CN113656943A - Method for extracting fatigue load spectrum of chassis component of whole commercial vehicle - Google Patents
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Abstract
The invention discloses a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle, which comprises the following steps: formulating a test field road test scheme and collecting durable road signals of a real vehicle test field; establishing a rigid-flexible coupling multi-body dynamic model of the whole vehicle and checking; obtaining the displacement of the axle head of the wheel center through an iterative back-solving strategy and judging and converging according to a time domain, a frequency domain and a relative damage value; and if the convergence result meets the standard, driving the whole vehicle rigid-flexible coupling multi-body dynamic model to perform loading simulation and extracting the fatigue load spectrum of the parts of the whole vehicle. The method avoids the influence of the tire parameter characteristics which are difficult to obtain on the finished automobile simulation load result, furthest restores the road surface condition of a real user, ensures the accuracy of fatigue calculation, plays a good guiding role in later-stage vehicle type cab design modification, can predict the fatigue endurance performance of the sample vehicle before production, thereby pertinently improving the structure, and has an important reference value for researching the system-level fatigue endurance of the automobile.
Description
Technical Field
The invention relates to the technical field of structural design of finished vehicles and parts, in particular to a method for extracting fatigue load spectrums of chassis parts of finished vehicles of commercial vehicles.
Background
Commercial vehicles are widely applied to the road transportation industry due to the absolute advantages of transportation distance, load capacity and ton oil consumption, but the problems of fatigue damage are serious due to severe use environment and complex working conditions; it has been found that about 80% of failures in structural components of commercial vehicles are caused by fatigue failure; therefore, how to accurately predict the fatigue life and improve the fatigue endurance performance is a difficult problem to be solved urgently in the automobile industry at present.
The traditional method for evaluating the fatigue life of the automobile is to carry out a road endurance test in a test field, if the problem of endurance failure occurs, the design improvement is needed, and the road endurance test is carried out again, so that the defects of serious dependence on physical sample automobiles, long test period, high cost and the like exist. In recent years, with the continuous development of numerical calculation methods, extracting fatigue load spectrums of parts of a whole vehicle by combining an enhanced road real vehicle test and a CAE simulation technology becomes a current main technical means. The method is characterized in that a VPG (virtual test field) simulation technology is most typical, digital information of a strengthened road surface is collected through a test field, an accurate whole vehicle multi-body dynamic model (including a tire model) is established, and a fatigue load spectrum of parts can be obtained without a sample vehicle real vehicle road test; however, no actual measurement signal is used as a monitoring basis, the excitation response precision of the whole vehicle multi-body dynamic model under complex road conditions cannot be verified, and particularly the problem of high nonlinearity between a tire model and the ground makes the precision of VPG simulation solution difficult to control and judge.
At present, the method for extracting the fatigue load spectrum of the chassis component of the whole vehicle by using a CAE simulation means mainly comprises a direct loading method and a restrained vehicle body loading method, and has the following limitations: the direct loading method directly applies six-component force signals actually measured in a test field to the wheel, and the model drift divergence and non-convergence can be caused by loading vertical force on the wheel center of an unconstrained whole vehicle model because the vehicle body is in a free state in the road test process; the constraint loading method is characterized in that the posture of the vehicle body is constrained, then six components of force of the wheel center of the test field are loaded, and the constraint loading method controls the posture of the vehicle body, so that the extracted load spectrum has a certain difference with the real stress condition of the road surface of the test field.
Disclosure of Invention
This section is for the purpose of summarizing some aspects of embodiments of the invention and to briefly introduce some preferred embodiments. In this section, as well as in the abstract and the title of the invention of this application, simplifications or omissions may be made to avoid obscuring the purpose of the section, the abstract and the title, and such simplifications or omissions are not intended to limit the scope of the invention.
The present invention has been made in view of the above-mentioned conventional problems.
Therefore, the technical problem solved by the invention is as follows: in the prior art, the drift divergence of a model is not converged due to the fact that a vertical force is loaded on the wheel center of an unconstrained whole vehicle model, and a certain difference exists between an extracted load spectrum and the real stress condition of a tested field strengthened road surface.
