CN106840338B - A kind of dynamic load acquisition methods of twist-beam suspension core wheel - Google Patents
A kind of dynamic load acquisition methods of twist-beam suspension core wheel Download PDFInfo
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- CN106840338B CN106840338B CN201710041030.0A CN201710041030A CN106840338B CN 106840338 B CN106840338 B CN 106840338B CN 201710041030 A CN201710041030 A CN 201710041030A CN 106840338 B CN106840338 B CN 106840338B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01G—WEIGHING
- G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
- G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
- G01G19/086—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles wherein the vehicle mass is dynamically estimated
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
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Abstract
The present invention relates to a kind of core wheel dynamic load acquisition methods of twist-beam suspension structure, the specific steps are as follows: step 1: load sensitivity analysis；Step 2: testing program is formulated and is implemented；Step 3: dynamic loads acquire；Step 4: dynamic load decouples；Step 5: dynamic load verifies.The present invention is emulated by CAE and determines foil gauge measurement scheme, carry out core wheel load and strain rating test respectively using loading equipemtn and load transducer, obtain the calibration coefficient of strain with each load, the participation factor of each load is obtained by overall calibration coefficient matrix, and then test strain signal conversion is obtained into twist-beam suspension core wheel dynamic load time-domain signal.Relative to six square phase instrument, the present invention is since using foil gauge measurement strain-responsive is pasted, to obtain twist-beam suspension core wheel load indirectly, cost is relatively low, collection period is short, and preferable with the core wheel load consistency of six square phase instrument acquisition.
Description
Technical field
The present invention relates to the field of structural design more particularly to a kind of twist-beam suspension structure of vehicle complete vehicle and components
Core wheel dynamic load acquisition methods.
Background technique
The design of the structure of vehicle complete vehicle and components, research and development need to test layer by layer early period by CAE analysis, optimization and DV test
Card, could carry out subsequent automobile reliability road test verification after meeting design object, wherein key link is quick obtaining
Core wheel dynamic load.
Currently, carload, which obtains, mainly uses semi analytical method, i.e., by six square phase collection wheel heart dynamic load, in conjunction with more
Body dynamics emulation and iteration, decompose each system parts for the core wheel load of acquisition, the load as CAE analysis of fatigue is defeated
Enter, carries out structural fatigue analysis and optimization.Road excitation in vehicle driving process can accurately be measured using six-component sensor
Response at core wheel, its advantage is that system is stable, measuring accuracy is high, the disadvantage is that the purchase of six square phase instrument and maintenance cost are high
Expensive, higher using threshold, adapter fabrication cycle is long, causes collection period long, it is difficult to guarantee project loading analysis progress.Cause
This, the alternative lower using some procurement costs, the period is short accurately obtains core wheel dynamic load relatively, has non-often occur
Real engineering value.
Summary of the invention
The object of the present invention is to provide a kind of twist-beam suspension core wheel dynamic load acquisition methods, solution is passed with six square phase
Response at sensor measurement driving process Road core wheel and the measuring device that generates is expensive, maintenance and repair is at high cost and response
The long problem of collection period, while guaranteeing that twist-beam suspension core wheel dynamic load obtains precision, it is CAE analysis, verification experimental verification
Load input is provided.
Technological means to realize goal of the invention use is as follows:
A kind of dynamic load acquisition methods of twist-beam suspension core wheel, the specific steps are as follows:
Step 1: load sensitivity analysis: establishing rear-suspension system finite element analysis model；And according to standard condition, adopt
Stress analysis is carried out to rear-suspension system finite element analysis model with Nonlinear Finite meta software, obtains torsion beam in each standard work
Load Sensitive stress point and its surface stress and cloud atlas is set out in stress state under condition.
Step 2: testing program is formulated and is implemented: according to stress state and cloud atlas of the torsion beam under each standard condition, knot
Wheatstone bridge feature is closed, torsion beam measurement strain gauge adhesion position and group bridge scheme are formulated；Then, it is real to set up torsion beam calibration
Object rack, and overall calibration coefficient matrix is established according to test-bed nominal data；Then, calibration verifying is assembled using vehicle
Whether overall calibration coefficient matrix meets the condition of diagonal dominance；If not satisfied, it is viscous then to reformulate torsion beam measurement foil gauge
Paste position and group bridge scheme；If satisfied, continuing in next step；
Step 3: dynamic loads acquire: completing the acquisition of automobile reliability road dynamic load, obtain torsion beam measurement strain
The dynamic strain signal and other internal signals of piece；
Step 4: dynamic load decouples: in conjunction with the overall calibration coefficient matrix of second step and the measurement foil gauge of third step
Dynamic strain signal is completed to decouple and obtains torsion beam suspension core wheel dynamic load；
Step 5: dynamic load verifies: the torsion beam suspension core wheel dynamic load obtained according to the 4th step is further completed
Then load check results are inputted multi-simulation model, the output of contrast simulation model by resultant force and the verification of special operation condition load
As a result the consistency of dynamic load signal corresponding with the internal signal acquired in third step；If the consistency of the two is discontented
Foot jumps to second step and repeats process；If the consistency of the two meets, direct outputting torsion beam suspension core wheel three-dimensional dynamic is carried
Lotus.
