CN112199771A - Wheel rim shape optimization method - Google Patents

Wheel rim shape optimization method Download PDF

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CN112199771A
CN112199771A CN202011014572.7A CN202011014572A CN112199771A CN 112199771 A CN112199771 A CN 112199771A CN 202011014572 A CN202011014572 A CN 202011014572A CN 112199771 A CN112199771 A CN 112199771A
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rim
shape
hub
force transmission
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吴凤和
王朝华
宋德庄
孙迎兵
刘子健
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Yanshan University
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Abstract

The invention discloses a method for optimizing the shape of a wheel rim, which comprises the steps of establishing a rim equivalent section model and a finite element model by analyzing functional characteristics and working condition characteristics of the rim; extracting a force transmission path of the equivalent section of the rim by adopting a force transmission path visualization method; establishing a structural force transmission performance evaluation strategy, and giving an optimization strategy of the force transmission performance of the equivalent section of the rim; the shape of the cross section of the rim is controlled by designing a plurality of parameters, a parameter optimization mathematical model is established, and an optimization algorithm is adopted for iterative optimization to obtain the final shape of the rim and a hub model. The invention analyzes the force transmission performance of the rim structure from the mechanical angle, gives the suggestion of optimizing the section shape of the rim, does not need to establish a complex shape optimization mathematical model, and can provide mechanical guidance for the design and optimization of the similar cylinder thin-wall complex structure.

Description

Wheel rim shape optimization method
Technical Field
The invention belongs to the field of lightweight design of automobile structures, and particularly relates to a method for optimizing the shape of a wheel rim.
Background
The light weight is one of important measures for realizing energy conservation and emission reduction of the automobile, the wheels are used as main bearing parts in a running system of the whole automobile and are A-level safety parts which influence the performance of the whole automobile most, and the light weight degree and the mechanical performance directly influence the stability, the safety, the braking performance and the economical efficiency of the automobile.
The wheel hub consists of a rim, a spoke and a rim and plays a role in mounting and supporting a tire and an axle. The rim belongs to a typical circular thin-wall structure, a tire is arranged on the outer side of the rim, enough space is reserved on the inner side of the rim for installing components such as a driving motor, a brake cable and the like, functional requirements and process limitations are high, and in addition, the rim also bears complex loads caused by the tire, a tire pressure, an axle and the like. As a numerical method based on iterative search, topological optimization is difficult to provide an optimization strategy of the ring thin-wall structure; the shape optimization is usually realized by optimizing the position of a key node in a local area, but the rim has a complex shape, a plurality of size parameters and mutual coupling, and singular solutions are easy to appear in the optimization iteration process; the size optimization can only change the thickness of the rim, but the wall thickness of the aluminum alloy rim has no large optimization space under the requirement of casting process; due to the reasons, the design and optimization of the shape of the conventional rim are obtained by means of finite element analysis and combined with engineering experience through continuous trial and error, and the guidance of a mechanical theory is lacked. Therefore, optimization of the shape of the rim of the automobile wheel becomes one of the bottlenecks that restrict the light weight design of the wheel, and new design concepts and methods are required to be developed.
Disclosure of Invention
The invention aims to provide a method capable of realizing optimization of the shape of a rim of an automobile wheel, which is characterized in that the shape of the rim is optimized through a force transmission path to obtain the shape of a new rim, and the size parameters of the shape of the new rim are optimized through parameter optimization to provide a mechanical analysis basis for lightweight design of the rim of the automobile wheel.
