CN112861405B - CAE (computer aided engineering) analysis method for motorcycle strength based on virtual pavement and explicit transient dynamics - Google Patents
CAE (computer aided engineering) analysis method for motorcycle strength based on virtual pavement and explicit transient dynamics Download PDFInfo
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Abstract
The application provides a CAE analysis method of motorcycle strength based on virtual pavement and explicit transient dynamics, which comprises the following steps: s1: constructing a virtual road surface for testing the fatigue strength of the motorcycle, and determining a stress-strain curve corresponding to a material used by the motorcycle; s2: determining the rigidity and damping force curve of the shock absorber of the motorcycle; s3: building a tire model of the motorcycle through finite element software; s4: constructing a 3D model of the whole motorcycle matched with the motorcycle through finite element software; s5: constructing a running system model of the whole vehicle and the virtual road surface in finite element software; s6: calculating the running process of the whole vehicle on the virtual road surface through finite element software, and acquiring acceleration, displacement and stress information from the calculation process; s7: and (4) optimizing and improving the whole vehicle by using the acceleration, displacement and stress information and the self-contained optimization function of the finite element software, and entering the step S4 until the optimization is completed to obtain the optimal acceleration, displacement and stress information and end.
Description
Technical Field
The invention relates to the technical field of motorcycle fatigue strength, in particular to a CAE (computer aided engineering) analysis method of motorcycle strength based on virtual pavement and explicit transient dynamics.
Background
In the automobile and motorcycle industry, the fatigue strength and vibration condition of the whole automobile are mainly researched from a chassis (automobile frame), and the method for examining the automobile frame strength in the motorcycle industry at present is mainly divided into two types of CAE simulation and test. CAE simulation method: the main CAE simulation methods include a static strength analysis method combined with engineering experience, and a quasi-static fatigue strength analysis method based on road spectrum acquisition and load iterative decomposition combined with tests. The static strength analysis method can artificially simplify the problems by combining the experience of engineers, cannot examine the dynamic strength, and has the defects of low analysis accuracy and one-sidedness of analysis. The quasi-static fatigue strength analysis method can be developed only after a real object sample vehicle and millions of data acquisition equipment are purchased, so that the investment is large and the time period is long. Because data acquisition can only be carried out on appointed point positions on the frame, the most dangerous point positions are inevitably omitted, and the final result deviation is large. The test method comprises the following steps: the general method is to manufacture a sample vehicle, manually run for a certain distance on a specific road, observe whether the frame is broken and deformed, and simultaneously collect acceleration signals of a focus on the road to judge the frame strength and the vibration condition. The method is the oldest and the time for using the method is the longest, which usually needs more than 3 months, and the personal safety of drivers is very low.
Therefore, a new method for analyzing the fatigue strength of the whole vehicle, which has the advantages of short time, low cost and high precision, is needed.
Disclosure of Invention
In view of this, the present invention provides a CAE analysis method for motorcycle strength based on a virtual road surface and explicit transient dynamics, which is characterized in that: the method comprises the following steps:
s1: constructing a virtual road surface for testing the fatigue strength of the motorcycle, and determining a stress-strain curve corresponding to a material used by the motorcycle;
s2: determining the rigidity and damping force curve of a shock absorber of the motorcycle;
s3: building a tire model of the motorcycle through finite element software;
s4: constructing a 3D model of the whole motorcycle matched with the motorcycle through finite element software;
s5: constructing a running system model of the whole vehicle and the virtual road surface in finite element software;
s6: calculating the running process of the whole vehicle on the virtual road surface through finite element software, and acquiring acceleration, displacement and stress information from the calculation process;
s7: and (4) optimizing by using the acceleration, displacement and stress information, taking the lightest weight as an optimization target, taking the stress value not exceeding the allowable stress as a constraint, utilizing an optimization function of finite element software, improving the optimization of the whole vehicle, and entering the step S4 until the optimization is completed, obtaining the optimal acceleration, displacement and stress information, and ending.
