CN110298125B - Fatigue analysis method based on virtual test field technology - Google Patents
Fatigue analysis method based on virtual test field technology Download PDFInfo
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Abstract
The invention discloses a fatigue analysis method based on a virtual test field technology, which comprises the following steps: digitalizing the durable pavement of the real test field to generate a digital pavement of the durable road; generating a model attribute file through Ftire tire test and parameter identification; establishing a whole vehicle multi-body dynamic model and debugging and verifying; extracting a virtual load signal to obtain a virtual load spectrum; and processing the virtual load spectrum, and inputting the processed virtual load spectrum into a part grid model for fatigue calculation. By the method, the boundary load data of the automobile, which is extracted by the simulation of the virtual test field, can be extracted in the early stage of the development of the whole automobile, so that the fatigue endurance analysis efficiency can be effectively improved, and particularly, in the early stage of the development of the physical-sample-free automobile, the large defects in the development of parts can be avoided by using the analysis method, the full verification of the fatigue endurance analysis of the whole automobile is promoted, and the product quality is improved.
Description
Technical Field
The invention belongs to the field of automobile development, and particularly relates to a fatigue analysis method based on a virtual test field technology.
Background
In the field of automobile development, fatigue analysis is an important analysis process for automobiles. Research and development engineers obtain dynamic load data of parts such as automobile bodies, suspension rods, auxiliary frames and the like in actual work, namely the dynamic load history input of each part is the premise for developing automobile fatigue analysis work. The traditional analysis method is that road spectrum acquisition test of a real automobile test field is carried out after the first development vehicle is assembled, and data such as six component forces of a wheel center, acceleration, force of two force rods, spring force, shock absorber displacement and the like are obtained; and then, model input or virtual iteration is carried out on the collected signals of the wheel center force and the like by building a complete vehicle multi-body dynamic model corresponding to the vehicle type, so that a force transfer relation and a load course signal between the internal rod pieces are obtained, and then fatigue analysis of parts is carried out. The analysis method needs to pass through separate test field road spectrum acquisition test and load simulation decomposition process, the period is long, the cost is high, the arrangement of the durable development process is lagged, the structure and the arrangement form of chassis parts are basically fixed, the fatigue analysis is carried out again, the structure adjustment and optimization of the automobile body and the chassis parts are inconvenient, and even the delay of the whole automobile development period is caused, so that the product marketing is influenced.
Disclosure of Invention
In view of the above, the invention provides a fatigue analysis method based on a virtual test field technology, and dynamic load data between a vehicle body and a suspension inner rod can be acquired at the early stage of vehicle development and subjected to fatigue analysis.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a fatigue analysis method based on a virtual test field technology comprises the following steps:
s1, digitalizing the durable road surface of the real test field to generate a digital road surface of the durable road;
s2, generating a model attribute file through Ftire tire test and parameter identification;
s3, establishing a whole vehicle multi-body dynamic model and debugging and verifying;
s4, extracting the virtual load signal to obtain a virtual load spectrum;
and S5, processing the virtual load spectrum, and inputting the processed virtual load spectrum into the part grid model for fatigue calculation.
Further, the concrete method for digitizing the durable road surface in step S1 includes:
s11, for a road which is strictly constructed according to a design drawing and has road surface characteristics capable of being directly measured by a tool, firstly, drawing a three-dimensional model of the road by using three-dimensional drawing software according to the road design drawing; carrying out triangular mesh division on the surface layer of the pavement through software, wherein the size of the mesh is selected according to the total length and local characteristics of the pavement; finally, format editing is carried out on the road surface file after the grid division, node numbers, connection relations and friction coefficients of all triangular planes in the grid road surface are defined, and therefore the digital road surface of the durable road is generated;
s12, for irregular roads, adopting a laser scanning method, firstly scanning the road of a test field by adopting a laser scanner installed on an automobile, accurately measuring the relative distance and angle between a laser probe and each characteristic point of the road surface by utilizing an optical refraction principle, simultaneously recording the position and the direction of the laser scanner relative to the road in real time by using a GPS device, calculating a road characteristic distribution point cloud model by the two groups of data, and finally obtaining the digital road surface for generating the durable road by extracting the data of the road point cloud model and dividing a square grid.
