CN111931290A - CAE modeling method for improving simulation precision of automobile half shaft - Google Patents
CAE modeling method for improving simulation precision of automobile half shaft Download PDFInfo
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Abstract
The invention discloses a CAE modeling method for improving simulation precision of an automobile half shaft, belonging to the field of automobile research and development and manufacturing and comprising the following specific steps of: obtaining the size and hardness of each heat treatment affected area of the half-shaft part, and determining a finite element grid of the half-shaft part according to the size of each heat treatment affected area of the half-shaft part; acquiring a half shaft assembly finite element model, and determining material attribute data of each heat treatment influence area of the half shaft part according to the hardness of each heat treatment influence area of the half shaft part; determining material attribute data of a finite element model of the half-shaft part according to the material attribute data of each heat treatment affected area of the half-shaft part and the finite element grids of the half-shaft part; and acquiring boundary conditions and load conditions of the finite element model, and determining the establishment of the CAE simulation analysis model of the automobile half shaft. The method can obtain the high-precision stress state of the part through CAE simulation calculation so as to obtain the high-precision key parameters of the strength and durability of the automobile half shaft, and has the characteristics of strong adaptability and wide application range.
Description
Technical Field
The invention discloses a CAE modeling method for improving simulation precision of an automobile half shaft, and belongs to the field of automobile research and development and manufacturing.
Background
CAE simulation analysis is used as a key technology for forecasting performances of stress distribution, static strength, fatigue life and the like of automobile parts, and is widely applied to product development. Compared with CAE analysis of other transmission system assemblies such as an automobile transmission and the like, the automobile half shaft has the characteristics of small number of parts, small assembly scale of a simulation model and the like, and simulation analysis conditions such as the type, the size, the boundary conditions and the like of grid units can adopt a high-precision simulation scheme, so that the difference of material properties becomes the most important factor influencing the simulation precision of the automobile half shaft.
In the CAE simulation analysis modeling method of the automobile half shaft, two modeling methods are generally adopted for material attributes, firstly, the material is assumed to be linear elastic material, stress calculation under various working conditions is carried out, but for the working conditions that the stress exceeds the yield limit of the material, the difference between the calculation result and the actual stress state is very different, the stress result needs to be corrected according to an empirical formula, but larger accumulated calculation error is caused, and the simulation precision is poor; and secondly, a material elastic-plastic constitutive relation is constructed based on tensile test data of the material test bar, but the test data of the material test bar cannot completely represent the material attribute of the real part of the automobile half shaft due to the fact that the heat treatment states of the test bar and the real half shaft are inconsistent, and therefore CAE simulation accuracy is poor.
In order to effectively avoid the problems, a CAE modeling method for constructing the property of the real material of the automobile half shaft needs to be determined based on the real heat treatment state of the automobile half shaft, so that the CAE simulation precision of the automobile half shaft is effectively improved.
The university of Shandong is Xuyang in the numerical simulation of full-floating half-shaft stress analysis and static torsional damage ultimate load: firstly, a material test piece with the same surface hardness as the half shaft is used for testing to obtain a material constitutive relation and is used for numerical simulation calculation, but the effective hardening layer depth of the test piece cannot be completely consistent with the half shaft, and the material state of the half shaft part cannot be accurately represented by the material constitutive relation of the test piece; the author does not establish an integral model of the numerical simulation of the half shaft, and finds that the strength of the half shaft spline is weak in an experiment and does not analyze the strength; and the material properties used for numerical simulation are all dependent on test data after sampling of the existing half-shaft part, and the strength and durability of the part cannot be accurately predicted at the initial stage of automobile half-shaft design. In the patent "finite element modeling analysis method of four-wheel drive transmission differential", although a finite element modeling method is introduced, all the modeling methods do not relate to how to establish a corresponding model according to the heat treatment state of a part, and the assembly method is not suitable for CAE calculation of an automobile half shaft. In the patent ' a method for calculating the macroscopic equivalent elastic modulus of a gradient material ', a method for theoretically calculating the macroscopic equivalent elastic modulus of the gradient material and the Poisson's ratio is invented, but the method is only suitable for a material transition region in the field of additive manufacturing, and has little correlation with the analysis of the CAE of an automobile half shaft. In the patent 'finite element modeling method of variable strength material', the proposed finite element modeling method of variable strength material suitable for plate-shell type parts is not suitable for simulation analysis of solid type parts such as automobile half shafts, and is characterized in that a continuous curve of yield strength of a transition area is invented, and parameters of strength durability of other materials such as material strength limit, stress-strain relation and the like are not involved in the method.
Disclosure of Invention
The invention aims to solve the problems of accumulated calculation errors and poor simulation precision in the existing CAE simulation analysis modeling method for the automobile half shaft, and provides a CAE modeling method for improving the simulation precision of the automobile half shaft.