In order to solve the technical problems, the invention provides the following technical scheme: formulating a test field road test scheme and collecting durable road signals of a real vehicle test field; establishing a rigid-flexible coupling multi-body dynamic model of the whole vehicle and checking the rigidity of a suspension of the model; based on the acquired signals and the rigid-flexible coupling multi-body dynamic model of the whole vehicle, obtaining the displacement of the axle head of the wheel hub through an iterative back-solving strategy and carrying out convergence according to a time domain, a frequency domain and a relative damage value; and if the convergence result meets the standard, driving the whole vehicle rigid-flexible coupling multi-body dynamic model to perform loading simulation and extracting the fatigue load spectrum of the parts of the whole vehicle.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: the method comprises the following steps of establishing a road test scheme of the test field, associating target user use mileage with test field intensified road mileage based on a damage equivalence principle, namely optimizing a road combination of the test field to enable pseudo damage values caused by a road of the test field combination to be consistent with those caused by a road of an actual user.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: the acquired signals comprise six components of wheel center force, vulnerable point stress strain, chassis part acceleration and displacement.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: the method for establishing the rigid-flexible coupling multi-body dynamic model of the whole vehicle comprises the steps of sequentially assembling front and rear suspensions, steering, power, tires, brakes and a vehicle body system of the whole vehicle based on communication connection of templates according to a topological structure of the commercial vehicle to obtain the rigid-flexible coupling multi-body dynamic model of the whole vehicle.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: the durable road surface of the test field comprises a long wave road, a twisted road, a washboard road with an angle, a staggered washboard road and a Belgium road.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: checking the finished automobile dynamic model comprises checking the rigidity of a model suspension according to sample automobile K & C test data, wherein the K & C test is carried out on a full-load high-precision K & C test bed, and the checking comprises the following steps: parallel wheel jump, reverse wheel jump, suspension system friction, equidirectional lateral force and reverse lateral force.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: the whole vehicle parts comprise a frame, a cab, a chassis structural part and a cantilever type bracket.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: the iterative back-solving strategy comprises generating red-pink white noise uNoiseAs an initial driving signal of the whole vehicle multi-body dynamic model, a white noise response signal y of the whole vehicle multi-body dynamic model is output in a simulation modeNoiseCalculating a transfer function of a multi-body dynamic system of the whole vehicle by a formula F(s); according to the inverse transfer function F of the system-1And expected signal y collected by real vehicle test fielddes(s) from formula uo(s) obtaining an initial iterative drive signal u0(s) using the initial drive signal u0(s) driving the multi-body model, and obtaining a response signal of a corresponding channel through simulation; comparing the response signal obtained by simulation with the real signal actually measured in the test field, and continuously correcting the formula un+1(s) parameters a, so that the simulation response signal infinitely approaches the target signal collected by the test field; and carrying out iterative convergence according to the three indexes of the time domain, the frequency domain and the relative damage value.
As a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: the formulae F(s), uo(s)、un+1(s) comprises (a) a mixture of,
uo(s)＝F-1*ydes(s)
un+1(s)＝un(s)+aF-1(s)·(ydes(s)-yn(s))。
as a preferred scheme of the method for extracting the fatigue load spectrum of the chassis component of the whole commercial vehicle, the method comprises the following steps: and when the relative damage value is between 0.5 and 2, the practical engineering requirement can be met.
The invention has the beneficial effects that: the method avoids the influence of the tire parameter characteristics which are difficult to obtain on the finished automobile simulation load result, furthest restores the road surface condition of a real user, ensures the accuracy of fatigue calculation, plays a good guiding role in later-stage vehicle type cab design modification, can predict the fatigue endurance performance of the sample vehicle before production, thereby pertinently improving the structure, and has an important reference value for researching the system-level fatigue endurance of the automobile.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise. Wherein:
fig. 1 is a schematic basic flow chart of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of a user road and test field road association technology of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the invention;
fig. 3 is a schematic flow chart of a test field data acquisition and processing technique of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a rigid-flexible coupling multi-body dynamic model of a finished vehicle according to a method for extracting a fatigue load spectrum of a chassis component of the finished commercial vehicle provided by an embodiment of the invention;
fig. 5 is a calibration schematic diagram of a real vehicle K & C test of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the present invention;
fig. 6 is a schematic view of an iteration principle of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the present invention;
fig. 7 is a schematic diagram of iterative convergence determination of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the present invention;
FIG. 8 is a graph showing iterative simulation and comparison of tests of a method for extracting fatigue load spectra of chassis components of a commercial vehicle according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a left front Z-direction force of a cab of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the invention;
fig. 10 is a schematic diagram illustrating comparison between a cab fatigue simulation cloud chart and a test field road test result of a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, specific embodiments accompanied with figures are described in detail below, and it is apparent that the described embodiments are a part of the embodiments of the present invention, not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making creative efforts based on the embodiments of the present invention, shall fall within the protection scope of the present invention.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those specifically described and will be readily apparent to those of ordinary skill in the art without departing from the spirit of the present invention, and therefore the present invention is not limited to the specific embodiments disclosed below.