Further, the specific method for the Ftire tire test in step S2 includes:
the Ftire tire is modeled, the surface layer of the tire is separated from the main body, cord fabric, steel wires and rubber materials in the tire structure are represented by 80-200 belt nodes with concentrated mass, and springs and damping are added between the nodes to describe the vibration and lateral deviation characteristics of the tire.
Further, the specific method for identifying the parameters in step S2 includes:
testing tires with characteristic models, identifying model parameters on the basis of test data, and generating a model attribute file;
in the tire test, the test working conditions required by Ftire modeling are combed, all the working conditions are combined with the bench test capability, and the tire loading range is determined according to the tire performance and the bench capability;
in the model identification process, an operator selects a plurality of parameters of the tire, simultaneously reasonably combines and adjusts different parameters according to the comparison between a test result and a model output result, continuously optimizes the accuracy of the tire model output result, and finally obtains a model attribute file which can give consideration to the in-plane and out-of-plane characteristics of the tire, namely the model attribute file can be used for multi-body dynamics simulation.
Further, the specific method for establishing the multi-body dynamic model of the whole vehicle in the step S3 includes:
establishing a complete vehicle multi-body dynamic model by using MSC.Adams software, and reserving the constraint and stress relation among all connecting pieces; the method comprises the following steps that firstly, different parts of an automobile are required to be established in subsystems, wherein the different parts comprise a Macpherson front suspension system, a torsion beam rear suspension system, a power assembly system, a body system, a steering system, a tire system, a stabilizer bar system and a braking system; and then, establishing bushing connection between the systems, and setting the bushing in rigid connection or rubber elastic connection in software according to an actual connection relation to ensure that the connection and stress of each part in the model are the same as those of a real vehicle.
Further, in step S3, the debugging and verifying of the whole vehicle multi-body dynamic model includes:
s31, making partial parts flexible, and making the parts which are easy to deform flexible;
s32, inputting parameters of an elastic element, which mainly comprises a rubber bushing, a spring and a shock absorber; the rubber bushing respectively measures static stiffness and dynamic stiffness characteristics; the shock absorber measures damping force characteristics under different limit loading speeds; measuring the rigidity of the spring;
s33, debugging the static characteristics of the suspension, respectively simulating the vertical stiffness, the longitudinal stiffness, the lateral stiffness and the roll stiffness of the front suspension and the rear suspension, comparing test data, and finely adjusting parameters of the rubber bushing, the spring and the stabilizer bar to enable the simulated suspension stiffness result to be consistent with a test value;
s34, debugging the dynamic characteristics of the suspension, performing a whole vehicle frequency sweep test on a four-upright-column test bed by using an excitation signal based on the transfer characteristics of the suspension, namely the response process of the upper end of the shock absorber under the vibration of the wheel, and establishing a vibration transfer function relation between the wheel center vibration acceleration and the vibration acceleration of the upper end of the shock absorber; inputting the same excitation signal into a virtual four-upright-column rack, carrying out simulation, and establishing a transfer function; the damping coefficient of a rubber bushing in the suspension and the damping characteristic curve of the shock absorber are adjusted, so that the two transfer functions tend to be matched.
Further, the specific method for extracting the dummy payload signal in step S4 includes:
increasing a test field digital road surface on the basis of the debugged and verified multi-body dynamic model of the whole automobile, setting the speed same as the actual running program, and carrying out MSC.Adams software simulation solving so as to obtain the force transfer relationship among all parts in the automobile; obtaining a virtual load signal through a request unit established in the model, namely after the simulation is finished, recording and outputting the stress change or displacement change and other processes of each connection point in real time by the request to generate a time domain signal; in addition, other information including the displacement change of the upper and lower mounting points of the shock absorber, the acceleration change of the wheel runout, and the bush deformation amount is recorded and output by the request.
Further, the specific process of step S5 includes:
s51, establishing a part 3D digital model, performing shell extraction and gridding on the digital model, generating a finite element model, optimizing the grid shape of a local area, defining boundary conditions and applied loads, and defining welding seams and welding spots;
s52, modal analysis, calculating the natural frequency of the part, and inspecting the dynamic characteristics of the part structure;
and S53, inputting node and unit information, material and S-N characteristic information, virtual load spectrum and unit stress value of each input channel of the finite element model of the part, calculating the fatigue damage value of each part of the part, and carrying out structural optimization on the region with higher damage value according to the actual service life condition.
