CN113656943B - Method for extracting fatigue load spectrum of whole chassis part of commercial vehicle - Google Patents
Method for extracting fatigue load spectrum of whole chassis part of commercial vehicle Download PDFInfo
- Publication number
- CN113656943B CN113656943B CN202110803044.8A CN202110803044A CN113656943B CN 113656943 B CN113656943 B CN 113656943B CN 202110803044 A CN202110803044 A CN 202110803044A CN 113656943 B CN113656943 B CN 113656943B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- road
- whole
- whole vehicle
- test field
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000001228 spectrum Methods 0.000 title claims abstract description 49
- 238000000034 method Methods 0.000 title claims abstract description 47
- 238000012360 testing method Methods 0.000 claims abstract description 76
- 238000004088 simulation Methods 0.000 claims abstract description 27
- 230000008878 coupling Effects 0.000 claims abstract description 18
- 238000010168 coupling process Methods 0.000 claims abstract description 18
- 238000005859 coupling reaction Methods 0.000 claims abstract description 18
- 238000006073 displacement reaction Methods 0.000 claims abstract description 14
- 238000011068 loading method Methods 0.000 claims abstract description 13
- 239000000725 suspension Substances 0.000 claims description 15
- 230000004044 response Effects 0.000 claims description 13
- 238000012546 transfer Methods 0.000 claims description 6
- 241000510097 Megalonaias nervosa Species 0.000 claims description 4
- 230000001133 acceleration Effects 0.000 claims description 4
- 238000004891 communication Methods 0.000 claims description 4
- 238000004364 calculation method Methods 0.000 abstract description 5
- 238000013461 design Methods 0.000 abstract description 5
- 238000004519 manufacturing process Methods 0.000 abstract description 5
- 230000006872 improvement Effects 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 8
- 238000004458 analytical method Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 230000005284 excitation Effects 0.000 description 3
- 238000000605 extraction Methods 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 238000012795 verification Methods 0.000 description 3
- 238000012937 correction Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 240000002853 Nelumbo nucifera Species 0.000 description 1
- 235000006508 Nelumbo nucifera Nutrition 0.000 description 1
- 235000006510 Nelumbo pentapetala Nutrition 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000000354 decomposition reaction Methods 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000012805 post-processing Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2111/00—Details relating to CAD techniques
- G06F2111/04—Constraint-based CAD
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2218/00—Aspects of pattern recognition specially adapted for signal processing
- G06F2218/08—Feature extraction
- G06F2218/10—Feature extraction by analysing the shape of a waveform, e.g. extracting parameters relating to peaks
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Geometry (AREA)
- General Physics & Mathematics (AREA)
- Evolutionary Computation (AREA)
- General Engineering & Computer Science (AREA)
- Computer Hardware Design (AREA)
- Automation & Control Theory (AREA)
- Aviation & Aerospace Engineering (AREA)
- Computational Mathematics (AREA)
- Mathematical Analysis (AREA)
- Mathematical Optimization (AREA)
- Pure & Applied Mathematics (AREA)
- Investigating Strength Of Materials By Application Of Mechanical Stress (AREA)
Abstract
The application discloses a method for extracting a fatigue load spectrum of a whole chassis part of a commercial vehicle, which comprises the following steps: making a road test scheme of a test field and collecting durable pavement signals of the actual vehicle test field; establishing a rigid-flexible coupling multi-body dynamics model of the whole vehicle and checking; obtaining the displacement of the wheel spindle head through an iterative inverse strategy, and judging convergence according to the time domain, the frequency domain and the relative damage value; and if the convergence result meets the standard, driving the rigid-flexible coupling multi-body dynamics model of the whole vehicle to carry out loading simulation and extracting the fatigue load spectrum of the parts of the whole vehicle. The method avoids the influence of tire parameter characteristics which are difficult to obtain on the simulation load result of the whole vehicle, restores the road surface condition of a real user to the maximum extent, ensures the accuracy of fatigue calculation, plays a very good guiding role in the design of the cab of the later-period remodelling vehicle type, and can predict the fatigue durability performance of the later-period remodelling vehicle type before the production of the sample vehicle, thereby pertinently carrying out structural improvement, and has important reference value for researching the system-level fatigue durability of the vehicle.
