Intelligent simulation method, device and server for wheel impact

Abstract

This invention provides an intelligent simulation method, device, and server for wheel impact, relating to the technical field of intelligent simulation. The method includes: determining a three-dimensional geometric model of the target wheel based on material properties and wheel orientation information; determining the loading position and impact direction of the impact hammer based on impact interaction points, updating the impact hammer model to obtain the target impact hammer model, and determining the bench constraint conditions and buffer boundary conditions based on a fixed surface; establishing a bidirectional coupling relationship between tire deformation and simulated gas pressure changes in the air cavity based on a preset gas state equation to determine the pressure load of the gas inside the tire; and performing wheel impact process simulation processing in the three-dimensional geometric model of the target wheel using an explicit dynamic solver, utilizing the target impact hammer model, bench constraint conditions, buffer boundary conditions, and gas pressure load to generate simulation results of the wheel impact process and the structural rebound process after the impact hammer is removed. This invention can significantly improve simulation accuracy.

Description

Technical Field

[0001] This invention relates to the field of intelligent simulation technology, and in particular to an intelligent simulation method, device and server for wheel impact. Background Technology

[0002] Wheel impact testing is a mandatory verification project in the development of passenger car wheels to evaluate the structural safety of wheels under extreme impact loads. Currently, related technologies propose that existing solutions mainly adopt idealized boundary conditions such as static simplification, completely rigid constraints, and equivalent loads to replace the impact process. These solutions neglect the damping characteristics of the test bench rubber buffer structure, the dynamic response of the tire internal air pressure, and the structural rebound behavior after the impact. Although such simplifications reduce the computational scale, they have large errors compared with physical tests in key indicators such as peak acceleration, rim stress concentration, and crack initiation location. The simulation accuracy is low and cannot meet the needs of refined failure analysis. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide an intelligent simulation method, device and server for wheel impact, which can significantly improve the simulation accuracy.

[0004] In a first aspect, embodiments of the present invention provide an intelligent simulation method for wheel impact, the method comprising: assigning material properties to a three-dimensional geometric model of a passenger vehicle wheel to be analyzed based on user interaction information; determining the wheel orientation information by performing offset analysis on the centroid coordinates of the three-dimensional geometric model of the wheel and the geometric center of the bounding box corresponding to the three-dimensional geometric model of the wheel; automatically correcting the posture of the three-dimensional geometric model of the wheel using the orientation information to obtain a target three-dimensional geometric model of the wheel; receiving the impact interaction point and fixed surface selected by the user in the target three-dimensional geometric model of the wheel; and determining the loading position and impact of the impact hammer based on the impact interaction point. The direction is used to update the impact hammer model to obtain the target impact hammer model. Based on the bench constraints and buffer boundary conditions determined by the fixed surface, a simulated air cavity is generated inside the tire of the wheel. Based on the preset gas state equation, a two-way coupling relationship between tire deformation and air pressure change in the simulated air cavity is established to determine the pressure load of the gas inside the tire. Through an explicit dynamic solver, using the target impact hammer model, bench constraints, buffer boundary conditions, and gas pressure load, the wheel impact process simulation is performed in the three-dimensional geometric model of the target wheel to generate simulation results of the wheel impact process and the structural rebound process after the simulated impact hammer is removed.

[0005] In one embodiment, the step of assigning material properties to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed based on user interaction information includes: determining the material model of the tire in the three-dimensional geometric model of the wheel from the constitutive model for hyperelastic materials and the equivalent linear elastic material model based on Shore hardness, and performing parameter calculation processing on the material model to obtain the target material model, so as to assign material properties to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed.

[0006] In one embodiment, the step of performing parameter calculations on the material model to obtain the target material model includes: when the target material model is an equivalent linear elastic material model, determining the equivalent elastic modulus corresponding to the Shore hardness value based on a preset hardness modulus conversion formula and the user-inputted Shore hardness value of the tire; determining the Poisson's ratio corresponding to the target material model of the tire based on the hardness range in which the Shore hardness value is located; and calculating the shear modulus and bulk modulus of the tire material based on the equivalent elastic modulus and Poisson's ratio to obtain the target equivalent linear elastic material model.

[0007] In one embodiment, the step of determining the orientation information of the wheel by performing offset analysis on the centroid coordinates of the three-dimensional geometric model of the wheel and the geometric center of the bounding box corresponding to the three-dimensional geometric model of the wheel includes: performing offset analysis on the centroid coordinates and the geometric center to determine the offset amount and offset direction of the centroid coordinates relative to the geometric center, and determining the orientation information of the wheel based on the offset amount and offset direction.

[0008] In one implementation, the step of determining the loading position and impact direction of the impact hammer based on the impact interaction point to update the impact hammer model and obtain the target impact hammer model includes: using the minimum bounding box of the target wheel's three-dimensional geometric model as a spatial constraint condition for the area where the impact hammer can appear; determining the loading position of the impact hammer and the impact direction of the impact interaction point relative to the geometric center based on the constraint condition, the impact interaction point, and the geometric center; updating the impact hammer model through the loading position and impact direction to obtain the target impact hammer model, setting the target impact hammer model at the loading position, and impacting along the impact direction.

[0009] In one embodiment, the step of establishing a bidirectional coupling relationship between tire deformation and pressure changes in the simulated air cavity based on a preset gas state equation to determine the pressure load of the gas inside the tire includes: analyzing and processing the gas pressure in the simulated air cavity based on the preset initial tire pressure, the initial volume of the simulated air cavity, and the tire deformation during the simulation process using the preset gas state equation to determine the gas pressure value at each moment, so that the tire deformation and pressure changes in the simulated air cavity are bidirectionally coupled; and applying the gas pressure value at each moment to the inner surface of the tire in the form of a distributed load to determine the pressure load of the gas inside the tire.

[0010] In one embodiment, after generating simulation results of the wheel impact process and the structural springback process after the simulated impact hammer is removed, the method includes: extracting the plastic strain distribution results of the wheel structure from the simulation results to determine the plastic strain distribution results as the target evaluation result of the wheel impact safety performance.

[0011] Secondly, embodiments of the present invention also provide an intelligent simulation device for wheel impact, the device comprising: a model correction module, which assigns material properties to a three-dimensional geometric model of a passenger vehicle wheel to be analyzed based on user interaction information, and determines the wheel orientation information by performing offset analysis on the centroid coordinates of the wheel three-dimensional geometric model and the geometric center of the bounding box corresponding to the wheel three-dimensional geometric model, so as to automatically correct the posture of the wheel three-dimensional geometric model using the orientation information to obtain a target wheel three-dimensional geometric model; and an impact hammer update module, which receives the impact interaction point and fixed surface selected by the user in the target wheel three-dimensional geometric model, and determines the loading position and impact of the impact hammer based on the impact interaction point. The system employs several methods: First, it updates the impact hammer model to obtain the target impact hammer model, and then applies the bench constraints and buffer boundary conditions determined by the fixed surface. Second, it generates a simulated air cavity inside the tire and establishes a bidirectional coupling relationship between tire deformation and pressure changes in the simulated air cavity based on a preset gas state equation, thus determining the pressure load of the gas inside the tire. Third, it uses an explicit dynamic solver to perform wheel impact process simulation processing in the three-dimensional geometric model of the target wheel, utilizing the target impact hammer model, bench constraints, buffer boundary conditions, and gas pressure load, to generate simulation results of the wheel impact process and the structural rebound process after the simulated impact hammer is removed.

[0012] Thirdly, embodiments of the present invention also provide a server, including a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement any of the methods provided in the first aspect.

[0013] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement any of the methods provided in the first aspect.