Compared with the prior art, the invention has the following advantages:
by the method, the boundary load data of the automobile, which is extracted by the simulation of the virtual test field, can be extracted in the early stage of the development of the whole automobile, so that the fatigue endurance analysis efficiency can be effectively improved, and particularly, in the early stage of the development of the physical-sample-free automobile, the large defects in the development of parts can be avoided by using the analysis method, the full verification of the fatigue endurance analysis of the whole automobile is promoted, and the product quality is improved.
Drawings
FIG. 1 is a schematic diagram of a virtual test field simulation according to an embodiment of the present invention;
FIG. 2 is an input load spectrum of a component connection point according to an embodiment of the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings.
Fig. 1 is a schematic view of a virtual test field simulation according to the present invention, and the fatigue analysis method based on the virtual test field technology includes five aspects.
(1) Digitization of durable pavement in real test field
Real automobile test fields are divided into various road surface types for verifying different performances of automobiles, wherein durable roads are built for verifying fatigue durability of automobiles and generally comprise vibration paths, sine wave paths, potholes, twisted paths, Belgium paths, pebble paths, irregular concrete paths and the like. The digitization process for durable roads can be divided into two technical approaches: manual creation and laser scanning.
The artificially created digital pavement is a road which can be directly measured by using tools aiming at the road surface characteristics such as a vibrating road, a hollow road, a twisted road and the like, and the characteristic dimension of the bulge or the recess in the road is strictly constructed according to a design drawing, so that a three-dimensional model of the road can be drawn by using three-dimensional drawing software CATIA according to the road design drawing, and then triangular gridding is carried out on a road surface layer by using Hyermesh software; the size of the grid needs to be 10-200 mm according to the total length and local characteristics of the road surface, the size is selected for ensuring that a grid model of the road surface can accurately represent the characteristics of the real road surface, and the generated road surface file is minimized to ensure the efficiency of later multi-body dynamic simulation; and finally, format editing is carried out on the road surface file after the gridding is carried out, node numbers, connection relations and friction coefficients of all triangular planes in the gridding road surface are defined, and therefore the digital road surface of the durable road is generated, and the format is.
The laser scanning digital pavement is a road such as belgium roads, pebble roads, irregular concrete roads, gravel roads and the like, and if the shape, size and height of each brick or pebble are accurately measured on the road, huge time and manpower resources are consumed, so that the laser scanning digital pavement is not suitable for a pavement digitalization process by a manual creating method, and the laser scanning method can effectively reduce the measurement workload and can effectively ensure the precision of the digital pavement. The method comprises the steps of firstly scanning a road in a test field by a laser scanner installed on an automobile, accurately measuring the relative distance and angle between a laser probe and each characteristic point of the road by using an optical refraction principle, simultaneously recording the position and the direction of the laser scanner relative to the road in real time by using a GPS (global positioning system) device, calculating a road characteristic distribution point cloud model by using the two groups of data, and finally obtaining the digital road surface for generating the durable road in a format of crg by extracting the data of the road point cloud model and dividing a square grid, wherein the grid precision can be as fine as 5 x 5 mm.
(2) Ftire tire test and parameter identification, generating a model attribute file,
the tire is the only contact part of the automobile and the road, plays a decisive role in bearing the weight of the automobile and relieving the vibration of the automobile caused by road excitation, and therefore the transmission effect of the tire on the mechanical characteristics of the whole automobile must be considered when a virtual test field is constructed.
The Ftire tire model is suitable for endurance condition simulation, the surface layer of the tire is separated from the main body, materials such as cord fabric, steel wires and rubber in the tire structure are represented by 80-200 belt nodes with concentrated mass, and springs and damping are added between the nodes, so that the characteristics such as vibration and lateral deviation of the tire can be described.