Description
Technical Field
The application relates to the technical field of structural design of a whole vehicle and parts, in particular to a method for extracting a fatigue load spectrum of a chassis part of a whole vehicle of a commercial vehicle.
Background
The absolute advantages of the commercial vehicle, such as transportation distance, load capacity and ton oil consumption, are widely applied to the road transportation industry, but the problem of fatigue damage is serious due to severe use environment and complex working conditions; studies have shown that about 80% of failures in commercial vehicle structural components are caused by fatigue failure; therefore, how to accurately predict fatigue life and improve fatigue durability performance is a problem to be solved in the current automobile industry.
The traditional automobile fatigue life assessment method is to conduct a road endurance test in a test field, if the problem of endurance failure occurs, design improvement is needed, the road endurance test is conducted again, and the defects of serious dependence on a physical sample automobile, long test period, high cost and the like exist. In recent years, along with the continuous development of a numerical calculation method, the combination of the reinforced road real vehicle test and the CAE simulation technology is used for extracting the fatigue load spectrum of the whole vehicle parts and components as the current main technical means. The most typical technology is VPG (virtual test field) simulation technology, the method collects the digital information of the reinforced pavement through the test field and establishes an accurate whole vehicle multi-body dynamics model (comprising a tire model), and the fatigue load spectrum of the part can be obtained without the need of a real vehicle road test of a sample vehicle; however, no actual measurement signal is used as a monitoring basis, and the excitation response precision of the whole vehicle multi-body dynamics model under complex road conditions cannot be verified, especially the problem of high nonlinearity between the tire model and the ground, so that the precision of VPG simulation solving is difficult to control and judge.
At present, methods for extracting fatigue load spectrums of chassis parts of a whole vehicle by using CAE simulation means mainly comprise a direct loading method and a constraint vehicle body loading method, and have the following limitations: the direct loading method directly applies the six-component force signal actually measured in the test field to the wheels, and because the vehicle body in the road test process is in a free state, the vertical force is loaded on the wheel center of the unconstrained whole vehicle model, so that the model drift divergence is not converged; the constraint loading method is to constrain the posture of the vehicle body and then load six component forces of the wheel center of the test field, and the constraint loading method has a certain difference between the extracted load spectrum and the actual stress condition of the test field-enhanced road surface due to the control of the posture of the vehicle body.
Disclosure of Invention
This section is intended to outline some aspects of embodiments of the application and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section as well as in the description of the application and in the title of the application, which may not be used to limit the scope of the application.
The present application has been made in view of the above-described problems occurring in the prior art.
Therefore, the technical problems solved by the application are as follows: in the prior art, vertical force loading on the wheel center of an unconstrained whole vehicle model can cause model drift divergence and non-convergence, and the extracted load spectrum and the actual stress condition of a test field-enhanced pavement have certain difference.
In order to solve the technical problems, the application provides the following technical scheme: making a road test scheme of a test field and collecting durable pavement signals of the actual vehicle test field; establishing a rigid-flexible coupling multi-body dynamics 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 dynamics model of the whole vehicle, obtaining the displacement of the axle head of the wheel through an iterative inverse strategy, and carrying out convergence judgment according to the time domain, the frequency domain and the relative damage value; and if the convergence judging result meets the standard, driving the rigid-flexible coupling multi-body dynamics model of the whole vehicle to carry out loading simulation and extracting the fatigue load spectrum of the parts of the whole vehicle.
As a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: the establishment of the test field road test scheme comprises the step of correlating the using mileage of a target user with the enhanced road mileage of the test field based on the damage equivalent principle, namely optimizing the road combination of the test field, so that the pseudo damage value caused by the road combination of the test field and the actual user road is consistent.
As a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: the collected signals comprise six component forces of the wheel center, stress strain of vulnerable points, acceleration and displacement of chassis parts.
As a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: the establishment of the rigid-flexible coupling multi-body dynamics model of the whole vehicle comprises the steps of sequentially assembling front and rear suspensions, steering, power, tires, braking and a vehicle body system of the whole vehicle according to a commercial vehicle topological structure based on communication connection of all templates to obtain the rigid-flexible coupling multi-body dynamics model of the whole vehicle.