Furthermore, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one implementation of the invention. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
The present invention will be described in detail with reference to the drawings, wherein the cross-sectional views illustrating the structure of the device are not enlarged partially in general scale for convenience of illustration, and the drawings are only exemplary and should not be construed as limiting the scope of the present invention. In addition, the three-dimensional dimensions of length, width and depth should be included in the actual fabrication.
Meanwhile, in the description of the present invention, it should be noted that the terms "upper, lower, inner and outer" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation and operate, and thus, cannot be construed as limiting the present invention. Furthermore, the terms first, second, or third are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The terms "mounted, connected and connected" in the present invention are to be understood broadly, unless otherwise explicitly specified or limited, for example: can be fixedly connected, detachably connected or integrally connected; they may be mechanically, electrically, or directly connected, or indirectly connected through intervening media, or 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.
Example 1
Referring to fig. 1 to 9, an embodiment of the present invention provides a method for extracting a fatigue load spectrum of a chassis component of a commercial vehicle, including:
s1: formulating a test field road test scheme and collecting durable road signals of a real vehicle test field;
specifically, as shown in fig. 2 to 3:
(1) based on a damage equivalence principle, correlating the mileage used by a target user with the road mileage used by a test field, namely optimizing the road combination of the test field to make the pseudo damage values caused by the road of the test field combination consistent with those of the actual user road, and determining the cycle times of each road to make the pseudo damage values of each load channel consistent with those of the actual user road;
(2) acquiring durable pavement signals of a real vehicle test field: firstly, a specific sensor arrangement scheme is formulated according to the whole vehicle structure of a 6x4 tractor and CAE fatigue simulation analysis requirements, and is shown in Table 1. The scheme mainly comprises the following steps: manufacturing, installing and debugging a sextant adapter, arranging positions of displacement and acceleration sensors, a patch position and bridging scheme of a strain gauge and a calibration scheme; and (3) acquiring signals according to the test field road test scheme formulated in the step (1), wherein the acquired signal types comprise six components of wheel center, stress strain of vulnerable points, acceleration of chassis parts, displacement and the like.
Table 1: a sensor placement table.
(3) And (3) durable pavement signal processing of a real vehicle test field: due to the impact effect of the test field road surface and the influence of related electronic circuits, the originally acquired signals usually contain low-frequency drift below 1Hz and electromagnetic interference signals above 40Hz, cannot be directly used for virtual iteration, and need to be subjected to corresponding data processing, mainly comprising data filtering, burr correction and drift correction, wherein the flow chart of the test field data acquisition and analysis technology is shown in FIG. 2.
S2: establishing a rigid-flexible coupling multi-body dynamic model of the whole vehicle and checking the rigidity of a model suspension; it should be noted that:
the multi-body dynamic model is used as an important carrier for extracting a load spectrum, the model precision directly influences the reliability of a fatigue load spectrum, and in order to ensure the precision of the whole vehicle multi-body dynamic model, the quality parameters of parts of a whole vehicle (such as the mass and inertia of parts of a cab, a power assembly, a container and the like and the full-load mass and inertia of the whole vehicle), the elastic mechanical parameters of front and rear suspensions (including the rigidity of a bush, the damping of a shock absorber and the like) are measured by using a test bench. And acquiring basic parameters (such as spring load mass, tire radius and the like), hard point coordinate information of front and rear suspensions and leaf spring information (reed arc height, thickness and installation length) of the whole vehicle according to the actual structure of the whole vehicle, and assembling the whole vehicle after the work is finished. The method comprises the steps that assemblies such as front and rear suspensions, steering, power, tires, braking and vehicle body systems are assembled, communication connection of templates is considered according to topological structures of commercial vehicles, different commercial vehicle structural subsystems are built, and then the rigid-flexible coupling multi-body dynamic model of the whole vehicle shown in the figure 4 is obtained through assembly in sequence; as shown in fig. 5, in the multi-body model of the whole vehicle, an output Request (Request) is established at the corresponding mounting point of each component for extracting and using a subsequent fatigue load spectrum, and then the stiffness of the suspension of the model is checked according to the K & C test data of the sample vehicle, so as to ensure the precision of the multi-body model and the precision of fatigue load decomposition.