The Ftire tire model is applied, tires with characteristic models need to be tested firstly, model parameters are identified on the basis of test data, and model attribute files are generated, so that multi-body dynamics simulation can be effectively carried out. In a tire test, the test working conditions required by Ftire modeling are firstly combed, all the working conditions are combined with the bench test capability, and then the tire loading range is determined according to the tire performance and the bench capability, so that the tire loading range is close to the stress working condition of the tire to the maximum extent, and the stress range of the tire in different road working conditions is conveniently covered. The specific test conditions include: lateral deviation test, longitudinal sliding test, three-dimensional static rigidity test, dynamic rigidity test, bump test, external dimension and contact print measurement and the like; the test bench includes: the test bench comprises a tire six-component test bench, a tire rigidity test bench and a tire high-speed uniformity test bench. In the model identification process, an operator is required to select a plurality of parameters of the tire in an experienced manner, meanwhile, different parameters are reasonably combined and adjusted according to the comparison between the test result and the model output result, the accuracy of the tire model output result is continuously optimized, and finally the obtained model attribute file which can give consideration to the in-plane and out-of-plane characteristics of the tire can be used for multi-body dynamics simulation.
(3) Whole vehicle multi-body dynamic model establishment and debugging verification
Adams software is utilized to establish a complete vehicle multi-body dynamic model, which has the advantages that the vehicle structure can be simplified, the constraint and stress relation among connecting pieces is kept, and the actual part structure is not concerned. In the actual modeling operation, subsystems are needed to establish different parts of the automobile, such as a Macpherson front suspension system, a torsion beam rear suspension system, a power assembly system, a vehicle body system, a steering system, a tire system, a stabilizer bar system and a brake system. The system is connected with the system through a bushing, and the bushing can be arranged in software to be in rigid connection or rubber elastic connection according to the actual connection relation, so that the connection and stress of all parts in the model are ensured to be the same as those of a real vehicle.
If the model is used for virtual test field simulation, the debugging required to be carried out on the model comprises the following aspects:
and (3.1) part of parts are flexible. The swing arm and the torsion beam in the chassis can be bent or twisted and deformed under the action of external force when the automobile runs in a real use environment, particularly, the swing arm and the torsion beam are such that when the wheels on two sides move upwards or downwards to different degrees, the motion amplitudes of the two sides of the stabilizer bar or the torsion beam are inconsistent, so that torsion moment is generated in the stabilizer bar or the torsion beam, and the wheels are helped to return to the same height state. Therefore, the parts which are easy to deform are subjected to flexible processing, the accuracy of model simulation can be improved, and more accurate virtual test field load data can be obtained.
And (3.2) inputting parameters of the elastic element. The elastic element in the automobile mainly comprises a rubber bushing, a spring and a shock absorber, wherein the rubber bushing and the shock absorber have nonlinear characteristics and completely different performances under steady loading and high-frequency excitation, the spring can show stable linear characteristics, and the deformation magnitude is only related to the loading force. The parameter acquisition of the elastic element needs to be measured through tests, and the measurement of the parameters of the parts for virtual test field simulation needs to be specially processed. The rubber bushing needs to measure static stiffness and dynamic stiffness characteristics respectively, and the static stiffness needs to ensure the integrity of a nonlinear stiffness region to the maximum extent; the damper needs to measure damping force characteristics under different limit loading speeds, and the highest loading speed is not lower than 3.0 m/s; the rigidity measurement of the spring does not need special requirements, but the accuracy of test data is ensured.
And (3.3) debugging the static characteristics of the suspension. According to the suspension kinematics and the elastic kinematics theory, when the wheel jumps up and down, the wheel positioning angle and the stress of the rod piece are changed. The method comprises the steps of simulating vertical stiffness, longitudinal stiffness, lateral stiffness and roll stiffness of a front suspension and a rear suspension respectively, comparing test data, and finely adjusting parameter files of a rubber bushing, a spring and a stabilizer bar, so that a simulated suspension stiffness result is consistent with a test value. It is particularly noted that in performing the suspension stiffness simulation, the nonlinear region of the suspension stiffness, as well as the bump clearance, must be considered, and the maximum range is compared to simulated and experimental values of the suspension stiffness.