Further, the step S1 of constructing the virtual road surface specifically includes the following steps:
s111: obtaining an original road surface point cloud through laser 3D scanning, and importing the road surface point cloud into CATIA software;
s112: cutting and filtering the road point cloud through CATIA software, and exporting the point cloud in stl format;
s113: importing the stl format point cloud into discretization software, carrying out preliminary discretization, and then exporting in inp format;
s114: importing the discretization file in the inp format into general finite element pretreatment software, performing Fill Gap repair by adopting a draft method, and then performing meshing and mesh adjustment again to obtain an available virtual pavement model.
Further, the step of obtaining the stiffness and damping force curve of the shock absorber in step S2 is as follows:
s21: preparing a shock absorber assembly sample;
s22: calibrating and checking test equipment;
s23: installing a shock absorber, and carrying out rigidity and damping tests according to GB/T62-2007 to obtain rigidity and damping curves;
s24: and processing the obtained rigidity and damping curve, wherein the processing comprises averaging processing and smoothing processing to obtain the rigidity and damping force curve of the shock absorber.
Further, the step of constructing the traveling system model in step S5 is as follows:
s51: inputting the material parameters, the shock absorber parameters and the tire parameters into a whole vehicle model;
s52: placing a whole vehicle model containing a human body model on a virtual road surface, setting an actual road surface friction coefficient, and establishing a coupling relation between the whole vehicle and the road surface;
s53: and (4) carrying out gravity loading calibration on the whole vehicle model, judging whether the difference between the simulation data and the test data is within 5%, if not, entering the step S51, and if so, completing construction of the driving system model.
Further, the step of obtaining the stress-strain curve in step S1 is as follows:
s121: calibrating a dynamic and static material testing machine and preparing a test sample piece according to the standard GB/T228.1-2010;
s122: performing a material tensile test to obtain a test curve;
s123: and (4) carrying out averaging treatment and smoothing treatment on the obtained test curve to obtain a stress-strain curve.
Further, the step of building a tire model of a motorcycle in step S3 is as follows:
s31: carrying out rigidity test on the tire according to the test standard GB/T23663-2009;
s32: building a tire and hub geometric model according to a target tire;
s33: the method comprises the following steps of 1, establishing a tire Rubber model by using a Mooney-Rivlin Rubber material constitutive structure, and establishing a hub model by using an elastic material;
s34: and carrying out simulation analysis on the tire hub in the test process, optimizing the parameters of the model, carrying out benchmarking on the analysis result and the test result, and correcting the test result by using the analysis result to obtain the tire model.
Further, the step of the running process in step S6 is as follows:
s61: setting a speed curve when the whole vehicle runs so that the whole vehicle passes through a virtual road surface at a preset speed;
s62: submitting files to be calculated to a computer, calculating by using explicit transient dynamics analysis software, and simultaneously, checking a calculation result by using LS-Prepost software by a tester so as to monitor a calculation process;
s63: after the calculation is finished, the acceleration, stress strain and displacement signals in the calculation result are extracted, the strength condition of the whole vehicle during running is judged through Mises stress and equivalent plastic strain in combination with fatigue strength and allowable stress, and the vibration condition is judged through the amplitude, frequency and the like of the acceleration signal.
The invention has the beneficial technical effects that: the strength and vibration condition of a product when a real motorcycle runs on a road are simulated by adopting a high-performance computer, a test yard does not need to be built with thousands of capital, a digital acquisition device does not need to be purchased with millions of capital, and only about one hundred thousand yuan of test cost is spent; in addition, stress strain, displacement and acceleration signals of any part in the whole motorcycle at any time are extracted, and important basic data are provided for carrying out fatigue strength analysis of the motorcycle; in the test process, the period is short, and the safety of the tester is guaranteed.
Drawings
The invention is further described below with reference to the following figures and examples:
fig. 1 is a flow chart of the present application.
Fig. 2 is a schematic diagram of a model of a whole vehicle and a virtual road running system.