[0014] The embodiments of the present invention bring the following beneficial effects:

[0015] This invention provides an intelligent simulation method, device, and server for wheel impact. The method first assigns material properties to the three-dimensional geometric model of the wheel of a passenger vehicle to be analyzed based on user interaction information. Then, it determines the wheel's orientation information by performing offset analysis on the centroid coordinates of the wheel's three-dimensional geometric model and the geometric center of the corresponding bounding box. This orientation information is then used to automatically correct the posture of the wheel's three-dimensional geometric model, resulting in a target wheel three-dimensional geometric model. Next, it receives the impact interaction point and fixed surface selected by the user in the target wheel's three-dimensional geometric model. Based on the impact interaction point, it determines the loading position and impact direction of the impact hammer to update the impact hammer model, obtaining the target impact hammer model. Finally, it determines the bench constraints based on the fixed surface. The system establishes conditions and buffer boundary conditions, then generates a simulated air cavity inside the tire of the wheel, and establishes a two-way coupling relationship between tire deformation and air pressure change in the simulated air cavity based on a preset gas state equation to determine the pressure load of the gas inside the tire. Finally, using an explicit dynamic solver, the system performs wheel impact process simulation processing in the three-dimensional geometric model of the target wheel using the target impact hammer model, bench constraints, buffer boundary conditions, and gas pressure load to generate simulation results of the wheel impact process and the structural rebound process after the simulated impact hammer is removed. This embodiment of the invention can achieve rapid definition of impact conditions, automatic assembly of key components, and standardized construction of boundary conditions by combining front-end interaction with back-end automated calculation, thereby significantly improving simulation accuracy.

[0016] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention are realized and obtained in accordance with the structures particularly pointed out in the description, claims and drawings.

[0017] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 A flowchart illustrating an intelligent simulation method for wheel impact provided in an embodiment of the present invention;

[0020] Figure 2This is a schematic diagram of the structure of a three-dimensional geometric model of a target wheel provided in an embodiment of the present invention;

[0021] Figure 3 A schematic diagram of an impact interaction point provided in an embodiment of the present invention;

[0022] Figure 4 A schematic diagram of a hammer impacting a wheel provided in an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of the impact position of a hammer provided in an embodiment of the present invention;

[0024] Figure 6 A schematic diagram of the structure of an intelligent simulation device for wheel impact provided in an embodiment of the present invention;

[0025] Figure 7 This is a schematic diagram of the structure of a server provided in an embodiment of the present invention. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] Currently, with the continuous improvement of automotive lightweight design and driving safety performance requirements, the structural strength and impact reliability of passenger car wheels under complex working conditions have become key verification contents in the whole vehicle development process. Wheel impact test is mainly used to evaluate the structural integrity and safety margin of wheels under extreme impact loads. However, traditional wheel impact verification relies heavily on physical tests, which have long test cycles, high costs and low simulation accuracy.

[0028] In recent years, industrial simulation technology based on finite element analysis has been gradually applied to the field of wheel impact performance evaluation. However, existing simulation methods generally suffer from problems such as complex modeling processes, high degree of manual intervention, and reliance on experience for parameter settings. Wheel impact simulation involves the coupling relationship of multiple components such as impact hammers, wheels, tires, and test benches. The process of setting assembly postures, constraint boundaries, and contact relationships is cumbersome, making it difficult for ordinary engineers to quickly and accurately complete highly consistent simulation modeling.

[0029] According to relevant technologies, in the field of passenger vehicle wheel impact performance verification, the mainstream method is still physical testing as the core, supplemented by limited numerical simulation analysis. Therefore, most companies still need to rely on physical testing equipment to complete impact verification during the product development stage. However, physical testing has problems such as large sample consumption, long testing cycle, high testing cost, and insufficient flexibility in parameter adjustment. Especially for small and medium-sized enterprises with many product models and frequent iterations, it is often difficult to conduct multiple rounds of impact performance evaluation in the early stage of R&D.

[0030] In impact condition modeling, existing solutions often use simplified models or idealized boundary conditions to replace the actual test bench structure. For example, the wheels are fixed with completely rigid constraints, the equivalent damping characteristics of the test bench's rubber buffer structure are ignored, or an equivalent load is directly applied to replace the impact hammer process. While such simplifications reduce the computational scale to some extent, they also significantly weaken the consistency between simulation results and physical experiments. In particular, the errors are quite significant in key indicators such as peak acceleration, local stress concentration, and the initiation location of rim cracks, making it difficult to meet the needs of refined design and failure mechanism analysis.

[0031] Furthermore, existing industrial simulation software typically focuses on general modeling logic at the interaction level, lacking business encapsulation capabilities tailored to specific test standards. For example, in wheel impact analysis, engineers need to manually identify bolt hole locations and set fixed constraints, manually determine the impact point of the impact hammer and complete assembly positioning, and manually derive the conversion relationship between impact height and initial velocity. These operations not only increase the risk of human error but also place high demands on the professional background of users, hindering the large-scale promotion of simulation technology within enterprises. Based on this, the intelligent simulation method, device, and server for wheel impact provided by this invention can significantly improve simulation accuracy.

[0032] See Figure 1 The diagram shows a flowchart of an intelligent simulation method for wheel impact, which mainly includes the following steps S102 to S108:

[0033] Step S102: Assign material properties to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed based on user interaction information, and determine the orientation information of the wheel by performing offset analysis on the centroid coordinates of the three-dimensional geometric model of the wheel and the geometric center of the bounding box corresponding to the three-dimensional geometric model of the wheel. Use the orientation information to automatically correct the posture of the three-dimensional geometric model of the wheel to obtain the target three-dimensional geometric model of the wheel.

[0034] In one implementation, see Figure 2The diagram shows a structural schematic of a target wheel's three-dimensional geometric model. First, the system acquires the three-dimensional geometric model of the passenger vehicle to be analyzed. This model can be a geometric model containing only the wheel body, or an assembly model containing multiple entities such as the wheel, tire, and rim. After acquiring the model, the system assigns material properties to the model based on user interaction information. Specifically, the user selects the wheel body and assigns it wheel material properties through the front-end interactive interface, and simultaneously selects the tire body and assigns it tire material properties. The tire material properties support two setting modes: one is a constitutive mode for hyperelastic materials, which integrates commonly used constitutive models in the field of rubber materials, including but not limited to the Mooney-Rivlin constitutive model, the Yeoh constitutive model, and the Ogden constitutive model; the other is a conversion mode based on Shore hardness. In this mode, the system calculates the equivalent elastic modulus based on the Shore hardness value input by the user, through a preset hardness-modulus conversion relationship, and automatically assigns the corresponding Poisson's ratio value according to the range in which the Shore hardness value is located, thereby calculating the shear modulus and bulk modulus, completing the parameter conversion of the tire material to an equivalent linear elastic or quasi-linear elastic material.

[0035] After assigning material properties, the system automatically corrects the posture of the wheel's 3D geometric model. The purpose of posture correction is to resolve inconsistencies in model orientation caused by different CAD software and varying enterprise drafting standards. Specifically, the system first calculates the geometric centroid and geometric center of the wheel's 3D geometric model. The geometric centroid is the mass-weighted average position of all geometric units in space; when the model density is uniform, the geometric centroid is the arithmetic mean of the coordinates of all vertices. The geometric center is the geometric center of the model's smallest bounding box, i.e., the midpoint coordinates of the bounding box along the X, Y, and Z axes. Due to the asymmetric nature of the wheel structure, its A-side typically has spokes, rims, and other structures, causing the geometric centroid to shift relative to the geometric center towards the A-side. The system automatically identifies the spatial orientation of the wheel's A-side by analyzing the direction of this shift. After identifying the orientation of surface A, the system rotates and corrects the posture of the wheel model so that surface A is uniformly oriented towards the preset global coordinate axis direction. For example, surface A is adjusted to face the +Z axis direction of the global coordinate system, thereby obtaining a three-dimensional geometric model of the target wheel with uniform posture.