And (3.4) debugging the dynamic characteristics of the suspension. Because the suspension structure is provided with nonlinear elements such as a rubber bushing and a shock absorber, when the suspension is in a dynamic excitation process, the suspension characteristics are changed due to the influence of damping, and the virtual test field simulation is a virtual automobile dynamic driving simulation process, so that the damping characteristics of the bushing and the shock absorber need to be debugged. The tuning method is based on the transfer characteristic of the suspension, i.e. the response process to wheel vibrations at the upper end of the shock absorber. Carrying out a whole-vehicle frequency sweep test on a four-upright-column test bed by using a specific excitation signal, and establishing a vibration transfer function relation between the wheel center vibration acceleration and the vibration acceleration of the upper end of the shock absorber; inputting the same excitation signal into a virtual four-upright-column rack, carrying out simulation, and establishing a transfer function; the damping coefficient of a rubber bushing in the suspension and the damping characteristic curve of the shock absorber are adjusted, so that the two transfer functions tend to be matched.
(4) Virtual load extraction
When the durability of a test vehicle is verified in a test field, the test vehicle runs according to the road working conditions and the vehicle speeds in the designated sequence, so that when virtual test field simulation is performed, a test field digital road surface needs to be added on the basis of a debugged whole vehicle multi-body dynamic model, the vehicle speed is set to be the same as that of an actual running program, MSC.Adams software simulation solving is performed, and therefore the force transfer relationship among parts in the automobile is obtained. The extraction of the virtual load signal is obtained through a request unit established in the model, and after the simulation is finished, the request can record and output the stress change or displacement change and other processes of each connection point in real time to generate a time domain signal. In addition, other information such as displacement changes of the upper and lower mounting points of the shock absorber, acceleration changes of wheel runout, and deformation amount of the bush may be recorded and output by the request.
(5) And (4) filtering, deburring, combining and the like are carried out on the virtual load spectrum, and the processed virtual load spectrum is input into a part grid model for fatigue calculation. The process is as follows:
1) establishing a 3D digital model of the part, performing shell extraction and gridding on the digital model, generating a finite element model, optimizing the grid shape of a local area, defining boundary conditions and applied loads, and defining welding seams and welding spots.
2) And (4) modal analysis, namely calculating the natural frequency of the part and investigating the dynamic characteristics of the structure of the part.
3) Inputting node and unit information, material and S-N characteristic information, virtual load spectrum (shown in figure 2) and unit stress value of each input channel of the finite element model of the part, and calculating the fatigue damage value of each part of the part, wherein the region with higher damage value is the weak region of the part structure life, and needs to be structurally optimized according to the actual life condition, so as to avoid stress concentration and reduce the damage value of the region.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (7)
1. A fatigue analysis method based on a virtual test field technology is characterized by comprising the following steps:
s1, digitalizing the durable road surface of the real test field to generate a digital road surface of the durable road;
s2, generating a model attribute file through Ftire tire test and parameter identification;
s3, establishing a whole vehicle multi-body dynamic model and debugging and verifying;
s4, extracting the virtual load signal to obtain a virtual load spectrum;
s5, processing the virtual load spectrum, and inputting the processed virtual load spectrum into a part grid model for fatigue calculation;
the specific method for digitizing the durable road surface in step S1 includes:
s11, for a road which is strictly constructed according to a design drawing and has road surface characteristics capable of being directly measured by a tool, firstly, drawing a three-dimensional model of the road by using three-dimensional drawing software according to the road design drawing; carrying out triangular mesh division on the surface layer of the pavement through software, wherein the size of the mesh is selected according to the total length and local characteristics of the pavement; finally, format editing is carried out on the road surface file after the grid division, node numbers, connection relations and friction coefficients of all triangular planes in the grid road surface are defined, and therefore the digital road surface of the durable road is generated;
s12, for irregular roads, adopting a laser scanning method, firstly scanning the road of a test field by adopting a laser scanner installed on an automobile, accurately measuring the relative distance and angle between a laser probe and each characteristic point of the road surface by utilizing an optical refraction principle, simultaneously recording the position and the direction of the laser scanner relative to the road in real time by using a GPS device, calculating a road characteristic distribution point cloud model by the two groups of data, and finally obtaining the digital road surface for generating the durable road by extracting the data of the road point cloud model and dividing a square grid.
2. The method of claim 1, wherein the specific method of Ftire tire testing in step S2 comprises:
the Ftire tire is modeled, the surface layer of the tire is separated from the main body, cord fabric, steel wires and rubber materials in the tire structure are represented by 80-200 belt nodes with concentrated mass, and springs and damping are added between the nodes to describe the vibration and lateral deviation characteristics of the tire.