As a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: the durable pavement of the test field comprises a long wave road, a twisted road, a washboard road with angles, a staggered washboard road and a Belgium road.
As a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: checking the whole vehicle dynamics model comprises checking the rigidity of the model suspension according to sample vehicle K & C test data, wherein the K & C test is performed on a full-load high-precision K & C test bed and comprises the following steps: parallel wheel jump, reverse wheel jump, suspension system friction, same-direction lateral force and reverse lateral force working conditions.
As a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: the whole vehicle parts comprise a frame, a cab, a chassis structural member and a cantilever bracket.
As a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: the iterative inverse strategy comprises generating red-white noise u Noise As an initial driving signal of the whole vehicle multi-body dynamics model, a white noise response signal y is outputted in a simulation mode Noise Calculating a transfer function of the whole vehicle multi-body dynamics system according to a formula F(s); according to the inverse transfer function F of the system -1 And expected signal y collected by real vehicle test field des (s) from formula u o (s) obtaining an initial iterative drive signal u 0 (s) using the initial drive signal u 0 (s) driving the multi-body model, and obtaining response signals of the corresponding channels through simulation; comparing the response signal obtained by simulation with the real signal actually measured in the test field, and continuously correcting the formula u n+1 The parameter a in(s) being such that the simulated response signal is infinitely close to the target signal acquired at the test field; and carrying out iterative convergence judgment according to the three indexes of the time domain, the frequency domain and the relative damage value.
As the fatigue load of the whole chassis part of the commercial vehicleA preferred embodiment of the lotus spectrum extraction method, wherein: the formulas F(s), u o (s)、u n+1 (s) comprises the steps of (a),
u o (s)＝F -1 *y des (s)
u n+1 (s)＝u n (s)+aF -1 (s)·(y des (s)-y n (s))。
as a preferable scheme of the method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle, the application comprises the following steps: when the relative damage value is between 0.5 and 2, the engineering practical requirement can be met.
The application has the beneficial effects that: the method avoids the influence of tire parameter characteristics which are difficult to obtain on the simulation load result of the whole vehicle, restores the road surface condition of a real user to the maximum extent, ensures the accuracy of fatigue calculation, plays a very good guiding role in the design of the cab of the later-period remodelling vehicle type, and can predict the fatigue durability performance of the later-period remodelling vehicle type before the production of the sample vehicle, thereby pertinently carrying out structural improvement, and has important reference value for researching the system-level fatigue durability of the vehicle.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
FIG. 1 is a basic flow diagram of a method for extracting fatigue load spectrum of a chassis part of a whole commercial vehicle according to an embodiment of the present application;
FIG. 2 is a flowchart of a technique for associating a user road with a test field road surface in a method for extracting a fatigue load spectrum of a whole chassis component of a commercial vehicle according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a test field data acquisition and processing technique of a method for extracting fatigue load spectrum of a whole chassis component of a commercial vehicle according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a rigid-flexible coupling multi-body dynamics model of a whole vehicle of a method for extracting fatigue load spectrum of a whole chassis part of a commercial vehicle according to an embodiment of the application;
FIG. 5 is a schematic diagram of real vehicle K & C test calibration of a method for extracting a fatigue load spectrum of a whole chassis part of a commercial vehicle according to an embodiment of the present application;
FIG. 6 is a schematic diagram of an iteration principle of a method for extracting a fatigue load spectrum of a whole chassis component of a commercial vehicle according to an embodiment of the present application;
fig. 7 is an iterative convergence judging schematic diagram of a method for extracting a fatigue load spectrum of a whole chassis part of a commercial vehicle according to an embodiment of the present application;
FIG. 8 is a graph of iterative simulation versus test comparison of a method for extracting fatigue load spectrum of a chassis component of a commercial vehicle according to an embodiment of the present application;
FIG. 9 is a schematic diagram of a left front Z-direction force of a cab of a method for extracting fatigue load spectrum of a chassis component of a whole commercial vehicle according to an embodiment of the present application;
fig. 10 is a schematic diagram of 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 whole chassis part of a commercial vehicle according to an embodiment of the present application.
Detailed Description
So that the manner in which the above recited objects, features and advantages of the present application can be understood in detail, a more particular description of the application, briefly summarized above, may be had by reference to the embodiments, some of which are illustrated in the appended drawings. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present application is not limited to the specific embodiments disclosed below.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the application. 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.