[0036] Step S104: Receive the impact interaction point and fixed surface selected by the user in the target wheel's three-dimensional geometric model, determine the loading position and impact direction of the impact hammer based on the impact interaction point, update the impact hammer model to obtain the target impact hammer model, and determine the bench constraint conditions and buffer boundary conditions based on the fixed surface.

[0037] In one implementation, after obtaining the three-dimensional geometric model of the target wheel, the system receives the impact interaction point and the fixed surface selected by the user in the front-end interactive interface. The impact interaction point is a point selected by the user at any position on the outer surface of the wheel model or the tire surface, used to determine the assembly position and impact direction of the impact hammer; the fixed surface is the wall of the wheel bolt hole or related mounting surface selected by the user, used to determine the fixed constraint position of the wheel during the impact process.

[0038] Based on the user-selected impact interaction points, the system automatically assembles and updates the impact hammer model. Specifically, the system first constructs the minimum bounding box of the target wheel's 3D geometric model in the global coordinate system. This bounding box describes the wheel model's limit boundary in space and serves as the spatial constraint condition for the area where the impact hammer loading arrow can appear. Simultaneously, the system calculates the direction vector of the impact interaction point relative to the wheel's geometric center point. Based on the sign of the components of this direction vector on each coordinate axis, the dominant axis of the impact direction is identified. For example, when the wheel's A-side faces the +Z axis, if the impact interaction point shows a positive offset relative to the geometric center point in the Z-axis direction, the system determines the impact direction to be the dominant axis +Z direction. Based on this, the system sets the loading position of the impact hammer model near the surface of the minimum bounding box on the dominant axis and away from the geometric center point, and makes the impact hammer point in the opposite direction to the dominant axis, i.e., pointing inwards towards the wheel. The system updates the impact hammer model according to the above loading position and impact direction, generating the target impact hammer model, and displays the spatial position and direction arrow of the impact hammer in real time on the front-end interface, allowing the user to intuitively confirm whether the impact hammer arrangement meets expectations. When the user imports a multi-body assembly model that includes a tire, the system allows the user to specify the tire as the target entity for the impact hammer, and recalculates the impact hammer loading position based on the tire's minimum bounding box, ensuring that the impact hammer arrow appears in the outer edge area of ​​the tire, so that the impact hammer contacts the tire first, consistent with the actual physical test process.

[0039] Based on the user-selected fixed surface, the system automatically constructs the test bench constraints and buffer boundary conditions. Specifically, according to the user-selected wheel fixing surface, the system automatically completes the assembly process between the wheel and the virtual test bench. The bench structure adopts the same fixed form as in physical testing, and its support positions, connection methods, and constraint relationships are all automatically generated in the background. At the same time, the system introduces buffer boundary settings for the bench section, simulating the buffering characteristics of the natural rubber support structure through equivalent damping, thereby forming buffer boundary conditions in the simulation that conform to the standards of physical testing.

[0040] In another implementation, considering the ease of interaction in industrial simulation applications, a new explosion interaction mode (supporting the explosion of components in a wrapped state) can be introduced based on the component display and hiding functions. The explosion interaction process here first satisfies the needs of components in a non-wrapped state. The explosion center is determined by retrieving the geometric center point of the assembly model, and the global coordinates of the geometric model are used as the explosion reference direction. Each component determines its displacement direction after the explosion based on its direction vector relative to the explosion center point. The explosion order is reflected by the absolute distance of each component relative to the center point in each direction; components farther from the center point move outwards first. The relative explosion distances are from farthest to closest (using a function to represent this) to ensure that components do not interfere with each other.

[0041] Step S106: A simulated air cavity is generated inside the tire of the wheel, and a two-way coupling relationship between tire deformation and air pressure change in the simulated air cavity is established based on a preset gas state equation to determine the pressure load of the gas inside the tire.

[0042] In one implementation, after completing model assembly and boundary condition settings, the system automatically identifies and models the internal gas cavities of the tire. Specifically, the system executes a multi-body recognition algorithm on the imported assembly model, identifying the tire entity based on geometric topological continuity. For entities identified as tires, the system automatically extracts their inner surface set, which must satisfy two conditions: all surfaces form a single closed surface topologically, and the volume of the space enclosed by the closed surface is greater than a preset minimum effective volume threshold. When the above conditions are met, the system determines that the closed space is the internal gas cavity of the tire and automatically generates a simulated gas cavity object in the background. This simulated gas cavity object is uniquely associated with the inner surface of the tire.

[0043] At the physical modeling level of the simulated air cavity, the system uses the adiabatic equation of state for compressible gases to describe the mechanical behavior of the air inside the tire. During the initialization phase, the system automatically calculates the initial volume of the simulated air cavity and uses the standard tire pressure selected or input by the user in the front-end interface as the initial pressure. The relationship between gas pressure and volume is modeled as follows: In each time step of the explicit solution, the system calculates the current cavity volume in real time based on the current position of the nodes on the tire's inner surface. The current volume, along with the initial volume and initial pressure, is substituted into the adiabatic equation of state to calculate the intracavity pressure value at the current time step. This pressure value is applied as a uniformly distributed normal pressure load to each element on the tire's inner surface, with the load direction being the unit normal pointing from the element to the interior of the tire's rubber body.

[0044] The above process establishes a two-way coupling relationship between tire deformation and pressure changes in the simulated air cavity: tire deformation during impact leads to changes in the internal cavity volume, which in turn causes a change in gas pressure. The updated pressure load then reacts on the tire's inner surface, influencing subsequent deformation and stress evolution. This two-way coupling relationship is progressively advanced within an explicit time integration framework, ensuring numerical stability and physical consistency. Throughout the process, the user only needs to complete two interactive operations: selecting the tire entity and inputting the standard tire pressure; all other complex settings are automatically handled by the system backend.

[0045] Step S108: Using an explicit dynamic solver, the target impact hammer model, bench constraints, buffer boundary conditions, and gas pressure load are used to perform a wheel impact process simulation in the three-dimensional geometric model of the target wheel to generate simulation results of the wheel impact process and the structural springback process after the impact hammer is removed. Then, the plastic strain distribution results of the wheel structure are extracted from the simulation results to determine the plastic strain distribution results as the target evaluation results of the wheel impact safety performance.

[0046] In one implementation, after completing all the above preprocessing steps, the system initiates an explicit dynamics solver to simulate the wheel impact process. The explicit dynamics method is suitable for solving highly nonlinear problems such as high-speed impacts, large deformations, and complex contacts, and can realistically reproduce the complete physical process of the impact hammer's descent, contact, energy transfer, and structural response. The system uses the target impact hammer model, bench constraints, buffer boundary conditions, and gas pressure loads as input conditions for the simulation, performing impact process simulation calculations on the three-dimensional geometric model of the target wheel.

[0047] In the impact simulation, the impact hammer is given initial velocity or displacement conditions according to physical test specifications, and comes into contact with the wheel (or tire) to complete energy transfer. The system monitors the kinetic energy change and impact force curve of the impact hammer in real time. When the impact hammer's kinetic energy decays to below a preset threshold, or the impact force reaches and passes its peak value, the system determines that the impact loading phase has ended.

[0048] After the impact loading phase concludes, the system automatically introduces an independent unloading analysis step. Specifically, the system removes the forced displacement or velocity boundary conditions of the impact hammer, switches the impact hammer model from a loaded state to a free state, or directly removes it from the simulation model, completely separating the impact hammer from the wheel model. After the impact hammer separates, the system maintains the fixed constraints on the wheel and continues to perform explicit dynamic simulation calculations, simulating the wheel's free vibration, elastic rebound, and stress release process under no external impact load. The time scale of this unloading analysis step is set sufficiently to cover the range of the wheel's main vibration attenuation and stress redistribution, ensuring that the structural response tends to stabilize.

