New energy automobile tire-wheel full structure modeling method and system

Abstract

The invention discloses a new energy automobile tire-wheel full structure modeling method and system, relates to the technical field of tire modeling, and is used for solving the problem that the existing simulation method cannot reproduce the phenomena of hub surface bending, cracks and inner rim cracking in the research and development process due to low modeling precision. The new energy automobile tire-wheel full structure modeling method comprises the steps that a tire drawing is used for building a tire body three-dimensional finite element model and a tire tread three-dimensional finite element model, and the models are imported into finite element analysis software to be bound in the spatial position; rubber material parameters of the tire are obtained, and a tire material hyperelastic macroscopic constitutive model is constructed; embedding the cord reinforcing rib unit into the rubber matrix unit in finite element analysis software, building a cord-rubber composite unit, and determining a tire finite element model; and constructing a wheel finite element model, consolidating the tire finite element model and the wheel finite element model in finite element analysis software, and setting contact between the rim and the tire.

Description

Technical Field

[0001] The present invention relates to the technical field of tire modeling, and more specifically, to a method and system for modeling the entire structure of a tire and wheel of a new energy vehicle. Background Art

[0002] New energy vehicles utilize large-capacity batteries to extend their range, resulting in a heavier vehicle weight compared to fuel-powered vehicles. To enhance overall performance, handling, and safety while reducing energy consumption, new energy vehicles often utilize low-pressure aluminum wheels paired with low-profile tires. Furthermore, the torque output characteristics of new energy vehicle motors differ from those of internal combustion engines, characterized by instantaneous high torque output. This allows for rapid peak torque at takeoff, resulting in rapid acceleration. This creates a higher instantaneous torque load on the wheels, placing higher performance requirements on tires and rims.

[0003] However, existing simulation methods all use simplified tires or simplified rims to establish a full-structure wheel finite element model. Due to low modeling accuracy, phenomena such as hub surface bending, cracks, and inner rim cracking cannot be reproduced during the research and development process. Summary of the Invention

[0004] The present invention aims to provide a method and system for modeling the full structural structure of tires and wheels for new energy vehicles. This method addresses the technical problem that existing simulation methods, which use simplified tires or simplified rims to create full-structure wheel finite element models, lack modeling accuracy and are unable to replicate wheel hub surface bending, cracks, and inner rim cracking during the research and development process. In view of this, the present invention achieves this goal through the following solution.

[0005] In a first aspect, the present invention provides a method for modeling the entire structure of a tire and wheel of a new energy vehicle, comprising: Obtain tire material distribution map and obtain tire drawing after correction; Using the tire drawings, a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread are established, and the three-dimensional finite element models are imported into finite element analysis software for binding in spatial position; Obtain the rubber material parameters of the tire and construct a hyperelastic macroscopic constitutive model of the tire material; Embed the cord reinforcement element into the rubber matrix element in the finite element analysis software to build the cord-rubber composite element and determine the tire finite element model; A wheel finite element model is constructed, and after the tire finite element model and the wheel finite element model are consolidated in finite element analysis software, the rim and the tire are set in contact to complete the modeling.

[0006] Compared with the prior art, in the new energy vehicle tire-wheel full-structure modeling method of the present invention, after using tire drawings to establish a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread, they are imported into finite element analysis software and bound in spatial position; after obtaining the rubber material parameters of the tire, a hyperelastic macroscopic constitutive model of the tire material is constructed; further, in the finite element analysis software, the cord reinforcement unit is embedded in the rubber matrix unit, and a cord-rubber composite unit is constructed to determine the tire finite element model; after constructing the wheel finite element model, the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, and the rim and the tire are set in contact, thereby completing the modeling. In the above-mentioned new energy vehicle tire-wheel full-structure modeling method of the present invention, on the one hand, a composite material composition method can be used to establish a tire model, which is more consistent with the actual structure of the tire rubber layer. On the other hand, the theory supports the correct values ​​of the three shear characteristic parameters of the Yeoh model. In the process of establishing the tire-wheel full-structure wheel modeling, the real structure of the rim is retained without structural simplification. A nonlinear finite element model of the full-structure wheel is constructed by contact, binding, etc., which is a nonlinear model close to the real tire-wheel. Furthermore, an axial compression test can be performed on a standard compression specimen of the rubber material to obtain the stress-strain data of the axial compression, and the data can be input into the simulation software for fitting to obtain the shear characteristic parameters of the rubber part in the Yeoh model. The theory supports the correct values ​​of the three shear characteristic parameters of the Yeoh model. Through the above-mentioned technical solution of the present invention, the technical problem that the existing simulation method uses a simplified tire or simplified rim method to establish a full-structure wheel finite element model is solved, and due to the low modeling accuracy, the wheel hub surface bending, cracks and inner rim cracking phenomena cannot be reproduced during the research and development process.