While the embodiments of the present application have been illustrated and described in detail in the drawings, the cross-sectional view of the device structure is not to scale in the general sense for ease of illustration, and the drawings are merely exemplary and should not be construed as limiting the scope of the application. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Also in the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "upper, lower, inner and outer", etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the apparatus or elements 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 application. 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 coupled" should be construed broadly in this disclosure unless otherwise specifically indicated and defined, such as: can be fixed connection, detachable connection or integral connection; it may also be a mechanical connection, an electrical connection, or a direct connection, or may be indirectly connected through an intermediate medium, or may be a communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
Example 1
Referring to fig. 1 to 9, for an embodiment of the present application, there is provided a method for extracting a fatigue load spectrum of a chassis part of a whole commercial vehicle, including:
s1: making a road test scheme of a test field and collecting durable pavement signals of the actual vehicle test field;
specifically, as shown in fig. 2 to 3:
(1) Based on the damage equivalent principle, correlating the using mileage of a target user with the field-enhanced road mileage of a test field, namely optimizing the road combination of the test field to ensure that the road combination of the test field is consistent with the pseudo damage value caused by the road of an actual user, and determining the cycle times of each road so as to ensure that the pseudo damage value of each load channel is consistent with the pseudo damage value in the actual driving road of the user;
(2) And (3) collecting signals of durable pavement in a real vehicle test field: firstly, a specific sensor arrangement scheme is formulated according to the whole vehicle structure of the 6x4 tractor and CAE fatigue simulation analysis requirements, as shown in Table 1. The scheme mainly comprises the following steps: manufacturing, installing and debugging of the sextant adapter, arrangement positions of displacement and acceleration sensors, patch positions of strain gauges, a bridge assembly scheme and a calibration scheme; and (3) carrying out signal acquisition according to the test field road test scheme formulated in the step (1), wherein the acquired signal type comprises six component forces of the wheel center, stress strain of vulnerable points, acceleration, displacement and the like of chassis parts.
Table 1: a sensor arrangement table.
(3) And (3) processing signals of durable pavement of a real vehicle test field: because of the impact of the pavement of the test field and the influence of related electronic circuits, the original acquisition signals usually comprise low-frequency drift below 1Hz and electromagnetic interference signals above 40Hz, cannot be directly used for virtual iteration, and need to undergo corresponding data processing, and mainly comprise data filtering, burr correction and drift correction, wherein a test field data acquisition and analysis technical flow chart is shown in fig. 2.
S2: establishing a rigid-flexible coupling multi-body dynamics model of the whole vehicle and checking rigidity of the model suspension; it should be noted that:
the model precision of the multi-body dynamics model is used as an important carrier for extracting a load spectrum, the reliability of the fatigue load spectrum is directly affected, and in order to ensure the precision of the whole vehicle multi-body dynamics model, the quality parameters of the whole vehicle parts (such as the quality and inertia of parts such as a cab, a power assembly, a container and the like and the full-load quality and inertia of the whole vehicle) and the elastic mechanical parameters of a front suspension and a rear suspension (including the rigidity of a bushing, the damping of a shock absorber and the like) are measured by using a test bed. Basic parameters (such as sprung mass, tire radius and the like) of the whole vehicle, hard point coordinate information of front and rear suspensions and leaf spring information (leaf spring arc height, thickness and installation length) are obtained according to the actual structure of the whole vehicle, and the whole vehicle can be assembled after the work is completed. Front and rear suspensions, steering, power, tires, braking, a vehicle body system and other assemblies are combined, communication connection of templates is considered according to a commercial vehicle topological structure, different commercial vehicle structure subsystems are established, and then the rigid-flexible coupling multi-body dynamics model of the whole vehicle shown in fig. 4 is obtained through sequential assembly; as shown in fig. 5, in the whole-vehicle multi-body model, an output Request (Request) is established at the corresponding mounting points of each component for the subsequent extraction and use of the fatigue load spectrum, and then the rigidity of the model suspension is checked according to the sample vehicle K & C test data so as to ensure the precision of the multi-body model and the precision of fatigue load decomposition.