In order to achieve the above object, the method for optimizing the shape of a wheel rim of the present invention specifically includes the steps of:
s1, establishing a hub three-dimensional model, analyzing the functional characteristics of the rim and establishing an initial rim equivalent section model;
s2, analyzing the working condition characteristics of the rim, and establishing a finite element model of the initial rim equivalent section;
s3, obtaining the strain energy coefficient of each node in the finite element model of the initial rim equivalent section
Figure BDA0002698896910000024
Calculating a force transmission path of the equivalent section of the rim, specifically:
s31, performing static analysis on the finite element model of the initial rim equivalent section obtained in the step S2, assuming that the stress point is A, the constraint point is B and any point is C, and after calculation is finished, extracting the displacement d of the stress point AACalculating strain energy U of the equivalent section of the initial rim according to the expression (1);
Figure BDA0002698896910000021
wherein, PAFor loads applied at the point of application A, KAA、KACIs the stiffness of point A relative to points A, C, dCThe displacement produced for any point C;
s32, deleting the stress point load in the finite element model of the equivalent section of the initial rim, keeping the constraint condition unchanged, fixing any node C, and displacing the stress point d extracted from S31AAs the load is applied to the stress point A, calculating the stress point load with the original rim equivalent section deleted and applying the displacement d according to the expression (2)AThe strain energy U' of the equivalent section of the rear initial rim;
Figure BDA0002698896910000022
wherein, P'AThe equivalent acting force is generated after the displacement load is applied to the stress point;
s33, sequentially fixing any node C of the finite element model of the equivalent section of the initial rim, and calculating according to expression (2) to obtain strain energy U 'corresponding to each node'CCalculating the strain energy coefficient corresponding to each node according to the expression (3)
Figure BDA0002698896910000023
Figure BDA0002698896910000031
Wherein, C represents any node in the finite element model, and the value range is as follows: 1, 2, 3, … … n, n is the total number of nodes of the finite element model;
extracting position coordinates and strain energy coefficients of all nodes
Figure BDA0002698896910000032
Value, strain energy coefficient corresponding to arbitrary node
Figure BDA0002698896910000033
Interpolating on the node of the finite element model to obtain a cloud picture of the strain energy coefficient of the equivalent section of the rim and
Figure BDA0002698896910000034
determining a ridge line of the contour line as a main force transmission path of the equivalent section of the rim;
s4, according to the strain energy coefficient on the force transmission path
Figure BDA0002698896910000035
Establishing a force transmission performance evaluation strategy, and analyzing the force transmission performance of the equivalent section of the rim to reduce the strain energy coefficient
Figure BDA0002698896910000036
The damping speed and the damping acceleration are taken as criteria, and a specific rim shape optimization strategy is given;
s5, obtaining the equivalent section shapes of the new rims controlled by a plurality of parameters according to the force transmission performance optimization strategy of the step S4, and determining the optimization ranges of the parameters according to the functional characteristics of the rims;
and S6, establishing a new hub parameterized model, taking the minimum weight of the hub as a target, taking the plurality of parameters set in the step S5 as design variables, taking the parameter optimization range, the maximum stress of the hub and the maximum displacement as constraints, establishing a hub parameter optimization mathematical model shown in an expression (4), and performing parameter optimization by adopting an optimization algorithm to obtain the final rim shape and the hub model.
Figure BDA0002698896910000037
Wherein, XiFor design variables, M is the total number of design variables, f (x) is the objective function, M is the hub weight, σmaxIs the maximum stress value of the hub, [ sigma ]]Allowable stress of hub material, dmaxIs the maximum displacement of the hub, [ d]Maximum displacement required for the hub, XiminFor the minimum of the ith design variable, XimaxIs the maximum value of the ith design variable.
Further, step S1 is specifically: a three-dimensional model of the hub is established by utilizing three-dimensional modeling software, the section shape of the rim is extracted, the section optimization area of the rim is determined according to the installation positions of the hub, the axle and the tire, the installation positions and the functional characteristics of a driving motor, a control arm and a brake pad in the hub, and an initial equivalent section model of the rim is established.
Further, step S2 is specifically: and analyzing the load type borne by the hub in the actual working process, performing equivalence on the load type to obtain the working condition characteristics of the rim in the rim equivalent section model obtained in the step S1, performing equivalence simplification by analyzing the load type, applying the simplified load type to the rim equivalent section, and establishing a finite element model of the initial rim equivalent section by adopting finite element simulation software.