Specifically, the rear-suspension system finite element analysis model includes torsion beam, damper, helical spring and bushing group
At finite element analysis model.
Specifically, internal signal includes that rear axle left-and-right spiral spring displacement, rear axle or so spindle nose acceleration, rear axle or so subtract
Shake device power and GPS signal.
Specifically, the circular of dynamic load decoupling is: assuming that shared m incentive action be in structural member,
It is denoted as F respectivelyi, i=1,2...m establish n group, and n=m response signal acquisition unit, are denoted as Rj, j=1,2...n；By vector
Excitation and response signal are denoted as respectivelyWith
It is separately applied on structural member when by m excitation, carries out the rating test under single excitation, then each excitation records
N group responds, and the response signal vector extensions in final rating test are m × n rank vector, and new response signal vector is denoted as Rij,
Wherein i=1,2...m, j=1,2...n establish matrix equation (3):
Wherein, KijIt is the ratio of response signal and excitation for calibration coefficient matrix；A is overall calibration coefficient matrix；It is overall
Calibration coefficient matrix should meet diagonal matrix as far as possible；
Structural member is installed in vehicle, loading spectrum acquisition test is carried out on road, passes through the n group established when calibration and rings
Induction signal acquisition unit obtains n group response signalIt is denoted as:
Overall calibration matrix A is inverted, multiplied byObtain random excitation signal of the structural member on road
Excitation when early period is demarcated is at core wheel, then the pumping signal obtained at this timeDynamic as at suspension core wheel carries
Lotus.
The present invention is emulated by CAE and determines foil gauge measurement scheme, is carried out respectively using loading equipemtn and load transducer
Core wheel load and strain rating test, obtain the calibration coefficient of strain with each load, are obtained by overall calibration coefficient matrix each
The participation factor of load, and then test strain signal conversion is obtained into twist-beam suspension core wheel dynamic load time-domain signal.Phase
For six square phase instrument, the present invention is due to measuring strain-responsive using stickup foil gauge, to obtain twist-beam suspension indirectly
Core wheel load, cost is relatively low, collection period is short, and preferable with the core wheel load consistency of six square phase instrument acquisition.
Detailed description of the invention
Fig. 1 is that dynamic load obtains flow chart；
Fig. 2 is rear-suspension system finite element analysis model schematic diagram；
Fig. 3 is rear-suspension system finite element analysis standard condition schematic diagram；
Fig. 4 is torsion beam stress state and cloud atlas in standard condition；
Fig. 5 is strain gauge adhesion schematic diagram；
Fig. 6 is that the rear overhang core wheel dynamic load that decoupling obtains and six square phase acquire signal contrast schematic diagram.
Specific embodiment
The present invention is further described in conjunction with attached drawing.
As shown in Figure 1, a kind of dynamic load acquisition methods of twist-beam suspension core wheel, the specific steps are as follows:
Step 1: load sensitivity analysis: establishing rear-suspension system finite element analysis model；And according to mark shown in Fig. 3
Quasi- operating condition carries out stress analysis to rear-suspension system finite element analysis model using Nonlinear Finite meta software, obtains torsion beam
Load Sensitive stress point and its surface stress and cloud atlas is set out in stress state under each standard condition, such as Fig. 4 institute
Show.Torsion beam surface stress cloud atlas is shown in Fig. 4 (a), gives the optional position for pasting foil gauge.Fig. 4 (b) shows torsion
Power beam surface stress situation, for determining Wheatstone bridge type.
Step 2: testing program is formulated and is implemented: according to stress state and cloud atlas of the torsion beam under each standard condition, knot
Wheatstone bridge feature is closed, torsion beam measurement strain gauge adhesion position and group bridge scheme are formulated.Basic ideas are: X is set up to power
Full-bridge surveys tension and compression, and Y-direction power sets up full-bridge survey torsion, and it is bent that Z-direction power sets up full-bridge lateral bending.Strain gauge adhesion is in the surface of torsion beam 1
As shown in figure 5, including core wheel vertical force calibration bridge group 7, core wheel lateral force calibration bridge group 8, core wheel longitudinal force calibration bridge group 9.With
Upper three bridge groups are all full-bridge, respectively lateral bending song, torsion and tension and compression.