[0049] After the unloading analysis step, the system extracts the plastic strain distribution of the wheel structure from the simulation results. Since the impact hammer has been completely unloaded at this point, the strain retained in the wheel structure is mainly contributed by irreversible plastic deformation, truly reflecting the damage level and potential failure area of ​​the wheel after impact. The system uses this plastic strain distribution as the target evaluation result for the wheel's impact safety performance, for subsequent design verification and optimization decisions. Compared to traditional methods that only directly read the results at the end of the impact loading, this method effectively eliminates the interference of the residual constraint of the impact hammer on the deformation field, making the strain contour map more engineering interpretable in both spatial distribution and numerical magnitude.

[0050] The intelligent simulation method for wheel impact provided in this embodiment of the invention adopts an explicit dynamic solution mode, replacing the original conversion mode through a static reduced-order model, and restores the impact process affected by impact energy, which can significantly improve the simulation accuracy.

[0051] This invention also provides an implementation method for intelligent simulation of wheel impact, as detailed in (A) to (E) below:

[0052] (A) Based on user interaction information, the material model of the tire in the three-dimensional geometric model of the wheel is determined from the constitutive model for hyperelastic materials and the equivalent linear elastic material model based on Shore hardness conversion. The material model is then processed by parameter calculation to obtain the target material model, which is used to assign material properties to the three-dimensional geometric model of the passenger car wheel to be analyzed. In other words, in industrial simulation applications, each functional component serves as a carrier of the simulation method to constitute the simulation application. First, the material component that meets the requirements of the impact test is confirmed. In this material component, the process of putting on the tire during the impact of the passenger car wheel is considered based on the elastic-plastic material. Therefore, the setting rules for the tire rubber material are introduced, and the setting of the tire material is divided into the following two setting modes (a) to (b):

[0053] (a) One is constitutive models for hyperelastic materials, which are the majority of constitutive models of rubber in industrial simulation applications of passenger car wheel impact, including but not limited to Mooney-Rivlin, Yeoh and Ogden constitutive models.

[0054] The material assembly uses a unified strain energy density function interface, with different constitutive models loaded as optional sub-modes. The general strain energy is expressed as:

[0055]

[0056] Where W is the strain energy density, To reflect the first and second isovolumetric invariants of material shear and tensile deformation, J is the volume ratio. This is a volume penalty term used to control compressibility.

[0057] The Mooney-Rivlin constitutive model integrated into the wheel impact simulation application is represented as follows:

[0058]

[0059] in, and These are the input material constants for the Mooney-Rivlin constitutive model, in MPa.

[0060] The Yeoh constitutive model integrated into the wheel impact simulation application is represented as having stable parameter identification, relying only on :

[0061]

[0062] in, These are the input material constants for the Yeoh constitutive model, in MPa.

[0063] The Ogden constitutive model integrated into the wheel impact simulation application is represented as follows:

[0064]

[0065] in, This is the shear modulus. It is a non-linear exponent. The principal elongation ratios are given in the X, Y, and Z axis directions.

[0066] (b) Another setting mode takes into account the fact that most test tires in passenger car wheel impact tests are made of relatively hard materials with insignificant hyperelasticity. Here, a Shore hardness conversion mode is introduced, which realizes the way to assign tire material based on Shore hardness value, so that tire material is equivalent to linear elastic or quasi-linear elastic material for intelligent simulation analysis of wheel impact. That is, when the target material model is an equivalent linear elastic material model, the equivalent elastic modulus corresponding to the Shore hardness value is determined according to the preset hardness modulus conversion formula and the user-input tire Shore hardness value. Then, according to the hardness range in which the Shore hardness value is located, the Poisson's ratio corresponding to the target material model of the tire is determined. Based on the equivalent elastic modulus and Poisson's ratio, the shear modulus and bulk modulus of the tire material are calculated to obtain the target equivalent linear elastic material model.

[0067] Specifically, the material components are based on the input Shore hardness value. The equivalent elastic modulus E of the tire material is calculated using the following conversion formula:

[0068]

[0069] in, This is the equivalent elastic modulus, expressed in MPa. It is Shore hardness.

[0070] Because rubber-like materials exhibit near-incompressible properties under load, to improve the numerical stability of material components across different hardness ranges, the material components support automatic assignment of Shore hardness and Poisson's ratio after elastic modulus conversion, inputted in a segmented manner, for example:

[0071]

[0072] in, It is Poisson's ratio.

[0073] After determining the elastic modulus and Poisson's ratio in the material assembly, the shear modulus and bulk modulus of the tire material are automatically calculated. This can be directly used for tire material definition in wheel impact finite element simulation. The calculation method is as follows:

[0074]

[0075] in, This is the shear modulus, measured in MPa.

[0076]

[0077] in, for The unit is MPa.

[0078] (B) Offset analysis is performed on the center of gravity coordinates and geometric center to determine the offset and direction of the center of gravity coordinates relative to the geometric center. Based on the offset and direction, the wheel orientation information is determined. Specifically, in the wheel impact industrial app, considering the complexity of previous impact simulation processes, an automatic hammer generation function is embedded. This function is not independent of the wheel impact simulation app, nor does it appear as a separate pre-model processing app. Instead, considering user convenience, it is integrated into the wheel impact simulation interaction process. Furthermore, the automatic hammer generation function has been upgraded and optimized, no longer only supporting the import of models in a fixed direction, but also supporting the direct import of wheels with any A-plane parallel to the three views XOY, XOZ, and YOZ. According to the actual operating habits of different users, although the default basic coordinate system orientation of the CAD drawing software used by users and the drawing specifications of different companies lead to different orientations of different wheels, most users will not draw wheels at a special angle as the basic direction, but rather various wheel orientations based on the global coordinate system reference plane. To enable the Wheel App to automatically adapt to the standard view orientation and reduce the need for users to adjust the orientation, an automatic orientation correction method based on the centroid offset of the 3D model is introduced. The main principle is to obtain the centroid coordinates of the 3D model and the geometric center of its bounding box. By comparing the absolute orientation of the wheel model's centroid and the bounding box's geometric center, the orientation of the wheel model's surface A can be determined. Due to the characteristics of the wheel model, the wheel's centroid, which is equivalent to its geometric center, is offset towards surface A. This centroid offset further determines the orientation of the wheel's surface A.

[0079] (C) The minimum bounding box of the target wheel's three-dimensional geometric model is used as the spatial constraint condition for the area where the impact hammer can appear. Based on the constraint condition, the impact interaction point and the geometric center, the loading position of the impact hammer and the impact direction of the impact interaction point relative to the geometric center are determined. Finally, the impact hammer model is updated by the loading position and the impact direction to obtain the target impact hammer model. The target impact hammer model is set at the loading position and impacts along the impact direction.

[0080] In the optimized automatic impact hammer application method, to adapt to the practical application scenarios of wheel impact industrial simulation where the impact position is not fixed and the assembly posture is diverse, a front-end selection function for the impact hammer impact point is introduced into the interactive interface. During actual wheel impact tests, the impact hammer does not always act at a fixed position, but varies according to test specifications, rim structural characteristics, or areas of interest. Therefore, this method allows users to directly trigger the automatic addition process of the impact hammer by selecting any impact interaction point on the wheel model. After the user selects the impact interaction point in the front-end interface, the system can instantly calculate the impact hammer loading position and direction, and display the spatial position and direction arrow of the impact hammer in real time on the front-end interface. This allows users to intuitively confirm whether the impact hammer arrangement meets expectations during the interactive phase, thereby improving the efficiency and reliability of impact condition modeling.