Further, the step S4 is specifically: analyzing the strain energy coefficient on the force transmission path with the equivalent section of the initial rim according to the main force transmission path obtained in the step S3
Figure BDA0002698896910000041
Change rule of (2) and inner and outer rims of wheel rims
Figure BDA0002698896910000042
The change rule of (2) takes the length of the force transmission path as the abscissa, and
Figure BDA0002698896910000043
the value is a vertical coordinate and is established on a force transmission path
Figure BDA0002698896910000044
An evaluation coordinate graph of the change rule; on a coordinate graph, on the main force transmission path
Figure BDA0002698896910000045
The larger the attenuation speed of the wheel rim, the larger the contribution degree of the material on the path of the area to the structural rigidity, and when the attenuation speed variation, namely the larger the attenuation acceleration, shows that the complicated structural shape of the area generates abrupt change in the direction of force flow, and stress concentration is easily caused, so that when the wheel rim shape is optimized, the optimized force transmission path is used for optimizing the wheel rim shape
Figure BDA0002698896910000046
The damping speed and the damping acceleration are large, and the optimization strategy is to reduce
Figure BDA0002698896910000047
The damping speed and the damping acceleration, and the force transmission optimization means is to adopt a new contour line to replace the original rim contour.
Preferably, the step S5 is specifically: and according to the rim shape optimization strategy obtained in the step S4, setting a plurality of parameters to control the new contour line of the rim, adopting the parameters to control the new section shape of the rim, and determining the optimization range of each parameter according to the functional characteristics of the rim.
The invention provides a wheel rim shape optimization method, which comprises the steps of establishing a rim equivalent section model and a finite element model by analyzing functional characteristics and working condition characteristics of a rim, extracting a force transmission path of the rim equivalent section by adopting a force transmission path visualization method, establishing a structure force transmission performance evaluation strategy, giving an optimization strategy of the force transmission performance of the rim equivalent section, controlling the shape of the rim section by designing a plurality of parameters, establishing a parameter optimization mathematical model, and performing parameter optimization by adopting an optimization algorithm to obtain a final rim shape and a hub model. Compared with the prior art, the method has the following advantages:
(1) the rim belongs to a typical circular ring thin-wall structure, the structure and the working condition are complex, and the existing structure optimization method cannot provide mechanical theory guidance for the shape design and optimization of the rim, so that the design and optimization of the shape of the rim are obtained by means of finite element analysis and combined with engineering experience through continuous trial and error. The visualization of the force transmission path of the rim section is realized, the force transmission performance of the rim structure is analyzed from the mechanical angle for the first time, and the suggestion of optimizing the shape of the rim section is given;
(2) according to the invention, the force transmission path and parameter optimization are combined to guide the optimization of the section shape of the rim, so that the artificial subjectivity caused by the improvement of the force transmission performance of a force transmission path guide structure is avoided;
(3) compared with the existing shape optimization method, the shape optimization method provided by the invention does not need to realize shape optimization by optimizing the key node position of the local area of the structure, avoids the phenomenon of singular solution in the optimization iteration process, and can be used in the rim structure with complex shape, multiple size parameters and mutual coupling;
(4) the rim shape optimization method provided by the invention can provide mechanical guidance for the design and optimization of the similar cylinder thin-wall complex structure without establishing a complex mathematical model.
Drawings
FIG. 1 is a general flow chart of a method of optimizing the shape of a wheel rim in accordance with the present invention;
FIG. 2 is an axial view of the hub structure of the present invention;
FIG. 3 is a cross-sectional equivalent model view of a rim according to the present invention;
FIG. 4 is a diagram of a finite element model of a rim cross-section equivalent model of the present invention;
FIG. 5 is a schematic view of a force transmission path visualization of the equivalent model of a rim cross section of the present invention;
FIG. 6 is a diagram illustrating the force transfer performance evaluation of the rim cross section according to the present invention; and
fig. 7 is a schematic view of the cross-sectional shape optimization of the rim of the present invention.
Description of reference numerals:
1: a rim; 2: a spoke; 3: a rim; 4: a tire mount; 5: a wheel well; 6: a ridge line; m: an optimizable area; n: a region N; l1 outer contour path; l2 inner contour Path; p1: a first direction of movement; p2: a second direction of movement; r: a functional region; X1-X5: and optimizing the parameters.
Detailed Description
The method for optimizing the shape of the rim of the wheel according to the present invention will be described in further detail with reference to the accompanying drawings and embodiments.