S3: based on the collected signals and a rigid-flexible coupling multi-body dynamic model of the whole vehicle, obtaining the displacement of the axle head of the wheel center through an iterative back-solving strategy and carrying out convergence according to a time domain, a frequency domain and a relative damage value;
specifically, as shown in fig. 6 to 7, the virtual iteration and convergence process includes:
(1) generating red pink white noise uNoiseAs an initial driving signal of a multi-body dynamic model of the whole vehicle, a white noise response signal y of the multi-body dynamic model is simulated and outputNoiseCalculating a transfer function of the multi-body dynamic system of the whole vehicle by a formula F(s):
(2) according to the inverse transfer function F of the system-1And expected signal y collected by real vehicle test fielddes(s) from formula uo(s) obtaining an initial iterative drive signal u0(s) using the startingDrive signal u0(s) driving the multi-body model, and obtaining response signals of corresponding channels through simulation:
uo(s)＝F-1*ydes(s)
(3) as shown in FIG. 8, the response signal obtained by simulation is compared with the real signal actually measured in the test field, and the formula u is continuously correctedn+1Parameter a in(s) such that the simulated response signal approaches the target signal acquired by the test field indefinitely:
un+1(s)＝un(s)+aF-1(s)·(ydes(s)-yn(s))
(4) and carrying out iterative convergence according to the three indexes of the time domain, the frequency domain and the relative damage value.
S4: if the convergence result meets the standard, driving a whole vehicle rigid-flexible coupling multi-body dynamic model to perform loading simulation and extracting a fatigue load spectrum of parts of the whole vehicle; it should be noted that:
the method mainly considers the curve trend of simulation and actual measurement and the coincidence degree of peak values in the aspects of time domain and frequency domain; the relative damage value represents the approximate degree of fatigue damage of the two load spectrums to the same structure, the actual engineering requirements can be basically met when the relative damage value is 0.5-2 by calculating the ratio of the pseudo damage of the iterative signal to the pseudo damage of the actually measured signal, at the moment, the corresponding wheel center vertical displacement after virtual iteration is the required wheel center displacement driving signal and is used as the constraint condition of the load extraction of the whole vehicle, so that the drift divergence of the whole vehicle is prevented.
Further, as shown in fig. 9, the vehicle dynamics simulation: and combining other five-component forces except the Z-direction force with the wheel center vertical displacement obtained by the virtual iteration, respectively applying the five-component forces to the wheel center position to drive the whole vehicle dynamic model, and driving the whole vehicle multi-body dynamic model to simulate by the shaft head vertical displacement and the five-component force.
And extracting a load spectrum of the whole vehicle component, namely outputting a Request (Request) of a corresponding component in post-processing through whole vehicle multi-body dynamics analysis, namely outputting fatigue load spectrums of all mounting points of the whole vehicle component (comprising a frame, a cab, a chassis structural member and a cantilever type bracket), and developing and using the fatigue durability of the whole vehicle and the component.
The method is based on the damage equivalence principle, the tested field intensified road surface mileage is correlated with the user used mileage, the actual stress condition of the whole vehicle parts under the excitation of a typical road surface by an actual user is highly reduced, and the actual measurement of six component forces of the wheel center of the whole vehicle is used as external road excitation input, so that the influence of the tire parameter characteristics which are difficult to obtain on the simulation load result of the whole vehicle is avoided; the method combining the iterative inversion method and the multi-body dynamics improves the fatigue simulation solving speed, simultaneously reduces the real user pavement condition to the maximum extent, and ensures the accuracy of fatigue calculation; the method plays a good guiding role in design of a vehicle cab modified in a later period, fatigue endurance performance of a sample vehicle can be predicted before production of the sample vehicle, so that structural improvement is performed pertinently, in addition, the method has an important reference value for researching the system-level fatigue endurance of the vehicle, overcomes the defect that model drift divergence is not converged due to a direct loading method, and meanwhile, the precision of an extracted load spectrum is obviously superior to that of a constraint vehicle body loading method.
Example 2
Referring to fig. 10, another embodiment of the present invention is different from the first embodiment in that a verification test of a fatigue load spectrum extraction method for a chassis component of a commercial vehicle is provided, and to verify and explain technical effects adopted in the method, the embodiment performs a verification test on the method of the present invention based on an actual application scenario, and verifies a real effect of the method by a scientific demonstration means.
