheel fatigue testing device can rotate the wheel 180 degrees clockwise and then a third radial impact can be performed at the right marked position (270 degrees) to pre-damage the wheel assembly.

[0104] In one embodiment, the impact location can be determined by the following test method:

[0105] It is understandable that during the intensive road test phase of the wheel assembly, due to the dynamic characteristics of the radial rolling of the wheel, the damage points caused by each impact are randomly distributed in the circumferential position.

[0106] For example, in a specific damage condition, the wheel must withstand a total of 1,000 radial impact loads. The radial circumference of the wheel assembly is divided into 36 sectors at 10-degree intervals (covering 360 degrees), and each 10-degree sector is subjected to an average of approximately 28 impacts.

[0107] In one possible implementation, in order to reduce the complexity of the test, the wheel performance evaluation device can simplify the inner rim structure of the wheel into a four-part symmetrical layout, that is, establish impact loading points at four orthogonal positions along the circumference: 0 degrees, 90 degrees, 180 degrees, and 270 degrees, and implement 4 impacts in each position.

[0108] In one possible implementation, the wheel performance evaluation device can perform damage simulation on a single radial impact to the wheel assembly, and determine the stress change process of the inner edge of the wheel when the wheel assembly is subjected to the radial impact.

[0109] For example, Figure 7 As shown, the stress change process of the inner edge of the wheel can include the following processes:

[0110] Under normal circumstances, the inner side of the impact part is subjected to compressive stress, and the outer side of the impact part is subjected to tensile stress.

[0111] As the hammer falls, the inner sides of the impact site are subjected to tensile stress, while the outer sides are subjected to compressive stress (stage 1), which gradually spreads from the center of the impact site to both sides (stage 2) and reaches its maximum at about 90 degrees (stage 3).

[0112] As the hammer rises, the stress on both sides of the impact site gradually subsides (stage 4 and stage 5).

[0113] For example, in combination Figure 7 , Figure 8 The damage to the inner edge of the middle wheel includes the outer tensile stress and inner compressive tensile stress at the 0-degree position, the inner tensile stress at the 90-degree position, and the inner tensile stress at the 270-degree position.

[0114] For example, in combination Figure 8 , Figure 9 This includes the stress conditions around the inner wheel rim during Stage 3. By analyzing the stress around the inner wheel rim after a single impact (e.g., Stage 3), it can be determined that when the wheel is subjected to single impacts at four orthogonal angles—0 degrees, 90 degrees (90 degrees on the left), 180 degrees, and 270 degrees (90 degrees on the right)—the inner side of the inner rim at each impact point, i.e., the tire-mounted side (a sensitive area for road test cracking), experiences a composite stress cycle (one high compressive stress, one low compressive stress, and two high tensile stresses). Its mechanical behavior can be quantitatively analyzed using the principle of stress component superposition. The outer side of the rim experiences one high tensile stress, one low tensile stress, and two high compressive stresses.

[0115] It should be noted that, based on the properties of metal materials, when subjected to unidirectional compressive stress, dislocation barriers form between metal crystals, increasing deformation resistance and potentially forming a stable dislocation network structure. Furthermore, under unidirectional tensile stress, grains undergo directional slip along the slip system, causing material softening. Furthermore, when the same area is subjected to alternating tensile and compressive stresses, grain boundary slip can be rapidly intensified, accelerating material failure. Therefore, there is a systematic deviation between the amount of pre-damage produced by a single impact at a single point and the actual amount of pre-damage produced by multiple impacts at multiple points in actual road conditions.

[0116] Based on this, the present application can conduct a single impact test with greater impact energy, simulate multiple multi-point impact situations, significantly shorten the test cycle, and reduce manpower and resource costs.

[0117] In addition, through strain analysis and simulation verification (such as Figure 9 ), there is a significant stress attenuation effect at the impact point 0 degree position opposite to the 180 degree position, so the four-point impact at the 0 degree position, 90 degree position, 180 degree position, and 270 degree position can be simplified to the three-point impact at the 0 degree position, 90 degree position, and 270 degree position.

[0118] In one possible implementation, after pre-damaging the wheel assembly at 0 degrees, 90 degrees, and 270 degrees through a first impact energy, a fatigue test is performed on the wheel assembly. Fatigue is achieved within the expected mileage range, and the first cracks to appear on the inner edge of the wheel occur near the 0 degree, 90 degree, and 270 degree positions.

[0119] Based on this, in this application, the impact position is pre-damaged through the first impact energy, which is similar to the pre-damage situation of actual road conditions and meets the actual pre-damage requirements.