Detailed Description
The invention is further described with reference to the accompanying drawings in which:
the invention provides a CAE (computer aided engineering) analysis method of motorcycle strength based on virtual pavement and explicit transient dynamics, which is characterized by comprising the following steps of: the method comprises the following steps: as shown in figure 1 of the drawings, in which,
s1: constructing a virtual road surface for testing the fatigue strength of the motorcycle, and determining a stress-strain curve corresponding to a material used by the motorcycle;
the method for constructing the virtual pavement specifically comprises the following steps:
s11: obtaining an original road surface point cloud through laser 3D scanning, and importing the road surface point cloud into CATIA software; CATIA is a high-end CAD/CAM software developed by Dasuo aircraft, france. The CATIA software enjoys high reputation in the design fields of airplanes, automobiles, ships and the like due to the powerful curved surface design function of the CATIA software. The camia contouring function embodies that it provides an extremely rich contouring tool to support the contouring needs of the user. For example, the special high-order Bezier curve curved surface function can reach 15 times, and the harsh requirement of special industries on the smoothness of the curved surface can be met.
S12: cutting and filtering the road point cloud through CATIA software, and exporting the point cloud in stl format;
s13: importing the stl format point cloud into discretization software, carrying out preliminary discretization, and then exporting in an inp format;
s14: importing the discretization file in the inp format into general finite element preprocessing software, performing Fill Gap repair by adopting a draft method, and then performing meshing and mesh adjustment again to obtain an available virtual pavement model.
Because the vehicle often can receive impact load when going on the road, the material can get into plastic zone, in order to make the analysis result more accurate more fit with reality, need carry out high strain rate tensile test to the material, obtains material stress strain curve under each strain rate.
The steps for obtaining the stress-strain curve are as follows:
calibrating a dynamic and static material testing machine and preparing a test sample according to the standard GB/T228.1-2010;
and (3) performing a material tensile test, wherein the process comprises the following steps: A. checking a test sample, identifying the sample, and taking a picture for recording; B. measuring the machining size of the sample piece; C. clamping the sample piece according to a test schematic diagram, and installing an extensometer; D. placing the photographic equipment at a proper position, and opening the photographic equipment; E. starting a tensile test and recording a load-displacement curve; F. stopping loading until the material is broken; G. checking the test data, and taking a picture and recording after the sample is broken; H. confirming the test; I. carrying out the test of the next sample according to the steps;
and (4) carrying out equalization treatment and smoothing treatment on the test curve to obtain a stress-strain curve.
S2: determining the rigidity and damping force curve of the shock absorber of the motorcycle; and (3) testing the rigidity and damping curve of the shock absorber assembly on testing equipment to obtain a real rigidity and damping curve of the shock absorber.
The steps for obtaining the stiffness and damping force curves of the shock absorber are as follows:
s21: preparing a shock absorber assembly sample;
s22: calibrating and checking test equipment;
s23: installing a shock absorber, and carrying out rigidity and damping tests according to GB/T62-2007;
s24: and obtaining a rigidity and damping curve for sorting, and extrapolating a damping value corresponding to the speed greater than 1 m/s. The obtained rigidity and damping curves are sorted, abnormal points of signals are removed, interpolation processing can be properly carried out, and data missing points are filled.
S3: building a tire model of the motorcycle through finite element software; since the tire plays an important role in the running process of the vehicle, ground excitation can be buffered, and the tire needs to be studied vigorously. According to the method, a tire model is established by adopting a finite element method, nonlinearity is considered for each rubber material, and meanwhile, the tire is actually tested to obtain a stiffness curve which is used as a tire model calibration target. The error between the simulated rigidity curve of the tire and the tested rigidity curve needs to meet the engineering requirement.
The steps of building a tyre model of a motorcycle are as follows:
s31: carrying out rigidity test on the tire according to the test standard GB/T23663-2009;
s32: according to the actual situation, building a tire and wheel hub geometric model which can be properly simplified;
s33: building a tire Rubber model by using a Mooney-Rivlin Rubber material constitutive model, and building a hub model by using an elastic material;
s34: carrying out simulation analysis on the tire hub in the test process, optimizing model parameters, carrying out benchmarking on the analysis result and the test result, and correcting the model parameters to obtain a finally available tire model;
s4: constructing a 3D model of the whole motorcycle matched with the motorcycle through finite element software;
the steps of constructing the whole motorcycle model are as follows:
s41: establishing a key and important part geometric model according to an actual finished automobile;
s42: establishing a finite element model of key and important parts, and assembling the finite element model into a complete vehicle model according to actual conditions;
s5: constructing a running system model of the whole vehicle and the virtual road surface in finite element software; basically, a finite element whole vehicle model is established on the whole vehicle 3D data matched with a real vehicle, material parameters, shock absorber parameters and a tire model are carefully applied to the whole vehicle model, and then a running system model of the whole vehicle and a virtual road surface is established, as shown in figure 2.