The invention aims to solve the problems and is realized by the following technical scheme:
a CAE modeling method for improving simulation precision of an automobile half shaft comprises the following steps:
s10, acquiring the size and hardness of each heat treatment affected area of the half-shaft part, and determining a half-shaft part finite element grid according to the size of each heat treatment affected area of the half-shaft part;
step S20, obtaining a half shaft assembly finite element model, and determining material attribute data of each heat treatment affected area of the half shaft part according to the hardness of each heat treatment affected area of the half shaft part;
step S30, determining half-axle part finite element model material attribute data through the half-axle part finite element grids and the material attribute data of each heat treatment affected area;
and step S40, obtaining boundary conditions and load conditions of the finite element model, and determining the establishment of the CAE simulation analysis model of the automobile half shaft through the half shaft assembly finite element model, the material attribute data of the finite element model of the half shaft part, the boundary conditions and the load conditions of the finite element model.
Preferably, the specific process of step S20 is as follows:
step S201, obtaining a half shaft assembly finite element model;
step S202, obtaining the material strength limit of each heat treatment affected area of the half shaft according to the hardness of each heat treatment affected area of the half shaft part;
step S203, determining real stress through the material strength limit of each heat treatment affected area of the half shaft;
step S204, determining total strain data through the real stress;
s205, determining a material stress-strain relation curve of each heat treatment influence area of the half-shaft part according to the total strain data and the real stress;
and S206, determining material attribute data of each heat treatment influence area of the half-shaft part according to the material stress-strain relation curve of each heat treatment influence area of the half-shaft part.
Preferably, the specific process of step S30 is as follows:
s301, acquiring the elastic modulus and Poisson' S ratio of the finite element model material of the part;
step S302, determining the plastic property of the material according to the finite element grids of the half-shaft part and the material property data of each heat treatment affected area of the half-shaft part;
and S303, determining the material property data of the finite element model of the half-axle part according to the plastic property of the material, the elastic modulus and the Poisson ratio of the finite element model material of the part.
Compared with the prior art, the invention has the following beneficial effects:
1. by layering the half-axle parts according to the size of the heat treatment affected area to create a finite element grid, the stress state of the parts with high precision of CAE simulation calculation can be obtained, and further high-precision key parameters of the strength and durability of the automobile half-axle are obtained.
2. The invention obtains the finite element analysis material attribute by looking up the relevant standard and calculating the empirical formula without carrying out a test bar test, thereby effectively reducing the physical prototype test, lowering the product development cost and shortening the design period.
3. The automobile half shaft related by the invention can be in the structural forms of a full-floating half shaft, a semi-floating half shaft and the like, and the half shaft can adopt an induction quenching process after quenching and tempering treatment and can also be an induction quenching process after normalizing treatment, so that the automobile half shaft has the characteristics of strong adaptability and wide application range.
Drawings
FIG. 1 is a schematic view of an automobile half-shaft assembly structure provided by an embodiment of the invention;
FIG. 2 is a schematic structural view of the automotive axle shaft part 2 in FIG. 1;
FIG. 3 is an enlarged view of the area A of the axle shaft spline of FIG. 2;
FIG. 4 is a schematic view of the half-shaft splines E-E of FIG. 3 grouped and gridded according to the heat treatment affected zone size;
FIG. 5 is a schematic view of grouping and meshing the half-shaft rod portion B of FIG. 2 according to the size of the heat treatment affected zone;
FIG. 6 is a schematic diagram of meshing at the axle diameter transition region C of the axle shaft of FIG. 2;
fig. 7 is a schematic diagram of meshing at the half-axis rounded region D in fig. 2.
FIG. 8 is a stress-strain relationship for automotive axle shaft material in an embodiment of the present invention.
Detailed Description
The invention is further illustrated below with reference to the accompanying figures 1-8:
the technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it should be understood that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The first embodiment of the invention provides a CAE modeling method for improving the simulation precision of an automobile half shaft on the basis of the prior art, which comprises the following steps:
and step S10, acquiring the size and hardness of each heat treatment affected area of the half-shaft part, and determining the half-shaft part finite element grids according to the size of each heat treatment affected area of the half-shaft part.
Step S101, in the embodiment, the half shaft adopts a surface induction quenching heat treatment process after pre-quenching and tempering, the hardness of a surface quenching layer is (52-58) HRC, the hardness of a core part is (25-32) HRC, and the depth of an effective hardening layer is (4.0-6.0) mm.
Step S102, in the embodiment, the hardness of the surface quenching layers of the half-shaft spline A, the rod part B, the shaft diameter transition region C and the fillet region D is lower limit value 52HRC, the median hardness of the core part is 28.5HRC, and the median depth of the effective hardening layer is 5 mm.