[0007] Furthermore, in the new energy vehicle tire-wheel full structure modeling method of the present invention, the use of the tire drawings to establish a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread includes: Importing the tire drawing into drawing software; Split the tire drawing into a main body and a tread, and convert it into a 1 / 2 model of a tire cross section; Import the model with the actual outline of 1 / 2 tire cross section drawing into the pre-processing software for finite element analysis pre-processing. Divide the mesh into two dimensions according to the unit quality. Then, use the copy and mapping functions to symmetrize along the axial symmetry line of the cross section to establish a two-dimensional cross-sectional finite element model of the complete tire body and tread. The two-dimensional grids of the tire body and tread are rotated one circle along the circumferential direction to obtain a uniform three-dimensional grid. The common nodes of the sections at the end-to-end connection are coupled to obtain a three-dimensional finite element model of the tire body. The three-dimensional finite element model of the tire tread is obtained in the same way.

[0008] Furthermore, in the new energy vehicle tire-wheel full structure modeling method of the present invention, the importing into the finite element analysis software and binding in spatial position includes: The three-dimensional finite element model of the tire body and the three-dimensional finite element model of the tire tread are respectively imported into the finite element analysis software. Based on the actual structure, the two are bound in space using the consolidation function, and the inner surface of the tread with dense mesh is selected as the slave surface, and the outer surface of the main body with sparse mesh is selected as the master surface.

[0009] Furthermore, in the new energy vehicle tire-wheel full-structure modeling method of the present invention, in the process of constructing the wheel finite element model, tetrahedral units are selected for meshing, and the mesh size is determined by comparing and analyzing the number, specific form, and density of meshing, and by considering the influence of calculation result accuracy, calculation scale, and calculation time.

[0010] Furthermore, in the new energy vehicle tire-wheel full-structure modeling method of the present invention, the wheel is an aluminum alloy wheel.

[0011] Furthermore, in the new energy vehicle tire-wheel full structure modeling method of the present invention, after the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, the following simplifications are made in the finite element analysis during the process of setting the rim and the tire in contact: The tire consists of only two parts: rubber and steel wire. The physical parameters of the tire material are defined as constants and are not affected by temperature or load. The contact area between the wheel and the tire will not separate. The rubber is defined as an isotropic, hyperelastic, incompressible material. The Yeoh hyperelastic model is used to describe the strain relationship of the tire under external load. The gas pressure acts in the normal direction of the inner surface of the tire and points to the outside of the tire.

[0012] Furthermore, in the new energy vehicle tire-wheel full structure modeling method of the present invention, in the process of constructing the hyperelastic macroscopic constitutive model of the tire material, the constitutive model is a Yeoh model; The strain energy density described by the Yeoh model is expressed as: ; Among them, U represents the strain energy density, the coefficient C 10 、C 20 、C 30 Represents the shear properties of the material, C 10 represents the initial shear modulus, C 20 The coefficient is negative, C 30 Positive coefficient is positive value, D i represents the compressibility of the material, i=1, 2, ... 3, represents the amount of material, represents the first invariant of the Cauchy-Green deformation tensor, represents the first invariant of the Green-Lagrange strain tensor, J represents the determinant of the deformation gradient tensor, and represents the volume ratio during deformation.

[0013] Furthermore, in the new energy vehicle tire-wheel full structure modeling method of the present invention, the step of obtaining the tire material distribution map and correcting the tire drawing comprises: Get tire material distribution map; The tire material distribution map is geometrically cleaned, and hard joints on the contour and the junctions between the inner and outer layers are smoothly transitioned; the overlapping and disconnected parts of the contour lines and junctions are reconstructed in detail to obtain a tire drawing, which is a two-dimensional tire model.