As shown in fig. 1, it is a general flow chart of the method for optimizing the shape of a wheel rim of the present invention, which specifically includes the following steps:
s1, establishing a hub three-dimensional model, analyzing the functional characteristics of the rim and establishing an initial rim equivalent section model;
s2, analyzing the working condition characteristics of the rim, and establishing a finite element model of the initial rim equivalent section;
s3, obtaining the strain energy coefficient of each node in the finite element model of the initial rim equivalent section
Figure BDA0002698896910000063
Calculating a force transmission path of the equivalent section of the rim, specifically:
s31, performing static analysis on the finite element model of the initial rim equivalent section obtained in the step S2, assuming that the stress point is A, the constraint point is B and any point is C, and after calculation is finished, extracting the displacement d of the stress point AACalculating strain energy U of the equivalent section of the initial rim according to the expression (1);
Figure BDA0002698896910000061
wherein, PAFor loads applied at the point of application A, KAA、KACIs the stiffness of point A relative to points A, C, dCDisplacement produced for any point C；
S32, deleting the stress point load in the finite element model of the equivalent section of the initial rim, keeping the constraint condition unchanged, fixing any node C, and displacing the stress point d extracted in the step S31AAs the load is applied to the stress point A, calculating the load of the stress point with the equivalent section of the deleted initial rim and applying the displacement d according to the expression (2)AThe strain energy U' of the equivalent section of the rear initial rim;
Figure BDA0002698896910000062
wherein, P'AThe equivalent acting force is generated after the displacement load is applied to the stress point;
s33, sequentially fixing any node C of the finite element model of the equivalent section of the initial rim, and calculating according to expression (2) to obtain strain energy U 'corresponding to each node'CCalculating the strain energy coefficient corresponding to each node according to the expression (3)
Figure BDA0002698896910000071
Figure BDA0002698896910000072
Wherein, C represents any node in the finite element model, and the value range is as follows: 1, 2, 3, … … n, n is the total number of nodes of the finite element model;
extracting position coordinates and strain energy coefficients of all nodes
Figure BDA0002698896910000073
Value, strain energy coefficient corresponding to arbitrary node
Figure BDA0002698896910000074
Interpolating on the node of the finite element model to obtain a cloud picture of the strain energy coefficient of the equivalent section of the rim and
Figure BDA0002698896910000075
determining a ridge line of the contour line as a main force transmission path of the equivalent section of the rim;
s4, according to the strain energy coefficient on the force transmission path
Figure BDA0002698896910000076
Establishing a force transmission performance evaluation strategy, and analyzing the force transmission performance of the equivalent section of the rim to reduce the strain energy coefficient
Figure BDA0002698896910000077
The damping speed and the damping acceleration are taken as criteria, and a rim shape optimization strategy is given;
s5, obtaining the equivalent section shapes of the new rims controlled by a plurality of parameters according to the force transmission performance optimization strategy of the step S4, and determining the optimization ranges of the parameters according to the functional characteristics of the rims;
s6, establishing a new hub parameterized model, taking the minimum weight of the hub as a target, taking a plurality of parameters set in the step S5 as design variables, taking a parameter optimization range, the maximum stress of the hub and the maximum displacement as constraints, establishing a hub parameter optimization mathematical model shown in an expression (4), and performing parameter optimization by adopting an optimization algorithm to obtain a final rim shape and a hub model:
Figure BDA0002698896910000078
wherein, XiFor design variables, M is the total number of design variables, f (x) is the objective function, M is the hub weight, σmaxIs the maximum stress value of the hub, [ sigma ]]Allowable stress of hub material, dmaxIs the maximum displacement of the hub, [ d]Maximum displacement required for the hub, XiminFor the minimum of the ith design variable, XimaxIs the maximum value of the ith design variable.
The following will describe the specific implementation steps of the method, taking as an example a certain type of automobile wheel hub as shown in fig. 2-7.
(1) As shown in fig. 2, a three-dimensional model of a wheel hub is established, the wheel hub comprises a wheel rim 1, a spoke 2 and a wheel rim 3, the invention aims at optimizing the shape of the wheel rim 3, because a tire is arranged on the outer side of the wheel rim 3, enough space is left on the inner side of the wheel rim 3 for installing other components, according to the functional requirement of the wheel rim 3, a tire installing seat 4 and a wheel well 5 are functional areas which cannot be optimized, and other areas are all optimized areas M. Therefore, the equivalent cross section of the rim 3 is extracted, and the joint of the rim 1 and the rim 3 is replaced by a straight line, so that the rim equivalent cross section model shown in fig. 3 is obtained.