Aiming at the problem that the fatigue load spectrum of the chassis part of the commercial vehicle is difficult to obtain, the wheel center six-component data is collected by arranging a six-component force meter, and the fatigue load spectrum of the chassis part of the whole vehicle is extracted by combining multi-body dynamics and a cycle iteration principle; establishing a rigid-flexible coupling multi-body dynamic model of the whole vehicle in Adams/car, and carrying out K & C test for model verification; in order to avoid the phenomenon of model instability and divergence caused by direct loading of the wheel center Z-direction force, the wheel center Z-direction displacement is obtained through iteration and inverse calculation by taking the Z-direction force actually measured in a test field as a target signal, convergence is carried out on the time domain and the relative damage value, the consistency of a simulation result and an actually measured result is better, then the wheel center Z-direction displacement is combined with other five-component force except the Z-direction force to drive a multi-body dynamic model, and a fatigue load spectrum can be extracted at a corresponding request point of the model; fig. 10 shows that the fatigue damage point of the cab calculated by using the fatigue load spectrum extracted by the method is consistent with the road test result of the test field, which indicates that the fatigue load spectrum extracted by the method highly restores the road information of the test field and has high reliability.
It should be noted that the above-mentioned embodiments are only for illustrating the technical solutions of the present invention and not for limiting, and 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 on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, which should be covered by the claims of the present invention.
Claims (10)
1. A fatigue load spectrum extraction method for a chassis component of a commercial vehicle is characterized by comprising the following steps:
formulating a test field road test scheme and collecting durable road signals of a real vehicle test field;
establishing a rigid-flexible coupling multi-body dynamic model of the whole vehicle and checking the rigidity of a suspension of the model;
based on the acquired signals and the rigid-flexible coupling multi-body dynamic model of the whole vehicle, obtaining the displacement of the axle head of the wheel hub through an iterative back-solving strategy and carrying out convergence according to a time domain, a frequency domain and a relative damage value;
and if the convergence result meets the standard, driving the whole vehicle rigid-flexible coupling multi-body dynamic model to perform loading simulation and extracting the fatigue load spectrum of the parts of the whole vehicle.
2. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 1, wherein: the making of the test field road test scheme comprises the following steps,
based on the damage equivalence principle, the target user use mileage is correlated with the test field intensified pavement mileage, namely, the test field pavement combination is optimized, so that the pseudo damage value caused by the test field combination road and the actual user road is consistent.
3. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 1, wherein: the acquired signals comprise six components of wheel center force, vulnerable point stress strain, chassis part acceleration and displacement.
4. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 1, wherein: the establishment of the rigid-flexible coupling multi-body dynamic model of the whole vehicle comprises the following steps of,
and sequentially assembling front and rear suspensions, steering, power, tires, brakes and a vehicle body system of the whole vehicle based on communication connection of templates according to a topological structure of the commercial vehicle to obtain the rigid-flexible coupling multi-body dynamic model of the whole vehicle.
5. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 1 or 2, wherein: the durable road surface of the test field comprises a long wave road, a twisted road, a washboard road with an angle, a staggered washboard road and a Belgium road.
6. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 1 or 4, wherein: the checking of the complete vehicle dynamics model comprises the steps of,
the model suspension stiffness is checked according to sample car K & C test data, the K & C test is carried out on a full-load high-precision K & C test bed, and the method comprises the following steps: parallel wheel jump, reverse wheel jump, suspension system friction, equidirectional lateral force and reverse lateral force.
7. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 1, wherein: the whole vehicle parts comprise a frame, a cab, a chassis structural part and a cantilever type bracket.
8. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 6, wherein: the iterative back-solving strategy comprises that,
generating red pink white noise uNoiseAs an initial driving signal of the whole vehicle multi-body dynamic model, a white noise response signal y of the whole vehicle multi-body dynamic model is output in a simulation modeNoiseCalculating a transfer function of a multi-body dynamic system of the whole vehicle by a formula F(s);
according to the inverse transfer function F of the system-1And expected signal y collected by real vehicle test fielddes(s) from formula uo(s) obtaining an initial iterative drive signal u0(s) using the initial drive signal u0(s) driving the multi-body model, and obtaining a response signal of a corresponding channel through simulation;
comparing the response signal obtained by simulation with the real signal actually measured in the test field, and continuously correcting the formula un+1(s) parameters a, so that the simulation response signal infinitely approaches the target signal collected by the test field;
and carrying out iterative convergence according to the three indexes of the time domain, the frequency domain and the relative damage value.
9. The method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 8, wherein: the formulae F(s), uo(s)、un+1(s) comprises (a) a mixture of,
uo(s)＝F-1*ydes(s)
un+1(s)＝un(s)+aF-1(s)·(ydes(s)-yn(s))。
10. the method for extracting the fatigue load spectrum of the chassis component of the commercial vehicle as claimed in claim 1 or 2, wherein: and when the relative damage value is between 0.5 and 2, the practical engineering requirement can be met.
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