[0014] Furthermore, in the new energy vehicle tire-wheel full structure modeling method of the present invention, the step of obtaining the rubber material parameters of the tire includes: By conducting an axial compression test on a standard compression specimen of rubber material, the stress-strain data of axial compression is obtained, and the data is input into the simulation software for fitting to obtain the material parameters of the rubber part in the Yeoh model.

[0015] In a second aspect, the present invention provides a new energy vehicle tire-wheel full-structure modeling system, comprising: A tire drawing acquisition module is used to obtain a tire material distribution map and obtain a tire drawing after correction; A tread and body model building module is used to build a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread using the tire drawings, and import them into the finite element analysis software to bind them in space; The constitutive model building module is used to obtain the rubber material parameters of the tire and build a hyperelastic macroscopic constitutive model of the tire material; The tire finite element model determination module embeds the cord reinforcement element into the rubber matrix element in the finite element analysis software, builds the cord-rubber composite element, and determines the tire finite element model; The full-structure model building module is used to build a wheel finite element model. After the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, the rim and the tire are set in contact.

[0016] Compared with the prior art, the beneficial effects of the new energy vehicle tire-wheel full-structure modeling system of the present invention are the same as the beneficial effects of the new energy vehicle tire-wheel full-structure modeling method described in the above technical solution, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings: Figure 1 Schematic diagram of the process of the new energy vehicle tire-wheel full structure modeling method of the present invention; Figure 2 This is a schematic diagram of a two-dimensional drawing of a tire after correction in Example 3 of the present invention; Figure 3 This is a schematic diagram of a 1 / 2 tire cross-section model in Example 3 of the present invention; wherein, Figure 3 (a) is the main part, Figure 3 (b) the tread portion; Figure 4 Schematic diagram of the finite element model of the two-dimensional cross section of the tire in Example 3 of the present invention; wherein, Figure 4 (a) is the cross section of the main body, Figure 4 (b) is a cross section of the tread; Figure 5 Schematic diagram of a three-dimensional finite element model of a tire body in Example 3 of the present invention; Figure 6 Schematic diagram of a three-dimensional finite element model of a tire tread in Example 3 of the present invention; Figure 7 Schematic diagram of a complete tire finite element model in Example 3 of the present invention; Figure 8 This is a schematic diagram of a 3D model of an aluminum alloy wheel in Example 3 of the present invention; Figure 9 This is a schematic diagram of the mesh model of an aluminum alloy wheel in Example 3 of the present invention; Figure 10 This is a schematic diagram of a complete finite element model of a fully structured wheel in Example 3 of the present invention; Figure 11 3 is a comparison curve diagram of radial stiffness test simulation under different air pressures in Example 3 of the present invention; in, Figure 11 (a) is a comparison curve of radial stiffness test simulation under air pressure of 0.22MPa; Figure 11 (b) is a comparison curve of radial stiffness test simulation under air pressure of 0.25MPa; Figure 11 (c) is a comparison curve of radial stiffness test simulation under air pressure of 0.27 MPa; Figure 11 (d) is a comparison curve of radial stiffness test simulation under air pressure of 0.29 MPa. DETAILED DESCRIPTION

[0018] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0019] It should be noted that when an element is referred to as being “fixed on” or “disposed on” another element, it may be directly on the other element or indirectly on the other element. When an element is referred to as being “connected to” another element, it may be directly connected to the other element or indirectly connected to the other element.

[0020] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined. "Several" means one or more, unless otherwise specifically defined.

[0021] Existing simulation methods all use simplified tires or simplified rims to establish a full-structure wheel finite element model. Due to low modeling accuracy, phenomena such as hub surface bending, cracks, and inner rim cracking cannot be reproduced during the research and development process.

[0022] In order to solve the above technical problems, the present invention provides a new energy vehicle tire-wheel full structure modeling method, comprising: Obtain tire material distribution map and obtain tire drawing after correction; Using the tire drawings, a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread are established, and the three-dimensional finite element models are imported into finite element analysis software for binding in spatial position; Obtain the rubber material parameters of the tire and construct a hyperelastic macroscopic constitutive model of the tire material; Embed the cord reinforcement element into the rubber matrix element in the finite element analysis software to build the cord-rubber composite element and determine the tire finite element model; A wheel finite element model is constructed, and after the tire finite element model and the wheel finite element model are consolidated in finite element analysis software, the rim and the tire are set in contact to complete the modeling.

[0023] When adopting the above-mentioned technical solution, in the new energy vehicle tire-wheel full-structure modeling method of the present invention, after using the tire drawings to establish a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread, they are imported into the finite element analysis software and bound in spatial position; after obtaining the rubber material parameters of the tire, a hyperelastic macroscopic constitutive model of the tire material is constructed; further, in the finite element analysis software, the cord reinforcement unit is embedded in the rubber matrix unit, and the cord-rubber composite unit is constructed to determine the tire finite element model; after constructing the wheel finite element model, the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, and the rim and the tire are set in contact to complete the modeling. In the above-mentioned new energy vehicle tire-wheel full-structure modeling method of the present invention, on the one hand, a composite material composition method can be used to establish a tire model, which is more consistent with the actual structure of the tire rubber layer. On the other hand, the theory supports the correct values ​​of the three shear characteristic parameters of the Yeoh model. In the process of establishing the tire-wheel full-structure wheel modeling, the real structure of the rim is retained without structural simplification. A nonlinear finite element model of the full-structure wheel is constructed by contact, binding, etc., which is a nonlinear model close to the real tire-wheel. Furthermore, an axial compression test can be performed on a standard compression specimen of the rubber material to obtain the stress-strain data of the axial compression, and the data can be input into the simulation software for fitting to obtain the shear characteristic parameters of the rubber part in the Yeoh model. The theory supports the correct values ​​of the three shear characteristic parameters of the Yeoh model. Through the above-mentioned technical solution of the present invention, the technical problem that the existing simulation method uses a simplified tire or simplified rim method to establish a full-structure wheel finite element model is solved, and due to the low modeling accuracy, the wheel hub surface bending, cracks and inner rim cracking phenomena cannot be reproduced during the research and development process.

[0024] In order to better understand the present invention, the content of the present invention is further explained below in conjunction with specific examples, but the content of the present invention is not limited to the following examples.

[0025] Example 1 See also Figure 1 This embodiment provides a new energy vehicle tire-wheel full structure modeling method, including: Step 1: Obtain a tire material distribution map and obtain a tire drawing after correction; Step 2: Use the tire drawings to create a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread, and import them into the finite element analysis software to bind them in space; Step 3, obtaining the rubber material parameters of the tire and constructing a hyperelastic macroscopic constitutive model of the tire material; Step 4: In the finite element analysis software, the cord reinforcement element is embedded in the rubber matrix element to construct the cord-rubber composite element and determine the tire finite element model; Step 5: Build a wheel finite element model. After consolidating the tire finite element model and the wheel finite element model in the finite element analysis software, set the rim and tire in contact to complete the modeling.

[0026] Example 2 This embodiment provides a new energy vehicle tire-wheel full structure modeling method, including: S100, obtaining a tire material distribution map; performing geometric cleaning on the tire material distribution map, making smooth transitions for hard joints on the contour and the junctions between the inner and outer layers; reconstructing details of overlapping and disconnected portions of the contour lines and junctions to obtain a tire drawing, which is a two-dimensional tire model.

[0027] S200, using the tire drawing to create a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread, and importing them into finite element analysis software to bind them in spatial position; Furthermore, the content of step S200 includes: S201, importing the tire drawing into drawing software; S202, splitting the tire drawing into a main body and a tread, and converting the result into a 1 / 2 model of the tire cross section; S203, importing the model whose actual profile is 1 / 2 of the tire cross-section drawing into the pre-processing software for finite element analysis pre-processing, performing two-dimensional meshing based on unit mass, and then using the copy and mapping functions to symmetrize along the axial symmetry line of the cross-section to establish a two-dimensional cross-sectional finite element model of the complete tire body and tread; S204, rotating the two-dimensional meshes of the tire body and tread portion one circle along the circumferential direction to obtain a uniform three-dimensional mesh, coupling the common nodes of the cross sections at the end-to-end connection to obtain a three-dimensional finite element model of the tire body, and using the same method to obtain a three-dimensional finite element model of the tire tread; S205, respectively importing the tire body three-dimensional finite element model and the tire tread three-dimensional finite element model into the finite element analysis software, using the actual structure as the standard, using the consolidation function to bind the two in spatial position, and selecting the densely meshed inner surface of the tread as the slave surface, and selecting the sparsely meshed outer surface of the main body as the master surface.

[0028] S300, obtaining rubber material parameters of the tire and constructing a hyperelastic macroscopic constitutive model of the tire material; Furthermore, the above constitutive model is the Yeoh model, and the strain energy density described by the Yeoh model is expressed as: ; Among them, U represents the strain energy density, the coefficient C 10 、C 20 、C30 Represents the shear properties of the material, C 10 represents the initial shear modulus, C 20 The coefficient is negative, C 30 Positive coefficient is positive value, D i represents the compressibility of the material, i=1, 2, ... 3, represents the amount of material, represents the first invariant of the Cauchy-Green deformation tensor, represents the first invariant of the Green-Lagrange strain tensor, J represents the determinant of the deformation gradient tensor, and represents the volume ratio during deformation; Furthermore, the obtaining of the rubber material parameters of the tire includes: performing an axial compression test on a standard compression specimen of the rubber material to obtain axial compression stress-strain data, and inputting the data into simulation software for fitting to obtain the material parameters of the rubber part in the Yeoh model.

[0029] S400, embed the cord reinforcement unit into the rubber matrix unit in the finite element analysis software, build the cord-rubber composite unit, and determine the tire finite element model.

[0030] S500, constructing a wheel finite element model, consolidating the tire finite element model and the wheel finite element model in finite element analysis software, and setting the rim and the tire in contact to complete the modeling; Furthermore, in the process of constructing the wheel finite element model, tetrahedron elements are selected for meshing. The mesh size is determined by comparing and analyzing the number, specific form, and density of meshing, and by considering the influence of calculation result accuracy, calculation scale, and calculation time. The wheel is an aluminum alloy wheel. Furthermore, after the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, the following simplifications are made in the finite element analysis when the rim and the tire are set in contact: the composition of the tire only includes two parts, rubber and steel wire, and the physical parameters of the tire material are defined as constants and are not affected by temperature and load; the contact part between the wheel and the tire will not separate; the rubber is defined as an isotropic, hyperelastic incompressible material, and the Yeoh hyperelastic model is used to describe the strain relationship of the tire under the action of external load, and the gas pressure acts in the normal direction of the inner surface of the tire and points to the outside of the tire.

[0031] Example 3 In a first aspect, this embodiment provides a new energy vehicle tire-wheel full-structure modeling method, comprising: S100, obtaining a tire material distribution map; performing geometric cleaning on the tire material distribution map, performing smooth transitions on hard joints on the contour and at the junctions between the inner and outer layers; and reconstructing details of overlapping and disconnected portions of the contour lines and junctions to obtain a tire drawing, which is a two-dimensional tire model; Specifically, the tire material distribution diagram is used as the basis for tire modeling, and geometric cleanup is performed. Hard joints on the contour and the junctions between the inner and outer layers are smoothly transitioned. Parts that change significantly after the tire is vulcanized, such as the distribution and arrangement angles of the cords, are replaced, while other material distribution parts with less deformation are retained. The design drawing is corrected in this way. Then, geometric cleanup is performed, and detailed reconstruction of overlapping and disconnected parts of the contour lines and intersections is performed to obtain the corrected tire drawing. The basis for this correction method is: Since the distribution and arrangement angles of the cords change significantly and inevitably after the tire is vulcanized, the rubber changes less due to uneven pressure, and the degree and direction of change for each tire fluctuate greatly. Therefore, parts that change significantly after the tire is vulcanized, such as the distribution and arrangement angles of the cords, are replaced, while other material distribution parts with less deformation are retained. Please refer to Figure 2 , Figure 2 This is a schematic diagram of the corrected tire two-dimensional drawing.

[0032] S200, using the tire drawing to create a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread, and importing them into finite element analysis software to bind them in spatial position; Furthermore, the content of step S200 includes: S201, import the corrected tire drawing into the drawing software AutoCAD. To build a tire finite element model close to the real shape, retain the tire layer model including rubber and cord without simplification; split the drawing into two parts: the main body and the tread. Since the tire has a symmetrical structure, convert it into a 1 / 2 tire cross-section model; refer to Figure 3 , Figure 3 This is a schematic diagram of a 1 / 2 tire cross-section model of the present invention; S202, import the model of the actual tire cross-section 1 / 2 drawing into Hypermesh for pre-processing of finite element analysis. Perform 2D meshing based on the unit mass. Then, use the copy and map functions to create a 2D cross-section finite element model of the complete tire body and tread along the axial symmetry line of the cross-section. Figure 4 , Figure 4 Schematic diagram of a two-dimensional cross-sectional finite element model of a tire according to the present invention; S203, rotating the two-dimensional meshes of the tire body and tread portion along the circumferential direction to obtain a uniform three-dimensional mesh, coupling the common nodes of the sections at the end-to-end connection to obtain a three-dimensional finite element model of the tire body; using the same method, obtain a three-dimensional finite element model of the tire tread; refer to Figure 5 and Figure 6 , Figure 5 This is a schematic diagram of a three-dimensional finite element model of the tire body of the present invention. Figure 6 is a schematic diagram of a three-dimensional finite element model of a tire tread of the present invention; S204, import the two models (the tire body 3D finite element model and the tire tread 3D finite element model) into the finite element analysis software Abaqus. Based on the actual structure, use the consolidation function to bind the two models in space. Select the inner surface of the tread with a denser mesh as the slave surface, and select the outer surface of the tire with a sparser mesh as the master surface. Figure 7 , Figure 7 Schematic diagram of the complete tire finite element model of the present invention.

[0033] S300, obtaining rubber material parameters of the tire and constructing a hyperelastic macroscopic constitutive model of the tire material; Furthermore, the constitutive model used in this embodiment is the Yeoh model. The Yeoh model has a good ability to fit large deformations of rubber. The strain energy density can be expressed as follows using a polynomial: ; Among them, U represents the strain energy density, the coefficient C 10 、C 20 、C 30 Represents the shear properties of the material, C 10 represents the initial shear modulus, C 20 The coefficient is negative, C 30 Positive coefficient is positive value, D i represents the compressibility of the material, i=1, 2, ... 3, represents the amount of material, Represents the first invariant of the Cauchy-Green deformation tensor, reflecting the shape change information when the volume remains unchanged during the deformation process. represents the first invariant of the Green-Lagrange strain tensor, which describes the nonlinear elastic deformation of the material. J represents the determinant of the deformation gradient tensor, which represents the volume ratio during the deformation process. Furthermore, the compressibility D1 of the material can be expressed by the coefficient C 10 Calculated, expressed as: ;in, is the bulk modulus of the material, is the shear modulus of the material; Furthermore, by performing an axial compression test on a standard compression specimen of the rubber material, the stress-strain data of the axial compression was obtained, and the data was input into the simulation software for fitting to obtain the material parameters of the rubber part in the Yeoh model; some material parameters are detailed in Table 1 below.

[0034] Table 1 Tire rubber material parameters

[0035] Furthermore, the Yeoh model was used as the tire rubber model in Abaqus. After setting the cord material and geometric structure parameters, the cord reinforcement element was embedded into the rubber matrix element using the embedding region function to construct a cord-rubber composite element. The material parameters and geometric structure parameters of the cord part are shown in Table 2.

[0036] Table 2 Tire cord material and geometric structure parameters

[0037] S400, constructing a wheel finite element model, importing the tire finite element model and the wheel finite element model into Abaqus, consolidating them, and setting the rim and the tire in contact to complete the modeling; Further, see Figure 8 and Figure 9 , Figure 8 This is a schematic diagram of the 3D model of the aluminum alloy wheel of the present invention. Due to the varying thicknesses of various structural components and the complex overall shape of the aluminum alloy wheel, tetrahedral elements were used for meshing. A comparative analysis was conducted on the number, specific form, and density of meshing, and their impact on calculation accuracy, scale, and time was fully considered and demonstrated, resulting in a more reasonable mesh size. Figure 9 This is a schematic diagram of the aluminum alloy wheel mesh model of the present invention.

[0038] Furthermore, after the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, the following simplifications are made in the finite element analysis when the rim and the tire are set in contact: the tire is composed of only two parts, rubber and steel wire, and the physical parameters of the materials are defined as constants and are not affected by temperature and load; the contact part between the wheel and the tire will not separate; the rubber is defined as an isotropic, hyperelastic incompressible material, and the Yeoh hyperelastic model is used to describe its stress-strain relationship under external load; the gas pressure acts in the normal direction of the inner surface of the tire, pointing to the outside of the tire.

[0039] Furthermore, in this step, the established finite element model of the tire and aluminum alloy wheel is imported into Abaqus, and the rim and tire are set in contact using the consolidation method; see Figure 10 , Figure 10 It is a schematic diagram of the complete full-structure wheel finite element model of the present invention; finally, a tire radial stiffness test simulation analysis under four air pressures of 0.22MPa, 0.25MPa, 0.27MPa and 0.29MPa was carried out.

[0040] Furthermore, the simulation results of the tire radial stiffness test show that under different air pressures, the radial stiffness curves obtained by simulation calculation are very close to the curves obtained by test, indicating that the modeling method of the present invention has high modeling accuracy. Figure 11 As shown in the figure; when the air pressure is the standard tire pressure of 0.25Mpa and the load is the standard load of 4704N, the radial stiffness obtained from the test is 276.4N / mm. The radial stiffnesses obtained by the modeling simulation of the present invention and the modeling simulation of the ordinary simplified method are 283.5N / mm and 297.2N / mm, respectively. The errors are 2.57% and 7.67%, respectively. The simulation accuracy is significantly improved, which shows that the modeling method of the present invention has high accuracy in finite element modeling of the full-structure wheel with complex tire and wheel assembly coupling, and also shows the effectiveness of the modeling method proposed by the present invention.

[0041] In a second aspect, this embodiment provides a new energy vehicle tire-wheel full-structure modeling system, including: A tire drawing acquisition module is used to obtain a tire material distribution map and obtain a tire drawing after correction; A tread and body model building module is used to build a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread using the tire drawings, and import them into the finite element analysis software to bind them in space; The constitutive model building module is used to obtain the rubber material parameters of the tire and build a hyperelastic macroscopic constitutive model of the tire material; The tire finite element model determination module embeds the cord reinforcement element into the rubber matrix element in the finite element analysis software, builds the cord-rubber composite element, and determines the tire finite element model; The full-structure model building module is used to build a wheel finite element model. After the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, the rim and the tire are set in contact.

[0042] In the description of the above embodiments, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0043] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A new energy vehicle tire-wheel full structure modeling method, characterized in that: include: Obtain tire material distribution map and obtain tire drawing after correction; Using the tire drawings, a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread are established, and the three-dimensional finite element models are imported into finite element analysis software for binding in spatial position; Obtain the rubber material parameters of the tire and construct a hyperelastic macroscopic constitutive model of the tire material; Embed the cord reinforcement element into the rubber matrix element in the finite element analysis software to build the cord-rubber composite element and determine the tire finite element model; A wheel finite element model is constructed, and after the tire finite element model and the wheel finite element model are consolidated in finite element analysis software, the rim and the tire are set in contact to complete the modeling.

2. The tire-wheel full-structure modeling method for new energy vehicles according to claim 1, characterized in that: The method of using the tire drawings to establish a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread includes: Importing the tire drawing into drawing software; Split the tire drawing into a main body and a tread, and convert it into a 1 / 2 model of a tire cross section; Import the model with the actual outline of 1 / 2 tire cross section drawing into the pre-processing software for finite element analysis pre-processing. Divide the mesh into two dimensions according to the unit quality. Then, use the copy and mapping functions to symmetrize along the axial symmetry line of the cross section to establish a two-dimensional cross-sectional finite element model of the complete tire body and tread. The two-dimensional grids of the tire body and tread are rotated one circle along the circumferential direction to obtain a uniform three-dimensional grid. The common nodes of the sections at the end-to-end connection are coupled to obtain a three-dimensional finite element model of the tire body. The three-dimensional finite element model of the tire tread is obtained in the same way.

3. The tire-wheel full-structure modeling method for new energy vehicles according to claim 2, characterized in that: The importing into the finite element analysis software and binding in spatial position includes: The three-dimensional finite element model of the tire body and the three-dimensional finite element model of the tire tread are respectively imported into the finite element analysis software. Based on the actual structure, the two are bound in space using the consolidation function, and the inner surface of the tread with dense mesh is selected as the slave surface, and the outer surface of the main body with sparse mesh is selected as the master surface.

4. The tire-wheel full-structure modeling method for new energy vehicles according to claim 3, characterized in that: In the process of constructing the wheel finite element model, tetrahedral elements are selected for meshing. The mesh size is determined by comparing and analyzing the number, specific form and density of meshing, and by considering the influence of calculation result accuracy, calculation scale and calculation time.

5. The new energy vehicle tire-wheel full structure modeling method according to claim 4, characterized in that: The wheels are aluminum alloy wheels.

6. The tire-wheel full-structure modeling method for new energy vehicles according to claim 5, characterized in that: After the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, the following simplifications are made in the finite element analysis process when the rim and the tire are placed in contact: The tire consists of only two parts: rubber and steel wire. The physical parameters of the tire material are defined as constants and are not affected by temperature or load. The contact area between the wheel and the tire will not separate. The rubber is defined as an isotropic, hyperelastic, incompressible material. The Yeoh hyperelastic model is used to describe the strain relationship of the tire under external load. The gas pressure acts in the normal direction of the inner surface of the tire and points to the outside of the tire.

7. The new energy vehicle tire-wheel full structure modeling method according to claim 6, characterized in that: In the process of constructing the hyperelastic macroscopic constitutive model of tire material, the constitutive model is a Yeoh model; The strain energy density described by the Yeoh model is expressed as: ； Among them, U represents the strain energy density, the coefficient C 10 、C 20 、C 30 Represents the shear properties of the material, C 10 represents the initial shear modulus, C 20 The coefficient is negative, C 30 Positive coefficient is positive value, D i represents the compressibility of the material, i=1, 2, ... 3, represents the amount of material, represents the first invariant of the Cauchy-Green deformation tensor, represents the first invariant of the Green-Lagrange strain tensor, J represents the determinant of the deformation gradient tensor, and represents the volume ratio during deformation.

8. The new energy vehicle tire-wheel full structure modeling method according to claim 7, characterized in that: The step of obtaining the tire material distribution map and obtaining the tire drawing after correction includes: Get tire material distribution map; The tire material distribution map is geometrically cleaned, and hard joints on the contour and the junctions between the inner and outer layers are smoothly transitioned; the overlapping and disconnected parts of the contour lines and junctions are reconstructed in detail to obtain a tire drawing, which is a two-dimensional tire model.

9. The tire-wheel full-structure modeling method for new energy vehicles according to claim 8, characterized in that: The step of obtaining the rubber material parameters of the tire includes: By conducting an axial compression test on a standard compression specimen of rubber material, the stress-strain data of axial compression is obtained, and the data is input into the simulation software for fitting to obtain the material parameters of the rubber part in the Yeoh model.

10. A new energy vehicle tire-wheel full structure modeling system, characterized in that: include: A tire drawing acquisition module is used to obtain a tire material distribution map and obtain a tire drawing after correction; A tread and body model building module is used to build a three-dimensional finite element model of the tire body and a three-dimensional finite element model of the tire tread using the tire drawings, and import them into the finite element analysis software to bind them in space; The constitutive model building module is used to obtain the rubber material parameters of the tire and build a hyperelastic macroscopic constitutive model of the tire material; The tire finite element model determination module embeds the cord reinforcement element into the rubber matrix element in the finite element analysis software, builds the cord-rubber composite element, and determines the tire finite element model; The full-structure model building module is used to build a wheel finite element model. After the tire finite element model and the wheel finite element model are consolidated in the finite element analysis software, the rim and the tire are set in contact.

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