It builds torsion beam and demarcates rack in kind, it is different according to the mode of action of all directions power, it is independent in different role point respectively
The normal loading for applying all directions records the strain signal of each strained channel using Dynamic Data Acquiring equipment, cylinder power is believed
Number.Using cylinder force signal as X-coordinate, each strain signal is Y-coordinate, and the curve of acquisition, slope is calibration coefficient, is denoted as
Kmn, wherein m is force signal serial number, and n is strain signal serial number.The calibration coefficient K that will be obtained under the effect of different directions powermnIt sets up
Overall calibration coefficient matrix.
Subsequently, vehicle after the assembly is completed, applies load according to standard condition using bandage, carries out qualitative calibration confirmation.
The force sensor signals being connected by Dynamic Data Acquiring equipment record with bandage and each strain signal.The power of acquisition and strain are bent
The slope of line determines that under vehicle assembled state, each strain signal will be much higher than other load to the response of respective loads, that is, marks
Coefficient ratio >=10 are determined, to assess the sensitivity and the degree of coupling of each strain signal.The difference is that, vehicle fills with Bench calibration
With the state acquired under state closer to dynamic load, since each elastic element participates in, lower strain can be acted on each load
Response has larger impact, and therefore, vehicle demarcates the reasonability that can determine strained channel.It is overall that calibration verifying is assembled using vehicle
Whether calibration coefficient matrix meets the condition of diagonal dominance；If not satisfied, then reformulating torsion beam measurement strain gauge adhesion position
Set and organize bridge scheme；If satisfied, continuing in next step；
Step 3: dynamic loads acquire: being driven at test site according to the speed and gear of regulation according to actual road test specification
Instruction carriage, complete automobile reliability road dynamic load acquisition, obtain torsion beam measurement foil gauge dynamic strain signal and
Other internal signals.Internal signal includes rear axle left-and-right spiral spring displacement, rear axle or so spindle nose acceleration, rear axle or so damping
Device power and GPS signal.
Step 4: dynamic load decouples: in conjunction with the overall calibration coefficient matrix of second step and the measurement foil gauge of third step
Dynamic strain signal is completed to decouple and obtains torsion beam suspension core wheel dynamic load.The rear axle core wheel load such as Fig. 6 finally decoupled
It is shown.In Fig. 6, left back core wheel longitudinal loading 10 is decoupled, decouples left back core wheel transverse load 11, decouples left back core wheel vertical load
12, decoupling off hind wheel heart longitudinal loading 13, decoupling off hind wheel heart transverse load 14, decoupling off hind wheel heart vertical load 15, six points
Power instrument surveys left back core wheel longitudinal loading 16, and six square phase instrument surveys left back core wheel transverse load 17, and it is vertical that six square phase instrument surveys left back core wheel
Load 18, six square phase instrument survey off hind wheel heart longitudinal loading 19, and six square phase instrument surveys off hind wheel heart transverse load 20, and six square phase instrument is surveyed right
Core wheel vertical load 21 afterwards, decouples left back core wheel longitudinal loading power spectrum 22, and six square phase instrument surveys left back core wheel longitudinal loading power
Spectrum 23, decouples left back core wheel transverse load power spectrum 24, and six square phase instrument surveys left back core wheel transverse load power spectrum 25.
Step 5: dynamic load verifies: the torsion beam suspension core wheel dynamic load obtained according to the 4th step is further completed
Then load check results are inputted multi-simulation model, the output of contrast simulation model by resultant force and the verification of special operation condition load
As a result the consistency of dynamic load signal corresponding with the internal signal acquired in third step；If the consistency of the two is discontented
Foot jumps to second step and repeats process；If the consistency of the two meets, direct outputting torsion beam suspension core wheel three-dimensional dynamic is carried
Lotus, and terminate process.
Specifically, as shown in Fig. 2, rear-suspension system finite element analysis model includes torsion beam 1, damper 3, helical spring
5, the finite element analysis model that the first connecting bushing 2, the second connecting bushing 4 and limited block 6 form.
