CN111931290B - 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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- CN111931290B CN111931290B CN202010714966.7A CN202010714966A CN111931290B CN 111931290 B CN111931290 B CN 111931290B CN 202010714966 A CN202010714966 A CN 202010714966A CN 111931290 B CN111931290 B CN 111931290B
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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 the hardness of each heat treatment influence area of the half-axle part, and determining a half-axle part finite element grid according to the size of each heat treatment influence area of the half-axle 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 real material attribute 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: (1) the method comprises the following steps of performing a test by using a material test piece with the same surface hardness as a half shaft to obtain a material constitutive relation and using the material constitutive relation for numerical simulation calculation, wherein the effective hardening layer depth of the test piece cannot be completely consistent with the half shaft, and the material state of a half shaft part cannot be accurately represented by the material constitutive relation of the test piece; (2) the authors did not establish an integral model of the half-shaft numerical simulation, which found in experiments that the strength at the half-shaft splines was weak, nor was it analyzed; (3) the material properties used for numerical simulation of the method all depend on test data of the existing half-shaft part after sampling, 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 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 finite element grid of the half-shaft part according to the size of each heat treatment affected area of the half-shaft part;
s20, 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;
step S30, 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 S40, 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 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 influence 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-axle 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:
step S301, acquiring the elastic modulus and Poisson' S ratio of a 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 half-shaft component 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 grouping and meshing the half-shaft splines E-E in section of FIG. 3 according to the size of the heat treatment affected zone;
FIG. 5 is a schematic view of grouping and meshing the half-shaft rod part at the position B of the cross section in 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 view of mesh division at the half-axis rounding region D in fig. 2.
FIG. 8 is a stress-strain relationship for automotive axle shaft material in an exemplary embodiment of the 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 obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to 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 simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific 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 S10, acquiring the size and hardness of each heat treatment influence area of the half-axle part, and determining a half-axle part finite element grid according to the size of each heat treatment influence area of the half-axle 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 layer of the half-shaft spline A, the rod part B, the shaft diameter transition area C and the fillet area 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 5mm.
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 subjected to mesh partition by using the first-order hexahedral C3D8I unit, and the other parts are subjected to mesh partition by using 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 mesh is classified into different finite element components: meshing the surface quenching layer Z01 and the core part 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 portion Z04 of the semi-axial rod portion B are gridded, and the grids are classified into Z03 pieces and Z04 pieces respectively, 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; and the outer side grids of the half-shaft spline A core part Z02 and the half-shaft rod part B core part Z04 correspond to the nodes of the inner side grids of the surface quenching layer one by one.
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.
And S20, obtaining 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.
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, the half shaft material mark is combined, the material strength limit of each heat treatment affected area of the half shaft is converted according to the material hardness of each area of the half shaft part in the S101, wherein the strength limit sigma of the surface quenching layer Z01 and the strength limit Z03 b 1825MPa, core Z02, Z04 Strength Limit sigma b The pressure was 880MPa.
Step S203, the strength limit value sigma of each heat treatment affected zone of the half shaft acquired in S202 b Determining 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 determining that the number of data sampling points N is 42; for the materials of the core parts Z02 and Z04, the actual stress step length 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 equations (1), (2) and (3) to calculate, so as to obtain corresponding total strain epsilon data, and fitting the stress strain (σ -epsilon) 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 epsilon as a horizontal coordinate, so as to obtain a stress-strain relationship curve, as shown in fig. 8.
ε＝ε 0 +ε 1 (1)
In which ε represents the total strain, ε 0 Is elastic strain, epsilon 1 The 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 (the real stress sigma and the plastic strain epsilon) in the step S205 1 ) 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 material attribute data of the 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
S301, the side gear 1, the support bearing 4, and the bearing snap ring 5 are set to have elastic properties, such as an elastic modulus E =210000MPa, and a poisson ratio μ =0.3.
S302, the axle housing flange 3 material is set to have elastic properties, the elastic modulus E =175000MPa, and the Poisson ratio mu =0.3.
S303, setting the heat treatment influence areas (Z01, Z02, Z03 and Z04) of the half shaft to be plastic properties, setting the elastic modulus E =212000MPa and the Poisson ratio mu =0.28, and taking the stress-plastic strain data according to the corresponding material values in the table 2, wherein when the plastic strain epsilon of the material is 1 Less than 1 × 10 -4 Taking the value 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.
S304, finally, the material attributes of each part or area are endowed to the corresponding components, and the material attribute setting in the finite element model is completed.
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 unit is established at the 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 a rotational degree of freedom constraint is imposed at the RBE3 unit slave point.
Secondly, all translational degrees of freedom are constrained at the bolt holes of the axle housing flange 3.
Finally, an RBE3 unit 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 unit 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 (2)
1. A CAE modeling method for improving simulation precision of an automobile half shaft is characterized by comprising the following specific steps:
step S10, obtaining the size and the hardness of each heat treatment influence area of the half-axle part, and determining a half-axle part finite element grid according to the size of each heat treatment influence area of the half-axle part;
s20, 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;
step S30, 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;
s40, obtaining boundary conditions and load conditions of a finite element model, and determining the establishment of a 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;
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-axle 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.
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 S30 is as follows:
step S301, acquiring the elastic modulus and Poisson' S ratio of a 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 step S303, determining the material attribute 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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| 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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| CN104809291A (en) * | 2015-04-27 | 2015-07-29 | 江苏金通灵流体机械科技股份有限公司 | ANSYS-based duplex stainless steel and dissimilar steel welding deformation prediction method |
| CN205818805U (en) * | 2016-06-29 | 2016-12-21 | 上海汇众汽车制造有限公司 | Rear driving axle semifloating axle shaft |
| CN210760708U (en) * | 2019-07-29 | 2020-06-16 | 诸城市义和车桥有限公司 | Front axle of semi-open type braking system |
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| US8190402B2 (en) * | 2009-05-04 | 2012-05-29 | King Fahd University Of Petroleum & Minerals | Method of modeling flexural characteristics of a bar subjected to local heating |
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| CN104809291A (en) * | 2015-04-27 | 2015-07-29 | 江苏金通灵流体机械科技股份有限公司 | ANSYS-based duplex stainless steel and dissimilar steel welding deformation prediction method |
| CN205818805U (en) * | 2016-06-29 | 2016-12-21 | 上海汇众汽车制造有限公司 | Rear driving axle semifloating axle shaft |
| CN210760708U (en) * | 2019-07-29 | 2020-06-16 | 诸城市义和车桥有限公司 | Front axle of semi-open type braking system |
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