The steps of constructing the driving system model are as follows:
s51: applying the material parameters, the shock absorber parameters and the tire parameters to a whole vehicle model;
s52: placing a whole vehicle model containing a human body model on a virtual road surface, setting an actual road surface friction coefficient, and establishing a vehicle-road coupling relation;
s53: the gravity loading calibration of the whole vehicle model is carried out, the simulation and test phase difference is within 5%, and the subsequent driving dynamic analysis can be carried out;
s6: calculating the running process of the whole vehicle on the virtual road surface through finite element software, and acquiring acceleration, displacement and stress information from the calculation process;
the steps of the driving process are as follows:
s61: setting a speed curve when the whole vehicle runs, so that the whole vehicle passes through a virtual road surface according to the required speed;
s62: and submitting a calculation file to a high-performance computer, calculating by using explicit transient dynamics analysis software, and viewing a calculation result by using LS-Prepost software at any time to monitor the calculation process.
S63: after the calculation is finished, extracting acceleration, stress strain and displacement signals in the calculation result, judging the strength condition of the whole vehicle during running by workers through Mises stress and equivalent plastic strain by combining fatigue strength and allowable stress, and judging the vibration condition through the amplitude, frequency and the like of the acceleration signal;
s7: and (4) optimizing by using the acceleration, displacement and stress information and taking the lightest weight as an optimization target, constraining that the stress value does not exceed the allowable stress, optimizing by using an optimization function of finite element software, improving the optimization of the whole vehicle, and entering the step S4 until the optimization is completed, obtaining the optimal acceleration, displacement and stress information, and ending.
In the prior art, the static strength analysis method can artificially simplify problems by combining with the experience of engineers, cannot examine dynamic strength, and has the defects of low analysis accuracy and one-sidedness of analysis. The quasi-static fatigue strength analysis method can be developed only after a real object sample vehicle and millions of data acquisition equipment are purchased, so that the investment is large and the time period is long. Because data acquisition can only be carried out on appointed point positions on the frame, the most dangerous point positions are inevitably omitted, and the final result deviation is large.
The method aims to overcome the defects of inaccurate analysis result, high cost and long time in the prior art. The method overcomes the difficulties of the problems, can simulate the strength and vibration condition of a product when a real motorcycle runs on a road by adopting a high-performance computer, can extract signals of stress strain, displacement, acceleration and the like of any part in the whole motorcycle at any moment, and solves the problems of the strength and vibration of the product.
Compared with the prior art, the method has the following beneficial effects:
1. saving a large amount of funds. The method does not need to spend tens of millions of capital for building a test yard, does not need to spend millions of capital for purchasing data acquisition equipment, and only costs about one hundred thousand yuan of test cost.
2. A real scene can be reproduced. The method adopts a high-performance computer to simulate the strength and vibration of a product when a real motorcycle runs on a road.
3. More data that is not readily available can be obtained. The method can extract signals such as stress strain, displacement, acceleration and the like of any part in the whole vehicle at any time, and provides important data for strength and vibration problems.
4. The personnel have no safety hazard and the time period is shorter.
5. The forward design capability is improved by a large step, and the market competitiveness of the product is increased.
Finally, the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all of them should be covered in the claims of the present invention.