(2) The stress type of the rim 3 is complex, and the rim not only needs to bear the surface load brought by tire pressure, but also needs to bear the tire installation load, the bending moment brought by axle pressure, and the axial and radial impact loads brought by 13-degree impact experiments. Because the surface load generated by the tire pressure covers the whole circumferential surface of the rim 3, the constraint of the casting process on the rim wall thickness is considered, the rim wall thickness is required to be unchanged in the shape optimization process, namely, the tire pressure can be ignored in the shape optimization process, the load borne by the tire pressure is further simplified into the axial load and the radial load, the axial load comprises the axial load from a 13-degree impact experiment, the radial load is from bending, radial working condition and 13-degree impact, and the radial load F is from bending, radial working condition and 13-degree impactyThe main bearing mode is that the rim end close to one side of the spoke is fixed, bending load is applied to the rim end far away from one side of the spoke, and a finite element model of a rim section equivalent model is established as shown in figure 4.
(3) Performing static analysis on the finite element model of the initial rim equivalent section obtained in the step S2, assuming that the stress point is A, the constraint point is B and the arbitrary point is C, and extracting the displacement d of the stress point A after the calculation is finishedACalculating strain energy U of the equivalent section of the initial rim according to the expression (1);
Figure BDA0002698896910000081
wherein P isAFor loads applied at the point of application A, KAA、KACIs the stiffness of point A relative to points A, C, dCThe displacement produced for any point C;
finite element die for deleting equivalent section of initial rimThe load of the stress point in the model is kept unchanged, any node C is fixed, and the extracted stress point is displaced by dAAs the load is applied to the stress point A, calculating the stress point load with the original rim equivalent section deleted and applying the displacement d according to the expression (2)AThe strain energy U' of the equivalent section of the rear initial rim;
Figure BDA0002698896910000091
wherein, P'AThe equivalent acting force is generated after the displacement load is applied to the stress point;
sequentially fixing any node C of the finite element model of the equivalent section of the initial rim, and calculating according to the formula (2) to obtain strain energy U 'corresponding to each node'CCalculating the strain energy coefficient corresponding to each node according to the expression (3)
Figure BDA0002698896910000092
Figure BDA0002698896910000093
Wherein, C represents any node in the finite element model, and the value range is as follows: 1, 2, 3, … … n, n is the total number of nodes of the finite element model;
extracting position coordinates and strain energy coefficients of all nodes
Figure BDA0002698896910000094
Value, strain energy coefficient corresponding to arbitrary node
Figure BDA0002698896910000095
Interpolating on the node of the finite element model to obtain a cloud picture of the strain energy coefficient of the equivalent section of the rim and
Figure BDA0002698896910000096
contour lines, as shown in fig. 5, the ridge line 6 of the contour line is determined as the force transmission path of the equivalent section of the rim;
(4) according to the force transmission path obtained in the step S3, the change rule of the strain energy coefficient on the force transmission path of the equivalent section of the rim is analyzed, when the structural shape is optimized, the transmission rule of the force on the structural outer contour is generally more concerned, therefore, the transmission rule of the strain energy coefficient on the rim outer contour path L1 and the inner contour path L2 is given, as shown in FIG. 6, on the outer side contour line and the inner side contour line of the rim
Figure BDA0002698896910000097
All decreasing along points a-C-D-E-F-B. On the AC section, L1 and L2
Figure BDA0002698896910000098
Values being substantially the same, in the CD section, L1
Figure BDA0002698896910000099
Values greater than L2, the load being transmitted mainly along the outside of the rim, in DE sector, L1
Figure BDA00026988969100000910
The value decreases rapidly, finally of L2
Figure BDA00026988969100000911
A value greater than L1 illustrates that in section DE, i.e. corresponding to region N of fig. 5, the load is progressively transmitted from the outer side of the rim along the inner side; on EFB stage, L2
Figure BDA0002698896910000101
The values are always greater than L1 and decrease rapidly to 0, the above analysis gives a mechanical explanation of the change in load transfer direction in region N of the rim force transfer path of fig. 5: when the load is transmitted to the position D of the region N, the corner of the region N prevents the load from being continuously transmitted along the outer side of the wheel rim, so that the strain energy coefficient on the L1 is rapidly reduced and then is kept unchanged, namely the U-times of the attenuation acceleration at the corner of the region N is larger, which indicates that the corner makes the direction of the force flow generate abrupt change, and the stress concentration is easily caused. Based on the above analysis, the shape optimization strategy is given as follows: since the relative stiffness of the outer side of the rim of the CD section is always greater than that of the inner side of the rim, it is recommended that the outer rim of the CD section be reinforced during optimizationWhereas the relative stiffness of the inner side of the rim is greater than that of the outer side of the rim in the DE section, and in order to reduce the resistance of the corners of the area to the transmission of force flow, it is proposed to add material to the inner side of the DE section.