S3: based on the acquired signals and a rigid-flexible coupling multi-body dynamics model of the whole vehicle, obtaining the displacement of the axle head of the wheel center through an iterative inverse solution strategy, and carrying out convergence judgment according to the time domain, the frequency domain and the relative damage value;
specifically, as shown in fig. 6 to 7, the virtual iteration and convergence judging process includes:
(1) Generating red white noise u Noise As an initial driving signal of the whole vehicle multi-body dynamics model, the white noise response signal y is simulated and output Noise Calculating a transfer function of the whole vehicle multi-body dynamics system according to a formula F(s):
(2) According toInverse transfer function F of system -1 And expected signal y collected by real vehicle test field des (s) from formula u o (s) obtaining an initial iterative drive signal u 0 (s) using the initial drive signal u 0 (s) driving the multi-body model, and obtaining response signals of the corresponding channels through simulation:
u o (s)＝F -1 *y des (s)
(3) As shown in FIG. 8, the response signal obtained by simulation is compared with the actual signal actually measured in the test field by continuously correcting the formula u n+1 The parameter a in(s) is such that the simulated response signal is infinitely close to the target signal acquired by the test field:
u n+1 (s)＝u n (s)+aF -1 (s)·(y des (s)-y n (s))
(4) And carrying out iterative convergence judgment 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 the rigid-flexible coupling multi-body dynamics model of the whole vehicle to carry out loading simulation and extracting the fatigue load spectrum of the parts of the whole vehicle; it should be noted that:
the time domain and the frequency domain mainly examine the coincidence degree of the curve trend and the peak value of the simulation and the actual measurement; the relative damage value represents the approximate degree of fatigue damage formed by two load spectrums to the same structure, the actual engineering requirement can be basically met when the relative damage value is between 0.5 and 2 by calculating the pseudo damage ratio of the iterative signal and the actually measured signal, and 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 whole vehicle load extraction so as to prevent the whole vehicle drift from diverging.
Further, as shown in fig. 9, the whole vehicle dynamics simulation: and combining the five component forces except the Z-direction force with the wheel center vertical displacement obtained through the virtual iteration, respectively applying the combined component forces to the wheel center position to drive the whole vehicle dynamics model, and carrying out simulation by using the shaft head vertical displacement plus the five component force to drive the whole vehicle multi-body dynamics model.
And extracting a load spectrum of the whole vehicle part, namely outputting a Request (Request) of a corresponding part in post-processing after the whole vehicle multi-body dynamics analysis, namely outputting a fatigue load spectrum of all mounting points of the whole vehicle part (comprising a frame, a cab, a chassis structural part and a cantilever bracket), and being applicable to the development and the use of the fatigue durability of the whole vehicle and the parts.
The application relates to a test field reinforced road mileage and a user used mileage based on a damage equivalent principle, which highly restores the actual stress condition of a whole vehicle part under typical road excitation of an actual user, and takes six component forces of the wheel center of the whole vehicle as external road excitation input, thereby avoiding the influence of tire parameter characteristics which are difficult to acquire on the simulation load result of the whole vehicle; the method combining the iterative inverse method and the multi-body dynamics improves the fatigue simulation solving speed, simultaneously reduces the road surface condition of the real user to the maximum extent, and ensures the accuracy of fatigue calculation; the method has a good guiding effect on the design of a cab of a later-stage modified vehicle type, fatigue durability performance of the vehicle can be predicted before production of a sample vehicle, so that structural improvement is performed pertinently, in addition, the method has important reference value for researching the fatigue durability of a vehicle system level, overcomes the defect that model drift and divergence are not converged due to a direct loading method, and meanwhile, the extracted load spectrum precision is obviously better than a constraint vehicle body loading method.
Example 2
Referring to fig. 10, another embodiment of the present application is different from the first embodiment in that a verification test of a method for extracting a fatigue load spectrum of a chassis part of a whole commercial vehicle is provided, and in order to verify and explain the technical effects adopted in the method, the embodiment performs the verification test on the method according to the actual application scenario, and verifies the actual effects of the method by means of scientific demonstration.