[0120] It should be noted that the 0 degree position, 90 degree position, and 270 degree position are only examples of the impact position. The impact position of different wheel assemblies may be different. The specific impact position can be determined by referring to the test method for determining the impact position mentioned above.

[0121] S202: Perform a fatigue test on the pre-damaged wheel assembly to determine a fatigue test result of the wheel assembly.

[0122] Among them, the fatigue test results are used to characterize the fatigue cracking failure of the wheel assembly.

[0123] In one possible implementation, the wheel performance evaluation device may determine a road test load spectrum of the wheel assembly.

[0124] Among them, the road test load spectrum is a time history data set of the dynamic loads applied to the wheel assembly during actual driving, collected through real vehicle road tests or enhanced road spectra at test sites, including the amplitude-frequency distribution characteristics of parameters such as radial force, lateral force, vertical force, bending moment, and torque.

[0125] In one possible implementation, the wheel performance evaluation device may perform a fatigue test on the wheel assembly based on a road test load spectrum to obtain a fatigue test result.

[0126] The fatigue test may include a biaxial fatigue test or a radial fatigue test.

[0127] S203. Evaluate the fatigue durability performance of the wheel assembly based on the fatigue test results.

[0128] For example, the wheel performance evaluation device can compare the number of cycles required for cracks to appear during testing with the equivalent number of cycles corresponding to the design target mileage. If the test life is significantly longer than expected, the wheel performance evaluation device can determine whether the test load spectrum weakens key damage factors in actual operating conditions (such as high-frequency impact and multi-axial coupled loads). If the test life is shorter than expected, the wheel performance evaluation device can determine whether there are shortcomings in the material strength or structural design.

[0129] Based on the above technical solution, this application can pre-damage the wheel by first applying a first impact energy. This can more realistically simulate the complex stress state and damage accumulation process of the wheel in actual use, making fatigue test results more realistic. This can accurately understand the performance of different materials and structures under the combined effects of impact and fatigue based on fatigue test results, thereby improving the overall performance of the wheel assembly. Furthermore, by determining the first impact energy based on the second impact energy corresponding to the wheel assembly's design load, the wheel assembly can be radially impacted directly based on the first impact energy, replacing multiple superimposed impacts, simplifying the test steps, and reducing testing costs.

[0130] In some embodiments, Figure 10 The evaluation process of the wheel performance includes the following steps: S1001-S1006.

[0131] S1001. Mark the 0-degree position, 90-degree position, and 270-degree position of the wheel assembly.

[0132] S1002. Implement the first radial impact on the wheel assembly at the 0 degree position.

[0133] S1003: Implement a second radial impact at the 90-degree position.

[0134] S1004. Perform a third radial impact at the 270-degree position to pre-damage the wheel assembly.

[0135] S1005. Perform a fatigue test on the pre-damaged wheel assembly to determine a fatigue test result of the wheel assembly.

[0136] S1006. Based on the fatigue test results, evaluate the fatigue durability performance of the wheel assembly.

[0137] Figure 11 FIG. 1 is a block diagram of a device for evaluating wheel performance according to an exemplary embodiment. Figure 1 The wheel performance evaluation device includes: a processing unit 1101, a determination unit 1102 and an evaluation unit 1103.

[0138] In one possible embodiment, the processing unit 1101 is configured to perform a radial impact on the wheel assembly based on a first impact energy under a test environment to pre-damage the wheel assembly.

[0139] In one possible manner, the determination unit 1102 is configured to perform a fatigue test on the pre-damaged wheel assembly to determine a fatigue test result of the wheel assembly.

[0140] In one possible embodiment, the evaluation unit 1103 is configured to evaluate the fatigue durability performance of the wheel assembly based on fatigue test results.

[0141] In one possible embodiment, the processing unit 1101 is specifically configured to: determine an impact position of a radial impact on the wheel assembly, and perform a radial impact on the wheel assembly based on a first impact energy to pre-damage the wheel assembly.

[0142] In one possible manner, the processing unit 1101 is specifically configured to apply first impact energy to the 0 degree position, the 90 degree position, and the 270 degree position, respectively, to pre-damage the wheel assembly.

[0143] In one possible manner, the determining unit 1102 is specifically configured to: determine a correction coefficient based on a ratio between a single damage feature and a stable damage value, and determine the first impact energy based on the correction coefficient and the second impact energy.

[0144] In one possible embodiment, the determining unit 1102 is specifically configured to determine a road test load spectrum of the wheel assembly, and perform a fatigue test on the wheel assembly based on the road test load spectrum to obtain a fatigue test result.

[0145] 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.

[0146] Figure 12 FIG. 1 is a block diagram of an electronic device according to an exemplary embodiment. Figure 12As shown, the electronic device includes but is not limited to: a processor 1201 and a memory 1202 .