(5) According to the wheel rim shape optimization strategy obtained in step S4, a plurality of parameters are set to control the new contour of the wheel rim, as shown in fig. 7, wherein the functional region R is an un-optimized region of the equivalent section of the wheel rim, including the tire mounting seat 4 and the wheel well 5, in the optimized region M, the CD section is moved along the first moving direction P1, the DE section is moved along the second moving direction P2, and the parameter X is adopted1～X5Controlling the new cross-sectional shape of the rim, wherein X1、X3、X4Controlling the transitional connection between the optimized shape and the functional area, X2、X5The outer contour of the optimization area is controlled, and the initial values and the optimization ranges of all parameters are determined according to the functional characteristics of the wheel rim and are shown in table 1.
Table 1 shows the initial values and the optimized ranges of the rim shape parameters according to the embodiment of the present invention
Figure BDA0002698896910000102
(6) Establishing a hub parameterized model according to the parameters determined in the step S5, taking the parameters as design variables, taking the parameter optimization range given in Table 1, the maximum stress and the maximum displacement of the hub as constraints, and taking the minimum weight of the hub as a target, and establishing a hub optimized mathematical model as shown in a formula (4);
Figure BDA0002698896910000111
the second generation non-inferior sequencing genetic algorithm is adopted for size optimization to obtain the optimal size combination of the new rim shape, the mechanical properties before and after optimization of the rim shape are compared through finite element analysis, and the result is shown in table 2. Therefore, the weight of the optimized rim is reduced, the maximum displacement and the maximum stress of the bending working condition and the radial working condition are improved, and the rigidity and the strength of the hub are enhanced. Finally, we have obtained a new rim shape and hub model.
Table 2 shows the comparison of the mechanical properties of the new hub after the shape of the rim is optimized according to the embodiment of the invention
Figure BDA0002698896910000112
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (5)

1. A method for optimizing the shape of a wheel rim is characterized by comprising the following steps:
s1, establishing a hub three-dimensional model, analyzing the functional characteristics of the rim and establishing an initial rim equivalent section model;
s2, analyzing the working condition characteristics of the rim, and establishing a finite element model of the initial rim equivalent section;
s3, obtaining the strain energy coefficient of each node in the finite element model of the initial rim equivalent section
Figure FDA0002698896900000014
Calculating a force transmission path of the equivalent section of the rim, specifically:
s31, performing static analysis on the finite element model of the initial rim equivalent section obtained in the step S2, assuming that the stress point is A, the constraint point is B and any point is C, and after calculation is finished, extracting the displacement d of the stress point AACalculating strain energy U of the equivalent section of the initial rim according to the expression (1);
Figure FDA0002698896900000011
wherein, PAIs at the same timeLoad applied at point of application A, KAA、KACIs the stiffness of point A relative to points A, C, dCThe displacement produced for any point C;
s32, deleting the stress point load in the finite element model of the equivalent section of the initial rim, keeping the constraint condition unchanged, fixing any node C, and displacing the stress point d extracted in the step S31AAs the load is applied to the stress point A, calculating the load of the stress point with the equivalent section of the deleted initial rim and applying the displacement d according to the expression (2)AThe strain energy U' of the equivalent section of the rear initial rim;
Figure FDA0002698896900000012
wherein, P'AThe equivalent acting force is generated after the displacement load is applied to the stress point;
s33, sequentially fixing any node C of the finite element model of the equivalent section of the initial rim, and calculating according to expression (2) to obtain strain energy U 'corresponding to each node'CCalculating the strain energy coefficient corresponding to each node according to the expression (3)
Figure FDA0002698896900000013
Figure FDA0002698896900000021
Wherein, C represents any node in the finite element model, and the value range is as follows: 1, 2, 3, … … n, n is the total number of nodes of the finite element model;
extracting position coordinates and strain energy coefficients of all nodes
Figure FDA0002698896900000022
Value, strain energy coefficient corresponding to arbitrary node
Figure FDA0002698896900000023
Interpolation in finite elementsOn the node of the model, obtaining a strain energy coefficient cloud chart of the equivalent section of the rim and