3. The method as claimed in claim 1, wherein the specific method of parameter identification in step S2 includes:
testing tires with characteristic models, identifying model parameters on the basis of test data, and generating a model attribute file;
in the tire test, the test working conditions required by Ftire modeling are combed, all the working conditions are combined with the bench test capability, and the tire loading range is determined according to the tire performance and the bench capability;
in the model identification process, an operator selects a plurality of parameters of the tire, simultaneously reasonably combines and adjusts different parameters according to the comparison between a test result and a model output result, continuously optimizes the accuracy of the tire model output result, and finally obtains a model attribute file which can give consideration to the in-plane and out-of-plane characteristics of the tire, namely the model attribute file can be used for multi-body dynamics simulation.
4. The method according to claim 1, wherein the specific method for establishing the multi-body dynamic model of the whole vehicle in the step S3 includes:
establishing a complete vehicle multi-body dynamic model by using MSC.Adams software, and reserving the constraint and stress relation among all connecting pieces; the method comprises the following steps that firstly, different parts of an automobile are required to be established in subsystems, wherein the different parts comprise a Macpherson front suspension system, a torsion beam rear suspension system, a power assembly system, a body system, a steering system, a tire system, a stabilizer bar system and a braking system; and then, establishing bushing connection between the systems, and setting the bushing in rigid connection or rubber elastic connection in software according to an actual connection relation to ensure that the connection and stress of each part in the model are the same as those of a real vehicle.
5. The method of claim 1, wherein the step S3 is a step of verifying the debugging of the multi-body dynamic model of the whole vehicle, and the debugging of the model comprises:
s31, making partial parts flexible, and making the parts which are easy to deform flexible;
s32, inputting parameters of an elastic element, which mainly comprises a rubber bushing, a spring and a shock absorber; the rubber bushing respectively measures static stiffness and dynamic stiffness characteristics; the shock absorber measures damping force characteristics under different limit loading speeds; measuring the rigidity of the spring;
s33, debugging the static characteristics of the suspension, respectively simulating the vertical stiffness, the longitudinal stiffness, the lateral stiffness and the roll stiffness of the front suspension and the rear suspension, comparing test data, and finely adjusting parameters of the rubber bushing, the spring and the stabilizer bar to enable the simulated suspension stiffness result to be consistent with a test value;
s34, debugging the dynamic characteristics of the suspension, performing a whole vehicle frequency sweep test on a four-upright-column test bed by using an excitation signal based on the transfer characteristics of the suspension, namely the response process of the upper end of the shock absorber under the vibration of the wheel, and establishing a vibration transfer function relation between the wheel center vibration acceleration and the vibration acceleration of the upper end of the shock absorber; inputting the same excitation signal into a virtual four-upright-column rack, carrying out simulation, and establishing a transfer function; the damping coefficient of a rubber bushing in the suspension and the damping characteristic curve of the shock absorber are adjusted, so that the two transfer functions tend to be matched.
6. The method according to claim 1, wherein the specific method for extracting the dummy payload signal in step S4 includes:
increasing a test field digital road surface on the basis of the debugged and verified multi-body dynamic model of the whole automobile, setting the speed same as the actual running program, and carrying out MSC.Adams software simulation solving so as to obtain the force transfer relationship among all parts in the automobile; obtaining a virtual load signal through a request unit established in the model, namely after the simulation is finished, recording and outputting the stress change or displacement change and other processes of each connection point in real time by the request to generate a time domain signal; in addition, other information including the displacement change of the upper and lower mounting points of the shock absorber, the acceleration change of the wheel runout, and the bush deformation amount is recorded and output by the request.
7. The method according to claim 1, wherein the specific process of step S5 includes:
s51, establishing a part 3D digital model, performing shell extraction and gridding on the digital model, generating a finite element model, optimizing the grid shape of a local area, defining boundary conditions and applied loads, and defining welding seams and welding spots;
s52, modal analysis, calculating the natural frequency of the part, and inspecting the dynamic characteristics of the part structure;
and S53, inputting node and unit information, material and S-N characteristic information, virtual load spectrum and unit stress value of each input channel of the finite element model of the part, calculating the fatigue damage value of each part of the part, and carrying out structural optimization on the region with higher damage value according to the actual service life condition.
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