[0081] In determining the loading direction and position of the impact hammer, this method employs a comprehensive algorithm that combines bounding box superposition with geometric centroid judgment. First, the system performs a holistic analysis of the imported 3D wheel model, automatically constructing the minimum bounding box of the wheel model in the global coordinate system. This bounding box describes the wheel model's limit boundary in space and serves as a spatial constraint on the area where the impact hammer loading arrow may appear. Simultaneously, the system calculates the geometric center point based on all geometric elements of the wheel model. This geometric center point serves as a unified reference for determining the impact direction and the impact hammer loading direction. By combining the spatial constraints of the bounding box with the direction judgment of the geometric center point, the instability of the direction caused by relying solely on local surface normals or single feature points can be avoided.

[0082] See Figure 3 The diagram illustrates an impact interaction point. To ensure compatibility in impact interaction point selection, this method calculates the position of the impact hammer's impact arrow based on the relative spatial relationship between the interaction point and the wheel's geometric center point, rather than relying on the normal information of the local surface where the interaction point is located. The system identifies the dominant axial component of the impact direction by comparing the offset relationships of the interaction point relative to the geometric center point along various axes of the global coordinate system. Based on this, the system positions the impact hammer's loading arrow outside the bounding box corresponding to that direction, while confining it to the tangent region between the bounding box and the wheel's outer surface. This strategy ensures that, regardless of the selected point location, the impact hammer always points from the outside of the wheel to the inside, and the loading direction conforms to the physical meaning of actual impact tests.

[0083] See Figure 4The diagram illustrates a hammer impacting a wheel. When the wheel's A-side is oriented towards the +Z axis of the global coordinate system, if the user-selected impact interaction point is positively offset in the Z direction relative to the wheel's geometric center, the system automatically determines that the impact condition is an impact applied along the +Z direction. In this case, the hammer loading arrow will be displayed on the side of the wheel's minimum bounding box where the Z-coordinate reaches its maximum value, located within the tangent region between the bounding box and the wheel's outer surface. This ensures that the hammer's display position and loading direction are consistent with the physical process of the hammer impacting the wheel's A-side from above in actual testing.

[0084] Building upon the above, this method further introduces a geometric center of gravity determination mechanism to address the issue of uncertain A-side orientation when a wheel is imported in any posture. Since the A-side of a wheel typically features spokes, rim structures, and other characteristics, its geometric distribution can cause the overall mass or geometric center of gravity of the wheel to shift relative to the geometric center point towards the A-side. The system automatically identifies the orientation of the wheel's A-side by simultaneously calculating the wheel's geometric center point and geometric center of gravity, and analyzing the direction of the offset between them. When a user imports a wheel model and its A-side faces the global coordinate system along any axis, the system can determine the spatial orientation of the A-side based on the direction of the geometric center of gravity relative to the geometric center point, and automatically correct the wheel's posture using an algorithm, uniformly adjusting the wheel's A-side to face a preset global coordinate axis direction, such as the +Z axis of the global coordinate system.

[0085] The direct technical benefit of this attitude correction strategy is that, in wheel impact simulation applications, the impact direction usually needs to be standardized to a single, defined axial direction to ensure the comparability of results between different working conditions and models. Therefore, after completing the identification and correction of the A-side orientation, this method standardizes the falling direction of the impact hammer to the -Z-axis direction of the global coordinate system, ensuring that the impact hammer always applies an impact load along a single axis. This design not only conforms to the physical process of the impact hammer falling in a fixed direction in actual wheel impact tests, but also simplifies the parameter settings for impact conditions and the comparative analysis of simulation results.

[0086] In more comprehensive wheel impact simulations, the actual test object is typically a multi-body assembly model consisting of the rim and tire. During impact, the impact hammer first contacts the tire, rather than directly acting on the wheel body. Based on this actual condition, this method introduces a multi-body state recognition and tire-body interaction mechanism into the automatic impact hammer addition function to support accurate automatic determination of the impact hammer's position and direction even when importing a complete model containing the tire body. During the model import phase, the system first identifies each independent entity within the assembly. Through the front-end interaction layer, it adds optional interactive objects for the tire body, allowing users to explicitly specify the tire entity to which the impact hammer is attached. Furthermore, it can merge other components to achieve multi-body wheel adaptation.

[0087] To avoid interference with the center of gravity calculation results due to the large and uniform geometric dimensions of the tire body during the overall model attitude correction, this method decouples the wheel attitude judgment from the calculation of the impact hammer assembly position. Specifically, during the process of wheel A-side orientation recognition and attitude unification, the system calculates the geometric center point and geometric center of gravity only based on the wheel model body after removing the tire body. By analyzing the offset direction of the wheel body's geometric center of gravity relative to the geometric center point, the true orientation of the wheel A-side is determined, and the wheel model's attitude is corrected accordingly, ensuring that its A-side uniformly faces the preset global coordinate axis direction (e.g., global + Z-axis). This approach ensures that the attitude judgment only reflects the asymmetric characteristics of the wheel structure itself, and is not affected by the approximately axisymmetric geometric distribution of the tire body, thereby improving the stability and consistency of A-side recognition.

[0088] After unifying the wheel model's posture, the impact hammer's assembly position is determined based on the selected tire model. When the user selects an impact interaction point on the tire or tire surface in the front-end interface, the system uses that tire as the target entity for the impact hammer and recalculates the display position of the impact hammer arrow based on the tire's geometry. Specifically, the system obtains the tire's minimum bounding box in the global coordinate system. Consistent with the method described above, and combining the directional relationship between the user-selected interaction point and the wheel's geometric center point, it determines the dominant axis of the impact hammer's loading direction. Based on this, the impact hammer arrow is positioned in the tangent region between the tire's minimum bounding box and the tire's outer surface, ensuring the impact hammer points from the tire's outer edge to its interior. This ensures the impact hammer's assembly position matches the physical process of the impact hammer first contacting the tire's edge in an actual impact test. (See [link to relevant documentation]). Figure 5 The diagram shows the impact position of a hammer.

[0089] This multi-body collaborative automatic hammer-applying strategy, on the one hand, decouples wheel posture correction from tire body influence, ensuring that the identification of the wheel's A-side orientation does not deviate with tire geometry changes; on the other hand, by using the tire body as a reference object for the hammer-applying position, it ensures that the hammer arrow always appears accurately in the tire's outer edge area, avoiding non-real contact conditions caused by the hammer being directly applied to the rim surface.

[0090] (D) By pre-setting the gas state equation, based on the preset initial tire pressure, the initial volume of the simulated air chamber and the tire deformation during the simulation process, the gas pressure in the simulated air chamber is analyzed and processed to determine the gas pressure value at each moment, so that the tire deformation and the gas pressure change in the simulated air chamber are bidirectionally coupled. Then, the gas pressure value at each moment is applied to the inner surface of the tire in the form of a distributed load to determine the pressure load of the gas inside the tire.

[0091] Specifically, in the process of wheel impact simulation using explicit dynamics, when the model includes a tire structure, the compression behavior of the gas inside the tire will significantly affect the mechanical response during the impact process. To ensure the consistency of simulation results with national standard wheel impact tests, this method defines the tire as a component consisting of a rubber structure and an internal fluid cavity in the industrial simulation application of wheel impact, and encapsulates the relevant settings, allowing users to complete the standardized simulation settings of tire impact conditions through simple interactive selections.