[0147] The memory 1202 is used to store executable instructions of the processor 1201. It is understood that the processor 1201 is configured to execute instructions to implement the wheel performance evaluation method in the above embodiment.

[0148] It should be noted that those skilled in the art can understand that Figure 12 The electronic device structure shown in the figure does not limit the electronic device, and the electronic device may include Figure 12 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0149] The processor 1201 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 1202 and calling 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, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly handles wireless communications. It is understood that the above-mentioned modem processor may not be integrated into the processor 1201.

[0150] Memory 1202 can be used to store software programs and various data. Memory 1202 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 1202 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0151] In an exemplary embodiment, a computer-readable storage medium including instructions is further provided, such as a memory 1202 including instructions. The above instructions can be executed by a processor 1201 of an electronic device to implement the method in the above embodiment.

[0152] In actual implementation, Figure 11 The functions of the processing unit 1101, the determining unit 1102 and the evaluating unit 1103 can all be represented by Figure 12 The processor 1201 in the embodiment calls the computer program stored in the memory 1202. The specific execution process can be referred to the description of the method part in the above embodiment, which will not be repeated here.

[0153] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0154] 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 1201 of the electronic device to complete the method in the above embodiment.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] 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.

[0161] 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 evaluating wheel performance, characterized in that: The method comprises: Under a test environment, a radial impact is performed 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 correction factor and a second impact energy corresponding to a design load of the wheel assembly; the correction factor is a ratio of a single damage characteristic to a stable damage value; the single damage characteristic and the stable damage value are determined by performing a radial impact on the wheel assembly based on the second impact energy; Performing a fatigue test on the pre-damaged wheel assembly to determine a fatigue test result of the wheel assembly; the fatigue test result is used to characterize fatigue cracking failure of the wheel assembly; Based on the fatigue test results, the fatigue durability performance of the wheel assembly is evaluated.

2. The wheel performance evaluation method according to claim 1, characterized in that: The step of performing a radial impact on the wheel assembly based on a first impact energy under a test environment to pre-damage the wheel assembly includes: Determining an impact position of a radial impact on a wheel assembly; the impact position is used to represent any one or more positions on the wheel assembly; A radial impact is performed on the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

3. The wheel performance evaluation method according to claim 2, characterized in that: The impact positions include a 0-degree position, a 90-degree position, and a 270-degree position of the wheel assembly; and performing a radial impact on the wheel assembly based on the first impact energy to pre-damage the wheel assembly includes: The first impact energy is applied to the 0-degree position, the 90-degree position, and the 270-degree position, respectively, to pre-damage the wheel assembly.

4. The wheel performance evaluation method according to claim 1, characterized in that: The performing of a fatigue test on the pre-damaged wheel assembly to determine a fatigue test result of the wheel assembly includes: determining a road test load spectrum of the wheel assembly; Based on the road test load spectrum, a fatigue test is performed on the wheel assembly to obtain the fatigue test result.

5. The wheel performance evaluation method according to claim 1 or 4, characterized in that: The fatigue test includes a biaxial fatigue test or a radial fatigue test.

6. A wheel performance evaluation device, characterized in that: The device comprises: a processing unit, a determination unit and an evaluation unit; The processing unit is configured to, under a test environment, perform a radial impact on the wheel assembly based on a first impact energy to pre-damage the wheel assembly; the first impact energy is determined based on a correction factor and a second impact energy corresponding to a design load of the wheel assembly; the correction factor is a ratio of a single damage characteristic to a stable damage value; the single damage characteristic and the stable damage value are determined by performing a radial impact on the wheel assembly based on the second impact energy; The determining unit is configured to perform a fatigue test on the pre-damaged wheel assembly to determine a fatigue test result of the wheel assembly; the fatigue test result is used to characterize fatigue cracking failure of the wheel assembly; The evaluation unit is used to evaluate the fatigue durability performance of the wheel assembly based on the fatigue test results.

7. The wheel performance evaluation device according to claim 6, characterized in that: The processing unit is specifically configured to: Determining an impact position of a radial impact on a wheel assembly; the impact position is used to represent any one or more positions on the wheel assembly; A radial impact is performed on the wheel assembly based on the first impact energy to pre-damage the wheel assembly.

8. The wheel performance evaluation device according to claim 7, characterized in that: The impact position includes a 0-degree position, a 90-degree position, and a 270-degree position of the wheel assembly; the processing unit is specifically configured to: The first impact energy is applied to the 0-degree position, the 90-degree position, and the 270-degree position, respectively, to pre-damage the wheel assembly.

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 wheel performance evaluation method according to any one of claims 1 to 5.

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