Figure FDA0002698896900000024
determining a ridge line of the contour line as a main force transmission path of the equivalent section of the rim;
s4, according to the strain energy coefficient on the force transmission path
Figure FDA0002698896900000025
Establishing a force transmission performance evaluation strategy, and analyzing the force transmission performance of the equivalent section of the rim to reduce the strain energy coefficient
Figure FDA0002698896900000026
The damping speed and the damping acceleration are taken as criteria, and a rim shape optimization strategy is given;
s5, obtaining the equivalent section shapes of the new rims controlled by a plurality of parameters according to the force transmission performance optimization strategy of the step S4, and determining the optimization ranges of the parameters according to the functional characteristics of the rims;
s6, establishing a new hub parameterized model, taking the minimum weight of the hub as a target, taking a plurality of parameters set in the step S5 as design variables, taking a parameter optimization range, the maximum stress and the maximum displacement of the hub as constraints, establishing a hub parameter optimization mathematical model shown in an expression (4), and performing parameter optimization by adopting an optimization algorithm to obtain a final rim shape and a hub model;
Figure FDA0002698896900000027
wherein, XiFor design variables, M is the total number of design variables, f (x) is the objective function, M is the hub weight, σmaxIs the maximum stress value of the hub, [ sigma ]]Allowable stress of hub material, dmaxIs the maximum displacement of the hub, [ d]Maximum displacement required for the hub, XiminFor the minimum of the ith design variable, XimaxIs the maximum value of the ith design variable.
2. The method for optimizing the shape of a wheel rim according to claim 1, wherein the step S1 is specifically: a three-dimensional model of the hub is established by utilizing three-dimensional modeling software, the section shape of the rim is extracted, the section optimization area of the rim is determined according to the installation positions of the hub, the axle and the tire, the installation positions and the functional characteristics of a driving motor, a control arm and a brake pad in the hub, and an initial equivalent section model of the rim is established.
3. The method for optimizing the shape of a wheel rim according to claim 1, wherein the step S2 is specifically: and (4) analyzing the load type borne by the hub in the actual working process, performing equivalence on the load type to obtain the working condition characteristics of the rim in the rim equivalent section model obtained in the step S1, performing equivalence simplification by analyzing the load type, applying the simplified load type to the rim equivalent section, and establishing a finite element model of the initial rim equivalent section by adopting finite element simulation software.
4. The method for optimizing the shape of a wheel rim according to claim 1, wherein the step S4 is specifically: analyzing the strain energy coefficient on the force transmission path with the equivalent section of the initial rim according to the main force transmission path obtained in the step S3
Figure FDA0002698896900000031
Change rule of (2) and inner and outer rims of wheel rims
Figure FDA0002698896900000032
The change rule of (2) takes the length of the force transmission path as the abscissa, and
Figure FDA0002698896900000033
the value is a vertical coordinate and is established on a force transmission path
Figure FDA0002698896900000034
An evaluation coordinate graph of the change rule; on a coordinate graph, on the main force transmission path
Figure FDA0002698896900000035
The larger the attenuation speed of the wheel rim, the larger the contribution degree of the material on the path of the area to the structural rigidity, and when the attenuation speed variation, namely the larger the attenuation acceleration, shows that the complicated structural shape of the area generates abrupt change in the direction of force flow, and stress concentration is easily caused, so that when the wheel rim shape is optimized, the optimized force transmission path is used for optimizing the wheel rim shape
Figure FDA0002698896900000036
The damping speed and the damping acceleration are large, and the optimization strategy is to reduce
Figure FDA0002698896900000037
The damping speed and the damping acceleration, and the force transmission optimization means is to adopt a new contour line to replace the original rim contour.
5. The method for optimizing the shape of a wheel rim according to claim 1, wherein the step S5 is specifically: and according to the rim shape optimization strategy obtained in the step S4, setting a plurality of parameters to control the new contour line of the rim, adopting the parameters to control the new section shape of the rim, and determining the optimization range of each parameter according to the functional characteristics of the rim.
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