[0092] During the model import phase, the system first executes an assembly multi-body recognition algorithm to decompose the imported geometric model into solids and identify tire entities based on geometric topological continuity. For entities identified as tires, the system automatically extracts their inner surface set, which must meet the following two conditions: first, all surfaces form a single closed surface topologically; second, the volume of the space enclosed by this closed surface is greater than a preset minimum effective volume threshold (to avoid interference from abnormally small internal cavities). When the above conditions are met, the system determines that the closed space is the tire's internal gas cavity and automatically generates a fluid cavity object in the background, which is uniquely associated with the tire's inner surface.

[0093] At the physical modeling level of the fluid cavity, this method uses the adiabatic equation of state for compressible gases to describe the mechanical behavior of the air inside the tire. The system automatically calculates the initial volume of the tire's internal cavity during the initialization phase. It uses the standard tire pressure selected or entered by the user in the front-end interface as the initial pressure. The relationship between gas pressure and volume is expressed by the following equation of state:

[0094]

[0095] in, The tire internal gas pressure at explicit time step t; This represents the real-time volume of the tire's inner cavity at the same moment; Initial tire pressure; This represents the initial internal cavity volume; The adiabatic index is used for the gas; for air, we take... =1.4.

[0096] During the explicit solution process, the system executes an automatic update algorithm for the tire's internal cavity volume at each time step. Specifically, the coordinates of the inner surface nodes bound to the fluid cavity are updated in real time after the tire rubber body deforms. Based on this updated inner surface geometry, the system calculates the current cavity volume using a volume integral algorithm. The volume update result is directly substituted into the gas equation of state to obtain the gas pressure at the current time step. .

[0097] Subsequently, the system applies the calculated gas pressure as a uniformly distributed pressure load in the normal direction to the inner surface of the tire. For any element on the inner surface, the gas force acting on it can be expressed as:

[0098]

[0099] in, Let be the gas force vector of the i-th inner surface element at time t; This represents the current area of ​​the cell; This is the unit normal vector pointing to the interior of the tire's rubber body.

[0100] The pressure load and the dynamic response of the tire rubber material form a strict two-way coupling relationship: the tire deforms during impact, causing changes in the internal volume, which in turn causes a change in gas pressure. The updated pressure then acts on the inner surface of the tire, thus affecting subsequent deformation and stress evolution. The entire coupling process is progressively advanced within an explicit time integration framework, ensuring numerical stability and physical consistency.

[0101] At the interactive design level of industrial simulation applications, this method highly encapsulates the aforementioned complex setup process. Users only need to complete the following three steps in the front-end interface: First, select the tire entity; second, select the built-in impact condition template that conforms to national standards; third, confirm or input the standard tire pressure value. The system automatically sets parameters such as gas type, adiabatic index, and whether to ignore temperature changes based on the selected condition template, and automatically completes the creation of the fluid cavity, internal cavity volume calculation, state equation binding, and establishment of pressure-structure coupling relationship in the background.

[0102] (E) In explicit dynamic simulations of wheel impacts, the interpretability of the resulting strain, especially the maximum plastic strain, is directly related to the assessment of the wheel structure's safety and failure risk. However, in traditional impact simulation processes, calculations often only cover the short timeframe from the initial drop of the impact hammer to the completion of one impact contact. Due to time constraints, the impact hammer may not completely detach from the wheel model after the impact, remaining in a state of forced displacement or velocity control, thus continuously applying external constraints to the wheel. This unloaded boundary condition causes the wheel structure to remain in a state of significant large deformation, resulting in the strain distribution in the results simultaneously containing the superimposed effects of impact loading and external constraints, severely interfering with the interpretation of the wheel's true residual plastic strain.

[0103] To address the aforementioned issues, this method introduces a hammer unloading mechanism and an independent unloading analysis step after the impact process, enabling accurate characterization of the wheel's true strain state after impact unloading. Specifically, in the first explicit analysis step of the impact analysis, the hammer contacts the wheel and completes energy transfer according to predetermined initial velocity or displacement conditions. When the system detects that the hammer's kinetic energy has decayed to a preset threshold, or the impact force has reached and passed its peak value, the impact loading stage is considered complete. At this point, the system automatically removes the forced displacement or velocity boundary conditions of the hammer and switches the hammer from a loaded body state to a free body in the model or removes it directly, ensuring that the hammer no longer exerts any external constraints or additional deformation effects on the wheel.

[0104] Building upon this, the system automatically introduces a separate unloading analysis step to describe the structural springback and stress release process after the impact. In this unloading analysis step, the wheel model retains only the necessary support constraints, while all other loading conditions are removed. The wheel undergoes elastic springback and local plastic retention under the influence of its own inertia and material constitutive relations. For explicit dynamic solutions, this unloading step still employs explicit integration, and the time scale is set to cover the interval sufficient to cover the main vibration attenuation and stress redistribution of the wheel, thus avoiding the problem of unstable strain state due to insufficient computation time.

[0105] In the results processing stage, the system explicitly limits the extraction location and time point of the maximum plastic strain to the end state of the unloading analysis step. Since the impact hammer has been completely unloaded at this point, the strain retained in the wheel structure is mainly contributed by irreversible plastic deformation, which can truly reflect the damage degree and potential failure area of ​​the wheel after impact. Compared with the traditional method of directly reading the results at the end of the impact loading, this strain result after unloading effectively eliminates the interference of the residual constraint of the impact hammer on the deformation field, making the strain contour map more interpretable in terms of both spatial distribution and numerical magnitude.

[0106] In practical applications, to address the digital requirements of wheel impact testing for passenger vehicles, a full-process wheel impact simulation application based on industrial simulation software was developed to reproduce wheel impact test conditions with high consistency in a virtual environment. This application combines front-end interactive settings with back-end automated modeling to achieve a complete process from geometric model import and working condition definition to automatic assembly and solution preparation of the simulation model.

[0107] At the start of the simulation process, the user first imports the passenger vehicle wheel model to be analyzed. The wheel model can be a geometric model containing only the wheel body, or an assembly model containing multiple entities such as tires and rims. After the model is imported, the system automatically performs checks on geometric integrity and topological validity, and analyzes the solid, surface, and hole features in the model, providing basic data support for subsequent interactive operations and automated assembly.

[0108] Subsequently, the user sets the relevant parameters for the impact condition in the front-end interactive interface. First, the user selects the impact point of the impact hammer on the outer surface of the wheel interactively. This impact point is used to determine the automatic assembly position and orientation of the impact hammer in space and serves as the geometric basis for establishing the subsequent impact contact relationship. Next, the user inputs the impact height to describe the release conditions of the impact hammer in the actual physical test. This parameter is used by the system to automatically determine the initial motion state of the impact hammer. At the same time, the user inputs the impact mass. Based on this mass parameter and the preset geometry of the impact hammer, the system automatically determines the equivalent material properties of the impact hammer, thereby ensuring the accurate expression of impact energy and inertial characteristics.

[0109] Regarding the setting of fixed conditions, users select the fixing surfaces for constraint on the wheel model, typically the bolt hole walls or related mounting surfaces. This selection not only determines the wheel's fixed position and constraint relationship during impact but also serves as a key preset condition for automatic assembly between the wheel and the test bench. After selecting the fixing surfaces, users further select the wheel body and assign it corresponding wheel material properties to accurately reflect the wheel's mechanical response behavior under impact loads. Simultaneously, users select the tire body and assign material values ​​to describe the tire's cushioning, deformation, and energy absorption characteristics during impact.

[0110] After the aforementioned front-end interaction steps are completed, the system automatically initiates the simulation model construction and working condition configuration process in the background, requiring no additional user intervention. First, the system automatically corrects the overall wheel posture based on the spatial location and normal direction of the impact point, ensuring that the wheel's spatial orientation in the simulation coordinate system is reasonably consistent with the impact direction, thereby avoiding calculation errors caused by non-standard initial model posture. Subsequently, the system automatically assembles the impact hammer based on the impact point information, accurately placing the hammer at the designated position above the wheel and establishing the contact relationship between the hammer and the wheel.