Step S103, in this embodiment, a second-order tetrahedral unit C3D10M and a first-order hexahedral unit C3D8I are used for hybrid modeling, as shown in fig. 1-3, wherein the automobile half shaft 2, the support bearing 4, and the bearing snap ring 5 are meshed with the first-order hexahedral unit C3D8I, and the other parts are meshed with the second-order tetrahedral unit C3D 10M.
And step S104, respectively carrying out meshing on the parts such as the semi-axis gear 1, the automobile semi-axis 2, the axle housing flange 3, the support bearing 4, the bearing snap ring 5 and the like.
Step S105, in the above step S104, when the mesh division is performed on the automobile half shaft 2, the mesh needs to be divided into regions according to the sizes of the heat treatment affected regions determined in the step S102, and the meshes are classified into different finite element assemblies: meshing the surface quenching layer Z01 and the core Z02 of the semi-axis spline A, and respectively classifying meshes into a Z01 assembly and a Z02 assembly, as shown in FIG. 4; the surface quenching layer Z03 and the core Z04 of the half-axle rod part B are divided into grids, and the grids are respectively classified into Z03 pieces and Z04 pieces, as shown in FIG. 5.
S106, distributing radial grids of a half shaft spline A surface quenching layer Z01 and a half shaft rod part B surface quenching layer Z03 in no less than 4 layers; the half-shaft spline A core part Z02 and the half-shaft rod part B core part Z04 outer grid are in one-to-one correspondence with the surface quenching layer inner grid nodes.
Step S107, the mesh distribution of the half shaft diameter transition region C and the radius region D is not less than 3 rows, as shown in FIGS. 6 and 7.
S20, obtaining a half shaft assembly finite element model, and determining material attribute data of each heat treatment affected area of the half shaft part according to the hardness of each heat treatment affected area of the half shaft part.
Step S201, defining a contact relation according to the mutual position relation of the parts as shown in the following table 1, assembling all the parts together, and establishing an automobile half shaft assembly finite element model.
TABLE 1 Assemble relationship between parts
Step S202, according to the GB/T1172-1999 ferrous metal hardness and strength conversion value, in combination with the material grade of the half shaft, the material strength limit of each heat treatment affected zone of the half shaft is converted by the material hardness of each zone of the half shaft part in the S101, wherein the surface quenching layer Z01 and the Z03 strength limit sigmab1825MPa, core Z02, Z04 Strength Limit sigmabIs 880 MPa.
Step S203, the strength limit value sigma of each heat treatment affected zone of the half shaft acquired in S202bDetermining the value range of the real stress sigma to be (0-nxsigma)b) And the strength ultimate amplification coefficient n is 1.15, so that the true stress value ranges of the surface quenching layers Z01 and Z03 are (0-2099 MPa), and the true stress value ranges of the core parts Z02 and Z04 are (0-1012 MPa).
S204, taking the real stress step length of the materials of the surface quenching layers Z01 and Z03 as 50MPa, and obtaining 42 data sampling points N; for the materials of the core parts Z02 and Z04, the real stress step size is 25MPa, and the number of data sampling points N is 41.
Step S205, substituting the series of true stress σ values in S204 into the formulas (1), (2) and (3) to calculate, so as to obtain corresponding total strain data, and fitting the stress strain (σ -) data points of the material corresponding to each heat treatment affected zone by using the true stress σ as a vertical coordinate and the total strain as a horizontal coordinate, so as to obtain a stress-strain relationship curve, as shown in fig. 8.
＝0+1 (1)
Wherein, the total strain,0Is elastically strained,1The elastic modulus E is 212000MPa, the hardening coefficient K of the surface quenching layer material is 2938.25MPa, the hardening coefficient K of the core material is 1416.8MPa, the hardening indexes n are all 0.11, and sigma is the real stress.
Step S206, extracting the material plastic property values (true stress sigma and plastic strain) in S2051) And recorded in data table 2 to prepare for the material plasticity data required by the finite element model.
TABLE 2 Material plasticity Property data
S30, determining half-axle part finite element model material attribute data through the half-axle part finite element grids and the half-axle part material attribute data of each heat treatment affected area
S301, the side gear 1, the support bearing 4, and the bearing snap ring 5 are made of elastic materials, and the elastic modulus E is 210000MPa and the poisson ratio μ is 0.3.
And S302, setting the axle housing flange 3 material to have elastic property, wherein the elastic modulus E is 175000MPa, and the Poisson ratio mu is 0.3.