Specifically, the circular of dynamic load decoupling is: assuming that shared m incentive action be in structural member,
It is denoted as F respectivelyi, i=1,2...m establish n group, and n=m response signal acquisition unit, are denoted as Rj, j=1,2...n；By vector
Excitation and response signal are denoted as respectivelyWith
It is separately applied on structural member when by m excitation, carries out the rating test under single excitation, then each excitation records
N group responds, and the response signal vector extensions in final rating test are m × n rank vector, and new response signal vector is denoted as Rij,
Wherein i=1,2...m, j=1,2...n establish matrix equation (3):
Wherein, KijIt is the ratio of response signal and excitation for calibration coefficient matrix；A is overall calibration coefficient matrix；It is overall
Calibration coefficient matrix should meet diagonal matrix as far as possible；
Structural member is installed in vehicle, loading spectrum acquisition test is carried out on road, the n established when calibration can be passed through
Group response signal acquisition unit obtains n group response signalIt is denoted as:
Overall calibration matrix A is inverted, multiplied byRandom excitation signal of the structural member on road can be obtained
Excitation when early period is demarcated is at core wheel, then the pumping signal obtained at this timeDynamic as at suspension core wheel carries
Lotus.
Claims (3)
1. a kind of dynamic load acquisition methods of twist-beam suspension core wheel, which is characterized in that specific step is as follows:
Step 1: load sensitivity analysis: establishing rear-suspension system finite element analysis model；And according to standard condition, use is non-
Linear finite software carries out stress analysis to rear-suspension system finite element analysis model, obtains torsion beam under each standard condition
Stress state, Load Sensitive stress point and its surface stress and cloud atlas is set out；
Step 2: testing program is formulated and is implemented: according to stress state and cloud atlas of the torsion beam under each standard condition, in conjunction with favour
Stone electric bridge feature formulates torsion beam measurement strain gauge adhesion position and group bridge scheme；Then, it sets up torsion beam and demarcates platform in kind
Frame, and overall calibration coefficient matrix is established according to test-bed nominal data；Subsequently, calibration verifying is assembled totally using vehicle
Whether calibration coefficient matrix meets the condition of diagonal dominance；If not satisfied, then reformulating torsion beam measurement strain gauge adhesion position
Set and organize bridge scheme；If satisfied, continuing in next step；
Step 3: dynamic loads acquire: completing the acquisition of automobile reliability road dynamic load, obtain torsion beam measurement foil gauge
Dynamic strain signal and rear axle left-and-right spiral spring displacement, rear axle or so spindle nose acceleration, rear axle or so damper power and GPS
Signal；
Step 4: dynamic load decouples: in conjunction with the overall calibration coefficient matrix of second step and the measurement foil gauge dynamic of third step
Strain signal is completed to decouple and obtains torsion beam suspension core wheel dynamic load；
Step 5: dynamic load verifies: the torsion beam suspension core wheel dynamic load obtained according to the 4th step further completes resultant force
And the verification of special operation condition load, load check results are then inputted into multi-simulation model, the output result of contrast simulation model
The consistency of dynamic load signal corresponding with the internal signal acquired in third step；If the consistency of the two is unsatisfactory for, jump
It goes to second step and repeats process；If the consistency of the two meets, direct outputting torsion beam suspension core wheel three-dimensional dynamic load.
2. a kind of dynamic load acquisition methods of twist-beam suspension core wheel according to claim 1, it is characterised in that: institute
State the finite element analysis mould that rear-suspension system finite element analysis model includes torsion beam, damper, helical spring and bushing composition
Type.
3. a kind of dynamic load acquisition methods of twist-beam suspension core wheel according to claim 1, which is characterized in that institute
The circular for stating dynamic load decoupling is: assuming that shared m incentive action is denoted as F in structural member respectivelyi, i=1,
2...m, n group response signal acquisition unit, and n=m are established, R is denoted asj, j=1,2...n；It will excitation and response signal by vector
It is denoted as respectivelyWith
It is separately applied on structural member when by m excitation, carries out the rating test under single excitation, then each excitation records n group
It responds, the response signal vector extensions in final rating test are m × n rank vector, and new response signal vector is denoted as Rij, wherein
I=1,2...m, j=1,2...n establish matrix equation (3):
Wherein, KijIt is the ratio of response signal and excitation for calibration coefficient matrix；A is overall calibration coefficient matrix；Overall calibration
Coefficient matrix should meet diagonal matrix as far as possible；
Structural member is installed in vehicle, loading spectrum acquisition test is carried out on road, passes through the n group response letter established when calibration
Number acquisition unit obtains n group response signalIt is denoted as:
Overall calibration matrix A is inverted, multiplied byObtain random excitation signal of the structural member on road
Excitation when early period is demarcated is at core wheel, then the pumping signal obtained at this timeDynamic load as at suspension core wheel.
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