Aiming at the problem that the fatigue load spectrum of the chassis part of the commercial vehicle is difficult to acquire, six-component force data of the wheel center are acquired by arranging a sextant, and the fatigue load spectrum of the chassis part of the whole vehicle is extracted by combining multi-body dynamics with a cyclic iteration principle; establishing a rigid-flexible coupling multi-body dynamics model of the whole vehicle in Adams/car, and carrying out K & C test to carry out model verification; in order to avoid the phenomenon of unstable and divergent model caused by direct loading of the Z-directional force of the wheel center, Z-directional displacement of the wheel center is obtained through iteration by taking the Z-directional force actually measured in a test field as a target signal, judgment and convergence are carried out from two aspects of time domain and relative damage value, the consistency of a simulation result and an actually measured result is good, then the Z-directional displacement of the wheel center is combined with other five component forces except the Z-directional force to drive a multi-body dynamics model, and a fatigue load spectrum can be extracted at a corresponding request point of the model; FIG. 10 shows that the fatigue damage points of the cab obtained by calculation of the fatigue load spectrum extracted by the method are consistent with the road test results of the test field, and the fatigue load spectrum extracted by the method has high reliability and high reduction of the road information of the test field.
It should be noted that the above embodiments are only for illustrating the technical solution of the present application and not for limiting the same, and although the present application has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present application may be modified or substituted without departing from the spirit and scope of the technical solution of the present application, which is intended to be covered in the scope of the claims of the present application.
Claims (3)
1. A method for extracting a fatigue load spectrum of a whole chassis part of a commercial vehicle is characterized by comprising the following steps:
making a road test scheme of a test field and collecting durable pavement signals of the actual vehicle test field;
establishing a rigid-flexible coupling multi-body dynamics 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 dynamics model of the whole vehicle, obtaining the displacement of the axle head of the wheel through an iterative inverse strategy, and carrying out convergence judgment according to the time domain, the frequency domain and the relative damage value;
if the convergence result meets the standard, driving the rigid-flexible coupling multi-body dynamics model of the whole vehicle to carry out loading simulation and extracting a fatigue load spectrum of parts of the whole vehicle;
establishing a rigid-flexible coupling multi-body dynamics model of the whole vehicle comprises the steps of sequentially assembling front and rear suspensions, steering, power, tires, braking and a vehicle body system of the whole vehicle according to a commercial vehicle topological structure and communication connection based on various templates to obtain the rigid-flexible coupling multi-body dynamics model of the whole vehicle;
the durable pavement 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;
checking the rigidity of the model suspension, namely checking the rigidity of the model suspension according to K & C test data of a sample vehicle, wherein the K & C test is used for carrying out working conditions including parallel wheel jump, reverse wheel jump, suspension system friction, same-direction lateral force and reverse lateral force on a full-load high-precision K & C test bed;
the parts of the whole vehicle comprise a frame, a cab, a chassis structural member and a cantilever bracket;
when the relative damage value is between 0.5 and 2, the engineering actual requirement can be met;
the establishment of the test field road test scheme comprises the steps of correlating the use mileage of a target user with the field-intensity road mileage of a test field based on the damage equivalent principle, namely optimizing the test field road combination to ensure that the pseudo damage value caused by the test field combination road and the actual user road is consistent;
the collected signals comprise six component forces of the wheel center, stress strain of vulnerable points, acceleration and displacement of chassis parts.
2. The method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle as claimed in claim 1, wherein the method comprises the following steps of: the iterative inverse strategy includes,
generating red white noise u Noise As an initial driving signal of the whole vehicle multi-body dynamics model, a white noise response signal y is outputted in a simulation mode Noise Calculating a transfer function of the whole vehicle multi-body dynamics system according to a formula F(s);
according to the inverse transfer function F of the system -1 And expected signal y collected by real vehicle test field des (s) from formula u o (s) Obtaining an initial iterative driving signal u 0 (s) using the initial drive signal u 0 (s) driving the multi-body model, and obtaining response signals of the corresponding channels through simulation;
comparing the response signal obtained by simulation with the real signal actually measured in the test field, and continuously correcting the formula u n+1 The parameter a in(s) being such that the simulated response signal is infinitely close to the target signal acquired at the test field;
and carrying out iterative convergence judgment according to the three indexes of the time domain, the frequency domain and the relative damage value.