Claims (6)
1. A CAE analysis method of motorcycle strength based on virtual road surface and explicit transient dynamics is characterized in that: the method comprises the following steps:
s1: constructing a virtual road surface for testing the fatigue strength of the motorcycle, and determining a stress-strain curve corresponding to a material used by the motorcycle;
s2: determining the rigidity and damping force curve of a shock absorber of the motorcycle;
s3: building a tire model of the motorcycle through finite element software;
s4: constructing a 3D model of the whole motorcycle matched with the motorcycle through finite element software;
s5: constructing a running system model of the whole vehicle and the virtual road surface in finite element software;
s6: calculating the running process of the whole vehicle on the virtual road surface through finite element software, and acquiring acceleration, displacement and stress information from the calculation process;
s61: setting a speed curve when the whole vehicle runs so that the whole vehicle passes through a virtual road surface at a preset speed;
s62: submitting files to be calculated to a computer, calculating by using explicit transient dynamics analysis software, and simultaneously, checking a calculation result by using LS-Prepost software by a tester so as to monitor a calculation process;
s63: after the calculation is finished, extracting acceleration, stress strain and displacement signals in the calculation result, judging the strength condition of the whole vehicle during running by Mises stress, equivalent plastic strain and fatigue strength and allowable stress, and judging the vibration condition by the amplitude and frequency of the acceleration signal;
s7: and (4) optimizing by using the acceleration, displacement and stress information, taking the lightest weight as an optimization target, taking the stress value not exceeding the allowable stress as a constraint, utilizing an optimization function of finite element software, improving the optimization of the whole vehicle, and entering the step S4 until the optimization is completed, obtaining the optimal acceleration, displacement and stress information, and ending.
2. The CAE analysis method for motorcycle strength based on virtual pavement and explicit transient dynamics according to claim 1, characterized in that: the step S1 of constructing the virtual road surface specifically includes the following steps:
s111: obtaining an original road surface point cloud through laser 3D scanning, and importing the road surface point cloud into CATIA software;
s112: cutting and filtering the road point cloud through CATIA software, and exporting the point cloud in stl format;
s113: importing the stl format point cloud into discretization software, carrying out preliminary discretization, and then exporting in an inp format;
s114: importing the discretization file in the inp format into general finite element preprocessing software, performing Fill Gap repair by adopting a draft method, and then performing meshing and mesh adjustment again to obtain an available virtual pavement model.
3. The CAE analysis method of motorcycle strength based on virtual pavement and explicit transient dynamics according to claim 1, characterized in that: the steps for obtaining the stiffness and damping force curve of the shock absorber in the step S2 are as follows:
s21: preparing a shock absorber assembly sample;
s22: calibrating and checking test equipment;
s23: installing a shock absorber, and carrying out rigidity and damping tests according to GB/T62-2007 to obtain rigidity and damping curves;
s24: and processing the obtained rigidity and damping curve, wherein the processing comprises averaging processing and smoothing processing to obtain the rigidity and damping force curve of the shock absorber.
4. The CAE analysis method of motorcycle strength based on virtual pavement and explicit transient dynamics according to claim 1, characterized in that: the step of constructing the traveling system model in step S5 is as follows:
s51: inputting material parameters, shock absorber parameters and tire parameters into a whole vehicle model;
s52: placing a whole vehicle model containing a human body model on a virtual road surface, setting an actual road surface friction coefficient, and establishing a coupling relation between the whole vehicle and the road surface;
s53: and (5) carrying out gravity loading calibration on the whole vehicle model, judging whether the difference between the simulation data and the test data is within 5%, if not, entering the step S51, and if so, completing construction of the driving system model.
5. The CAE analysis method for motorcycle strength based on virtual pavement and explicit transient dynamics according to claim 1, characterized in that: the steps for obtaining the stress-strain curve in step S1 are as follows:
s121: calibrating a dynamic and static material testing machine and preparing a test sample according to the standard GB/T228.1-2010;
s122: performing a material tensile test to obtain a test curve;
s123: and (4) carrying out averaging treatment and smoothing treatment on the obtained test curve to obtain a stress-strain curve.
6. The CAE analysis method of motorcycle strength based on virtual pavement and explicit transient dynamics according to claim 1, characterized in that: the step of building a tire model of a motorcycle in step S3 is as follows:
s31: carrying out rigidity test on the tire according to the test standard GB/T23663-2009;
s32: building a tire and hub geometric model according to a target tire;
s33: the method comprises the following steps of 1, establishing a tire Rubber model by using a Mooney-Rivlin Rubber material constitutive structure, and establishing a hub model by using an elastic material;
s34: and carrying out simulation analysis on the tire hub in the test process, optimizing the parameters of the model, carrying out benchmarking on the analysis result and the test result, and correcting the test result by using the analysis result to obtain the tire model.
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