S303, setting the heat treatment influence areas (Z01, Z02, Z03 and Z04) of the half shaft to be plastic properties, wherein the elastic modulus E is 212000MPa, the Poisson ratio mu is 0.28, the stress-plastic strain data correspond to the material values in the table 2, and when the material is plastic, the material should be plasticBecome1Less than 1 x 10-4Taking the set of stress-plastic strain data as 0 directly, and taking the set of stress-plastic strain data as the initial value of the plastic property of the material. The material properties of the axle shaft flange are the same as the core material.
And S304, finally, giving the material property of each part or area to the corresponding component to complete the material property setting in the finite element model.
And S305, determining boundary conditions and load conditions according to the calculation conditions, and applying the boundary conditions and the load conditions to the finite element model. Taking the working condition of the torsion calculation of the half shaft as an example:
first, an RBE3 cell is established at side gear 1, with the slave point defined at the center of the side gear, the master point selecting a grid node on the side gear tooth face, and imposing rotational freedom constraints at the RBE3 cell slave point.
Secondly, all translational degrees of freedom are constrained at the bolt holes of the axle housing flange 3.
Finally, an RBE3 cell is established at the flange of axle shaft 2, with the slave point defined at the axle shaft flange center point, the master point selecting the axle shaft flange bolt hole inboard grid node, and where the RBE3 cell applies a torsional load from the point.
S306, setting calculation and analysis steps and output options, and completing the establishment of the automobile half-shaft CAE simulation analysis model.
While embodiments of the invention have been disclosed above, it is not intended to be limited to the uses set forth in the specification and examples. It can be applied to all kinds of fields suitable for the present invention. Additional modifications will readily occur to those skilled in the art. It is therefore intended that the invention not be limited to the exact details and illustrations described and illustrated herein, but fall within the scope of the appended claims and equivalents thereof.
Claims (3)
1. A CAE modeling method for improving simulation precision of an automobile half shaft is characterized by comprising the following specific steps:
s10, acquiring the size and hardness of each heat treatment affected area of the half-shaft part, and determining a half-shaft part finite element grid according to the size of each heat treatment affected area of the half-shaft part;
step S20, obtaining a half shaft assembly finite element model, and determining material attribute data of each heat treatment affected area of the half shaft part according to the hardness of each heat treatment affected area of the half shaft part;
step S30, determining half-axle part finite element model material attribute data through the half-axle part finite element grids and the material attribute data of each heat treatment affected area;
and step S40, obtaining boundary conditions and load conditions of the finite element model, and determining the establishment of the CAE simulation analysis model of the automobile half shaft through the half shaft assembly finite element model, the material attribute data of the finite element model of the half shaft part, the boundary conditions and the load conditions of the finite element model.
2. The CAE modeling method for improving the simulation accuracy of the automobile half shaft according to claim 1, wherein the concrete process of the step S20 is as follows:
step S201, obtaining a half shaft assembly finite element model;
step S202, obtaining the material strength limit of each heat treatment affected area of the half shaft according to the hardness of each heat treatment affected area of the half shaft part;
step S203, determining real stress through the material strength limit of each heat treatment affected area of the half shaft;
step S204, determining total strain data through the real stress;
s205, determining a material stress-strain relation curve of each heat treatment influence area of the half-shaft part according to the total strain data and the real stress;
and S206, determining material attribute data of each heat treatment influence area of the half-shaft part according to the material stress-strain relation curve of each heat treatment influence area of the half-shaft part.
3. The CAE modeling method for improving the simulation accuracy of the automobile half shaft according to claim 1, wherein the concrete process of the step S30 is as follows:
s301, acquiring the elastic modulus and Poisson' S ratio of the finite element model material of the part;
step S302, determining the plastic property of the material according to the finite element grids of the half-shaft part and the material property data of each heat treatment affected area of the half-shaft part;
and S303, determining the material property data of the finite element model of the half-axle part according to the plastic property of the material, the elastic modulus and the Poisson ratio of the finite element model material of the part.
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| CN112248732A (en) * | 2020-10-15 | 2021-01-22 | 北奔重型汽车集团有限公司 | Constraint method for automobile front axle longitudinally-arranged plate spring bounce simulation based on CATIA |
| CN113361183A (en) * | 2021-07-15 | 2021-09-07 | 中国第一汽车股份有限公司 | Method for forecasting ultimate bearing capacity of automobile half shaft |
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| US20100280800A1 (en) * | 2009-05-04 | 2010-11-04 | Bekir Sami Yilbas | Method of modeling flexural characteristics of a bar subjected to local heating |
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| CN113361183A (en) * | 2021-07-15 | 2021-09-07 | 中国第一汽车股份有限公司 | Method for forecasting ultimate bearing capacity of automobile half shaft |
| CN113361183B (en) * | 2021-07-15 | 2023-02-21 | 中国第一汽车股份有限公司 | Method for forecasting ultimate bearing capacity of automobile half shaft |
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