3. The method for extracting the fatigue load spectrum of the whole chassis part of the commercial vehicle as claimed in claim 2, wherein the method comprises the following steps of: the formulas F(s), u o (s)、u n+1 (s) comprises the steps of (a),
u o (s)＝F -1 *y des (s)
u n+1 (s)＝u n (s)+aF -1 (s)·(y des (s)-y n (s))。
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110803044.8A CN113656943B (en) | 2021-07-15 | 2021-07-15 | Method for extracting fatigue load spectrum of whole chassis part of commercial vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110803044.8A CN113656943B (en) | 2021-07-15 | 2021-07-15 | Method for extracting fatigue load spectrum of whole chassis part of commercial vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113656943A CN113656943A (en) | 2021-11-16 |
| CN113656943B true CN113656943B (en) | 2023-10-31 |
Family
ID=78489429
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110803044.8A Active CN113656943B (en) | 2021-07-15 | 2021-07-15 | Method for extracting fatigue load spectrum of whole chassis part of commercial vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113656943B (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114518234B (en) * | 2022-02-17 | 2023-08-15 | 浙江吉利控股集团有限公司 | Damage detection method for whole vehicle electric drive, server and computer readable storage medium |
| CN115048726A (en) * | 2022-06-30 | 2022-09-13 | 上海合科科技有限公司 | Method and system for calculating maximum stress distribution of vehicle chassis parts and storage medium |
| CN114861335B (en) * | 2022-07-11 | 2022-10-21 | 岚图汽车科技有限公司 | Calibration method of automobile dynamics calculation model and related equipment |
| CN116579187B (en) * | 2023-07-12 | 2023-09-19 | 岚图汽车科技有限公司 | Calibration method and device for vehicle simulation test and real vehicle test |
| CN117828954B (en) * | 2024-03-04 | 2024-06-07 | 质子汽车科技有限公司 | Swing arm fatigue analysis method and system considering contact state and electronic equipment |
| CN118036189B (en) * | 2024-04-11 | 2024-06-14 | 成都道恒车辆技术有限公司 | Method, system and equipment for predicting load of active steering and steer-by-wire of rear wheels |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104239734A (en) * | 2014-09-24 | 2014-12-24 | 重庆长安汽车股份有限公司 | Load analysis method for four-wheel six-component road spectrum of finished automobile |
| KR20160027529A (en) * | 2014-09-01 | 2016-03-10 | 주식회사 대한항공 | Method for testing fatigue life of composit airfoil structure |
| CN108829985A (en) * | 2018-06-21 | 2018-11-16 | 上海理工大学 | A kind of suspension dynamic K&C testing stand unidirectionally loads the preparation method of spectrum |
| CN110119577A (en) * | 2019-05-17 | 2019-08-13 | 江铃汽车股份有限公司 | A method of extracting pure electric vehicle truck batteries bag bracket structure load spectrum |
| CN111444623A (en) * | 2020-03-31 | 2020-07-24 | 桂林电子科技大学 | Collaborative optimization method and system for damping nonlinear commercial vehicle suspension dynamics |
| CN111581859A (en) * | 2020-03-31 | 2020-08-25 | 桂林电子科技大学 | Ride comfort modeling analysis method and system for suspension coupling nonlinear commercial vehicle |
| CN113010964A (en) * | 2021-03-16 | 2021-06-22 | 慧勒智行汽车技术(昆山)有限公司 | Vehicle bench test load spectrum analysis method based on virtual test field |
-
2021
- 2021-07-15 CN CN202110803044.8A patent/CN113656943B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20160027529A (en) * | 2014-09-01 | 2016-03-10 | 주식회사 대한항공 | Method for testing fatigue life of composit airfoil structure |
| CN104239734A (en) * | 2014-09-24 | 2014-12-24 | 重庆长安汽车股份有限公司 | Load analysis method for four-wheel six-component road spectrum of finished automobile |
| CN108829985A (en) * | 2018-06-21 | 2018-11-16 | 上海理工大学 | A kind of suspension dynamic K&C testing stand unidirectionally loads the preparation method of spectrum |
| CN110119577A (en) * | 2019-05-17 | 2019-08-13 | 江铃汽车股份有限公司 | A method of extracting pure electric vehicle truck batteries bag bracket structure load spectrum |