[0111] In terms of modeling the fixed and supporting structures, the system automatically completes the assembly process between the wheel and the test bench based on the wheel fixing surface selected by the user. The bench structure adopts the same fixed form as in physical experiments, and its support positions, connection methods, and constraint relationships are all automatically generated in the background. At the same time, the system sets displacement boundary conditions for the impact hammer, allowing only vertical movement, to simulate the falling process of the impact hammer in a real impact test; for the bench part, a buffer boundary setting is introduced, simulating the buffering characteristics of the natural rubber support structure through equivalent damping, thereby forming a reasonable impact buffer zone in the simulation.

[0112] Through the above implementation method, this embodiment achieves a high degree of automation and standardization of key modeling steps in the passenger car wheel impact simulation process, enabling users to quickly build an impact simulation model that conforms to physical test specifications by only completing the necessary working condition parameter interaction, providing a reliable digital analysis means for wheel structure strength assessment and design verification.

[0113] In summary, the present invention can:

[0114] 1. Significantly reduces modeling complexity and lowers the skill threshold. This invention automatically identifies and corrects the A-plane orientation based on center of gravity offset, enabling wheel models with any imported posture to automatically rotate to the standard impact direction. Through an interactive paradigm of click-to-select points and automatic hammer loading, users only need to click on the impact position on the rim or tire surface, and the system automatically completes the hammer positioning and orientation calibration. Through fixed surface selection and automatic construction of bench constraints, there is no need to manually set bolt hole constraints and buffer boundaries. These functions not only simplify the simulation operation process but also make the consistency of results no longer dependent on the operator's experience.

[0115] 1. Significantly improves simulation fidelity and experimental consistency. This invention is the first to integrate four high-fidelity technologies—explicit dynamics solution, two-way coupling of tire pressure, bench buffer boundary, and impact hammer unloading and rebound—into a single automated framework. The tire material supports both hyperelastic constitutive and Shore hardness conversion modes. Users only need to input the hardness value to complete the assignment of all parameters. The tire cavity automatically identifies and establishes a two-way coupling between air pressure and deformation. Real-time dynamic pressure loads enable the simulation to accurately reproduce the real air cushion effect. In addition, the impact hammer constraint is automatically removed after the impact and free rebound is simulated. Furthermore, the extracted plastic strain reflects real permanent damage rather than the artificial deformation under impact hammer pressure.

[0116] 3. Achieve business encapsulation and large-scale promotion oriented towards testing standards. This invention pre-configures wheel impact test standards, typical working condition parameters, and commonly used material models as reusable templates. Users do not need to understand the details of the underlying solver and physical model. The interfaces of each functional module are standardized, and batch simulation and automated report generation are supported.

[0117] Regarding the intelligent simulation method for wheel impact provided in the foregoing embodiments, this invention provides an intelligent simulation device for wheel impact, see [link to relevant documentation]. Figure 6 The diagram shows the structure of an intelligent simulation device for wheel impact, which includes the following parts:

[0118] The model correction module 602 assigns material properties to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed based on user interaction information, and determines the orientation information of the wheel by performing offset analysis on the centroid coordinates of the three-dimensional geometric model of the wheel and the geometric center of the bounding box corresponding to the three-dimensional geometric model of the wheel, so as to automatically correct the posture of the three-dimensional geometric model of the wheel using the orientation information to obtain the target three-dimensional geometric model of the wheel.

[0119] The impact hammer update module 604 receives the impact interaction point and fixed surface selected by the user in the three-dimensional geometric model of the target wheel, determines the loading position and impact direction of the impact hammer based on the impact interaction point, updates the impact hammer model, obtains the target impact hammer model, and determines the bench constraint conditions and buffer boundary conditions based on the fixed surface.

[0120] The air cavity simulation module 606 generates a simulated air cavity inside the tire of the wheel, and establishes a two-way coupling relationship between tire deformation and air pressure change in the simulated air cavity based on a preset gas state equation, so as to determine the pressure load of the gas inside the tire.

[0121] The simulation solution module 608 uses an explicit dynamic solver to perform wheel impact process simulation processing in the three-dimensional geometric model of the target wheel using the target impact hammer model, bench constraints, buffer boundary conditions, and gas pressure load, in order to generate simulation results of the wheel impact process and the structural springback process after the impact hammer is removed.

[0122] The intelligent simulation device for wheel impact provided in this application embodiment can significantly improve simulation accuracy.

[0123] In one embodiment, when performing the step of assigning material properties to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed based on user interaction information, the model correction module 602 is further configured to: determine the material model of the tire in the three-dimensional geometric model of the wheel based on the user interaction information from the constitutive model for hyperelastic materials and the equivalent linear elastic material model based on Shore hardness conversion, and perform parameter calculation processing on the material model to obtain the target material model, so as to assign material properties to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed.

[0124] In one embodiment, when performing parameter calculation processing on the material model to obtain the target material model, the model correction module 602 is further configured to: when the target material model is an equivalent linear elastic material model, determine the equivalent elastic modulus corresponding to the Shore hardness value based on the preset hardness modulus conversion formula and the user-input tire Shore hardness value; determine the Poisson's ratio corresponding to the target material model of the tire based on the hardness range in which the Shore hardness value is located, and calculate the shear modulus and bulk modulus of the tire material based on the equivalent elastic modulus and Poisson's ratio to obtain the target equivalent linear elastic material model.

[0125] In one embodiment, when performing the step of determining the wheel's orientation information by performing offset analysis processing on the centroid coordinates of the wheel's three-dimensional geometric model and the geometric center of the bounding box corresponding to the wheel's three-dimensional geometric model, the model correction module 602 is further configured to: perform offset analysis processing on the centroid coordinates and the geometric center to determine the offset amount and offset direction of the centroid coordinates relative to the geometric center, and determine the wheel's orientation information based on the offset amount and offset direction.

[0126] In one embodiment, when performing the step of determining the loading position and impact direction of the impact hammer based on the impact interaction point to update the impact hammer model and obtain the target impact hammer model, the aforementioned impact hammer update module 604 is further configured to: use the minimum bounding box of the target wheel's three-dimensional geometric model as a spatial constraint condition for the area where the impact hammer can appear; determine the loading position of the impact hammer and the impact direction of the impact interaction point relative to the geometric center based on the constraint condition, the impact interaction point, and the geometric center; update the impact hammer model through the loading position and impact direction to obtain the target impact hammer model, so that the target impact hammer model is set at the loading position and impacts along the impact direction.

[0127] In one embodiment, when performing the step of establishing a bidirectional coupling relationship between tire deformation and pressure changes in the simulated air cavity based on a preset gas state equation to determine the pressure load of the gas inside the tire, the air cavity simulation module 606 is further configured to: analyze and process the gas pressure in the simulated air cavity based on the preset initial tire pressure, the initial volume of the simulated air cavity, and the tire deformation during the simulation process using the preset gas state equation, and determine the gas pressure value at each moment so that the tire deformation and pressure changes in the simulated air cavity are bidirectionally coupled; and apply the gas pressure value at each moment to the inner surface of the tire in the form of a distributed load to determine the pressure load of the gas inside the tire.

[0128] In one embodiment, after performing the steps of generating simulation results of the wheel impact process and the structural springback process after the impact hammer is removed, the simulation solving module 608 is further configured to: extract the plastic strain distribution results of the wheel structure from the simulation results, so as to determine the plastic strain distribution results as the target evaluation results of the wheel impact safety performance.

[0129] The device provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0130] This invention provides a server, specifically, the server includes a processor and a storage device; the storage device stores a computer program, which, when run by the processor, executes the method described in any of the above embodiments.

[0131] Figure 7 This is a schematic diagram of the structure of a server provided in an embodiment of the present invention. The server 100 includes: a processor 70, a memory 71, a bus 72, and a communication interface 73. The processor 70, the communication interface 73, and the memory 71 are connected through the bus 72. The processor 70 is used to execute executable modules, such as computer programs, stored in the memory 71.

[0132] The memory 71 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 73 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc.

[0133] Bus 72 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 7 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0134] The memory 71 is used to store programs. After receiving an execution instruction, the processor 70 executes the programs. The method executed by the device for defining the flow process disclosed in any of the foregoing embodiments of the present invention can be applied to the processor 70 or implemented by the processor 70.

[0135] The processor 70 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 70 or by instructions in software form. The processor 70 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this invention can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 71. Processor 70 reads the information in memory 71 and, in conjunction with its hardware, completes the steps of the above method.

[0136] The computer program product of the readable storage medium provided in the embodiments of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the foregoing method embodiments. For specific implementation, please refer to the foregoing method embodiments, which will not be repeated here.

[0137] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0138] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit it. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A smart simulation method for wheel impact, characterized in that, The method includes: Based on user interaction information, material properties are assigned to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed. By performing offset analysis on the centroid coordinates of the three-dimensional geometric model of the wheel and the geometric center of the bounding box corresponding to the three-dimensional geometric model of the wheel, the orientation information of the wheel is determined. The orientation information is then used to automatically correct the posture of the three-dimensional geometric model of the wheel to obtain the target three-dimensional geometric model of the wheel. The system receives the impact interaction point and fixed surface selected by the user in the target wheel's three-dimensional geometric model. Based on the impact interaction point, it determines the loading position and impact direction of the impact hammer to update the impact hammer model and obtain the target impact hammer model. It also determines the bench constraint conditions and buffer boundary conditions based on the fixed surface, where the fixed surface is the hole wall of the wheel bolt hole or related mounting surface selected by the user, which is used to determine the fixed constraint position of the wheel during the impact process. A simulated air cavity is generated inside the tire of the wheel, and a two-way coupling relationship between tire deformation and air pressure change in the simulated air cavity is established based on a preset gas state equation to determine the pressure load of the gas inside the tire. Using an explicit dynamics solver, the target impact hammer model, the test bench constraints, the buffer boundary conditions, and the gas pressure load are used to perform a wheel impact process simulation in the three-dimensional geometric model of the target wheel, so as to generate simulation results of the wheel impact process and the structural springback process after the impact hammer is removed.

2. The intelligent simulation method for wheel impact according to claim 1, characterized in that, The step of assigning material properties to the three-dimensional geometric model of the wheels of the passenger vehicle to be analyzed based on user interaction information includes: Based on user interaction information, the material model of the tire in the three-dimensional geometric model of the wheel is determined from the constitutive model for hyperelastic materials and the equivalent linear elastic material model based on Shore hardness conversion. The material model is then processed by parameter calculation to obtain the target material model, so as to give the three-dimensional geometric model of the wheel of the passenger car to be analyzed the material properties.

3. The intelligent simulation method for wheel impact according to claim 2, characterized in that, The step of performing parameter calculations on the material model to obtain the target material model includes: When the target material model is an equivalent linear elastic material model, the equivalent elastic modulus corresponding to the Shore hardness value is determined according to the preset hardness modulus conversion formula and the tire Shore hardness value input by the user. Based on the hardness range of the Shore hardness value, the Poisson's ratio corresponding to the target material model of the tire is determined, and based on the equivalent elastic modulus and the Poisson's ratio, the shear modulus and bulk modulus of the tire material are calculated to obtain the target equivalent linear elastic material model.

4. The intelligent simulation method for wheel impact according to claim 1, characterized in that, The step of determining the wheel's orientation information by performing offset analysis on the centroid coordinates of the wheel's three-dimensional geometric model and the geometric center of the bounding box corresponding to the wheel's three-dimensional geometric model includes: Offset analysis is performed on the center of gravity coordinates and the geometric center to determine the offset amount and direction of the center of gravity coordinates relative to the geometric center, and the orientation information of the wheel is determined based on the offset amount and the offset direction.

5. The intelligent simulation method for wheel impact according to claim 1, characterized in that, The step of determining the loading position and impact direction of the impact hammer based on the impact interaction point to update the impact hammer model and obtain the target impact hammer model includes: The minimum bounding box of the three-dimensional geometric model of the target wheel is used as the spatial constraint condition for the area where the hammer can appear. Based on the constraints, the impact interaction point, and the geometric center, determine the loading position of the impact hammer and the impact direction of the impact interaction point relative to the geometric center. The impact hammer model is updated by the loading position and the impact direction to obtain the target impact hammer model, which is then set at the loading position and impacted along the impact direction.

6. The intelligent simulation method for wheel impact according to claim 1, characterized in that, The step of establishing a bidirectional coupling relationship between tire deformation and pressure changes in the simulated air cavity based on a preset gas state equation to determine the pressure load of the gas inside the tire includes: By using a preset gas state equation, based on the preset initial tire pressure, the initial volume of the simulated air chamber, and the tire deformation during the simulation process, the gas pressure in the simulated air chamber is analyzed and processed to determine the gas pressure value at each moment, so that the tire deformation and the gas pressure change in the simulated air chamber are bidirectionally coupled. The gas pressure values ​​at each time point are applied to the inner surface of the tire as a distributed load to determine the pressure load of the gas inside the tire.

7. The intelligent simulation method for wheel impact according to claim 1, characterized in that, Following the steps of generating simulation results for the wheel impact process and the structural springback process after the simulated impact hammer removal, the following steps are included: The plastic strain distribution of the wheel structure is extracted from the simulation results to determine the plastic strain distribution as the target evaluation result for the wheel impact safety performance.

8. An intelligent simulation device for wheel impact, characterized in that, The device includes: The model correction module assigns material properties to the three-dimensional geometric model of the wheel of the passenger vehicle to be analyzed based on user interaction information, and determines the orientation information of the wheel by performing offset analysis on the centroid coordinates of the three-dimensional geometric model of the wheel and the geometric center of the bounding box corresponding to the three-dimensional geometric model of the wheel. The orientation information is then used to automatically correct the posture of the three-dimensional geometric model of the wheel to obtain the target three-dimensional geometric model of the wheel. The impact hammer update module receives the impact interaction point and fixed surface selected by the user in the target wheel's three-dimensional geometric model, determines the loading position and impact direction of the impact hammer based on the impact interaction point, updates the impact hammer model to obtain the target impact hammer model, and determines the bench constraint conditions and buffer boundary conditions based on the fixed surface, wherein the fixed surface is the hole wall of the wheel bolt hole or related mounting surface selected by the user, used to determine the fixed constraint position of the wheel during the impact process. The air cavity simulation module generates a simulated air cavity inside the tire of the wheel, and establishes a two-way coupling relationship between tire deformation and air pressure change in the simulated air cavity based on a preset gas state equation, so as to determine the pressure load of the gas inside the tire. The simulation solution module, through an explicit dynamics solver, uses the target impact hammer model, the test bench constraints, the buffer boundary conditions, and the gas pressure load to perform wheel impact process simulation processing in the three-dimensional geometric model of the target wheel, so as to generate simulation results of the wheel impact process and the structural springback process after the impact hammer is removed.

9. A server, characterized in that, The method includes a processor and a memory, the memory storing computer-executable instructions executable by the processor, the processor executing the computer-executable instructions to implement the method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions that, when invoked and executed by a processor, cause the processor to perform the method according to any one of claims 1 to 7.

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