| CN111444623A (en) * | 2020-03-31 | 2020-07-24 | 桂林电子科技大学 | Collaborative optimization method and system for damping nonlinear commercial vehicle suspension dynamics |
| CN111581859A (en) * | 2020-03-31 | 2020-08-25 | 桂林电子科技大学 | Ride comfort modeling analysis method and system for suspension coupling nonlinear commercial vehicle |
| CN113010964A (en) * | 2021-03-16 | 2021-06-22 | 慧勒智行汽车技术(昆山)有限公司 | Vehicle bench test load spectrum analysis method based on virtual test field |
Non-Patent Citations (6)
| Title |
|---|
| Chen, KR ; He, SL ; Xu, EY.Research on ride comfort analysis and hierarchical optimization of heavy vehicles with coupled nonlinear dynamics of suspension.《MEASUREMENT》.2020,第165卷1-15. * |
| Fatigue Analysis of a Medium Truck Cab Based on Virtual Iteration and Finite Element Theory;Liu Jun; Liu Yajun;《China Mechanical Engineering》;第29卷(第13期);1588-95 * |
| 基于虚拟迭代技术的中型货车驾驶室载荷谱的求取;刘俊;刘亚军;张少辉;;中国公路学报(09);220-238 * |
| 整车刚柔耦合模型的车身底盘载荷提取;李鹏宇;尹辉俊;官勇健;柳泽田;;机械设计(12);90-95 * |
| 汽车悬架与副车架系统载荷分解分析方法的研究;伍凯;《中国优秀硕士学位论文全文数据库（电子期刊）》(第2期);C035-286 * |
| 面向整车平顺性的商用车平衡悬架结构分析与优化设计研究;唐竞; 许恩永; 何水龙;《机械科学与技术》;第40卷(第11期);1717-1722 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113656943A (en) | 2021-11-16 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113656943B (en) | Method for extracting fatigue load spectrum of whole chassis part of commercial vehicle | |
| CN107247830B (en) | Method and system for optimizing K & C characteristic tolerance of automobile suspension | |
| CN103245513B (en) | Dynamic quality detection method for whole assembly of automobile products | |
| CN106845015B (en) | Method for calculating noise in automobile | |
| CN105718633A (en) | Method for analyzing load of chassis part | |
| CN105092261A (en) | Road load test method and system | |
| CN104239734A (en) | Load analysis method for four-wheel six-component road spectrum of finished automobile | |
| CN103822789B (en) | A kind of core wheel determination of six components of foree method and system | |
| CN115270296A (en) | Method and system for analyzing fatigue durability of commercial vehicle cab | |
| CN113239458B (en) | Whole vehicle road noise simulation benchmarking method based on virtual road surface | |
| CN113722943A (en) | Fatigue durability analysis method for engine hood of long-head truck | |
| CN109858120B (en) | Method and device for optimizing dynamic parameters of bogie suspension system of motor train unit | |
| Zhang et al. | Component load predication from wheel force transducer measurements | |
| CN111090959A (en) | Vehicle load spectrum acquisition method and system | |
| CN115495835A (en) | Non-bearing type vehicle body frame torsion strength analysis method and system | |
| CN113536642B (en) | Fatigue life prediction method for speed reducer considering road excitation | |
| CN113609613B (en) | Analysis method for identifying multi-axis fracture failure of steering knuckle | |
| CN111241724B (en) | Fatigue life prediction method for wide-body mining vehicle frame | |
| Rajesh et al. | LCV Chassis Frame Optimization Using Combined Simulation and Experimental Approach | |
| Sharma et al. | A Case Study on Durability Analysis of Automotive Lower Control Arm Using Self Transducer Approach | |
| Hong et al. | Virtual road load data acquisition for twist axle rear suspension | |
| KR100370275B1 (en) | Dynamic stress Analytic Method of vehicles based on Flexible Body Dynamic Simulation | |
| CN110276154B (en) | Load excitation analysis method for eliminating rigid body rotation error of balanced suspension leaf spring | |
| Kersten et al. | Modern chassis development as a result of skilfully combining testing and simulation | |
| Chang et al. | Load Spectrum Extraction of Double-Wishbone Independent Suspension Bracket Based on Virtual Iteration |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |