CN114528739A - Simulation method for automobile hub fracture failure - Google Patents
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Abstract
The invention discloses a true simulation method for automobile hub fracture failure simulation, which comprises the following steps: s1, sampling the rim and the spoke of the automobile hub real object and carrying out a material test to obtain a force-displacement curve under different test working conditions; s2, combining the obtained force-displacement curves under different test working conditions, applying LS-DYNA finite element analysis software, and respectively establishing an MAT _24 material card and an MAT _ ADD _ EROSION material card of a rim and a spoke, wherein the MAT _24 material card of the wheel center is obtained by zooming the MAT _24 material card of the rim or the spoke, and the MAT _ ADD _ EROSION material card of the wheel center is the same as the MAT _ ADD _ EROSION material card of the spoke; s3, establishing a finite element model of the automobile hub; and S4, performing a static crushing test and a dynamic drop test of the hub, endowing the material card established in S2 to the automobile hub finite element model established in S3, and determining an automobile hub simulation model through test calibration. The accurate simulation of deformation and failure of the automobile hub under the collision working condition can be realized.
Description
Technical Field
The invention relates to finite element simulation analysis, in particular to a simulation method of an automobile hub fracture failure die.
Background
The China insurance automobile safety index, namely the front 25% offset collision contained in the C-IASI, is that the automobile collides and fixes the rigid barrier at the speed per hour of 64KM/h and at the overlap rate of 25% (at the driver side), and because the collision area is small, the automobile body weight parts such as automobile body longitudinal beams, anti-collision cross beams and the like do not completely participate in the collision process, so that after the automobile collides, automobile tire assemblies are used as an important force transmission path to transmit collision force to a cockpit, the most direct influence is to cause deformation of the cockpit and extrude the living space of the driver, and finally, the injury of drivers and passengers can be caused. And the automobile hub can break and fail to operate to different degrees in the collision process. How to accurately simulate the fracture failure behavior of the wheel hub in the whole vehicle collision process is very important for the whole vehicle structure design and the collision simulation analysis.
At present, in the whole vehicle collision simulation analysis, the automobile hub is not designed to fail or is simply subjected to force failure or time failure, and the automobile hub breakage failure is greatly different from the wheel hub breakage failure in the actual collision process, so that the whole vehicle collision simulation analysis precision is influenced, and the damage to the whole vehicle structure and drivers and passengers cannot be evaluated and predicted.
Disclosure of Invention
The invention aims to provide a simulation true simulation method for automobile hub fracture failure, which can realize accurate simulation of automobile hub deformation and failure under collision conditions.
The invention relates to an automobile hub fracture failure simulation method, which comprises the following steps:
s1, sampling the rim and the spoke of the automobile hub object and performing a material test to obtain force-displacement curves under different test working conditions;
s2, combining the force-displacement curves under different test conditions obtained in the step S1, applying LS-DYNA finite element analysis software, and respectively establishing an MAT _24 material card and an MAT _ ADD _ EROSION material card of a rim and a spoke, wherein the MAT _24 material card of the wheel center is obtained by scaling the MAT _24 material card of the rim or the spoke, and the MAT _ ADD _ EROSION material card of the wheel center is the same as the MAT _ ADD _ EROSION material card of the spoke;
s3, establishing an automobile hub finite element model, wherein the automobile hub finite element model comprises a rim, a spoke and a wheel center, and joints of the three parts share a node;
and S4, performing a static crushing test and a dynamic drop test on the hub, endowing the material card established in S2 to the automobile hub finite element model established in S3, and determining an automobile hub simulation model through test calibration.
Further, the material test comprises a unidirectional tensile test, a shear test, a tensile shear test, a R5 notch tensile test, a R10 notch tensile test, a center hole tensile test, a compression test and a perforation test.
Further, the establishment of the MAT _24 material card of the rim and the spoke specifically comprises the following steps: obtaining a real stress-strain curve of a rim and a spoke based on the obtained force-displacement curve under the unidirectional tension working condition, extrapolating the real stress-strain curve through a hardening analysis model to obtain a hardening curve of the MAT _24 material card, and determining other information of the MAT _24 material card according to the automobile hub material;
the establishment of the MAT _ ADD _ EROSION material card of the rim and the spoke is specifically as follows: adopting a GISSMO failure model to represent the fracture failure behavior of rim and spoke materials, establishing a finite element benchmarking model of a test sample based on force-displacement curves under different test working conditions obtained by a material test, and enabling the fit degree of the finite element benchmarking model simulation and the test force-displacement curve to be 90% or more; and then obtaining the three-axis degree of actual stress and equivalent plastic failure strain under different test conditions through a finite element standard model simulation result, performing data fitting on simulation data obtained under different stress conditions to obtain a fracture failure curve of the MAT _ ADD _ EROSION material card, and determining other information of the MAT _ ADD _ EROSION material card according to the automobile hub material.
Further, the other information of the MAT _24 material card includes: the material density, the elastic modulus E and the Poisson ratio parameters are obtained by table lookup;
other information of the MAT _ ADD _ EROSION material card comprises a material instability curve, a size effect curve and a stress decay index;
the material instability curve passes through corresponding equivalent plastic strain when the material is necked in a uniaxial tension test, and is a certain value in a range from-2/3 compressive stress state to 2/3 biaxial tensile stress state;
the size effect curve is subjected to simulation and test benchmarking by respectively establishing 0.5mm, 1mm, 2mm, 4mm and 8mm finite element models through a unidirectional stretching finite element benchmarking model, finally, the force-displacement curve goodness of fit which can be under the working condition of the unidirectional stretching test under different sizes is more than 90%, normalization processing is carried out by taking equivalent plastic failure strain under 0.5mm as a standard, and the scaling coefficient of the fracture failure curve under different sizes can be obtained, namely the size effect curve;
the stress attenuation index is characterized in that different values are manually input to compare the falling amplitude of a curve after necking in a force-displacement curve under the working condition of a standard unidirectional tensile test, so that the coincidence degree of simulation and test force-displacement curves is 90% or more and is used as the stress attenuation index value.
Further, in S3, a finite element model of the automobile hub is established using tetrahedral units.
Further, the static crushing test in S4 specifically includes: the automobile hub is fixed on the base, the punch is used for carrying out static pressure on the hub at a quasi-static speed, and meanwhile, the freedom degrees of the punch in other directions except the vertical direction are restrained, so that the automobile hub is broken and fails under the action of static pressure, and the simulation maximum force value F based on the automobile hub finite element model is obtained when static crushing is respectively obtained1And practical test maximum force value F based on automobile hub real object2If F is1And F2The ratio of the automobile hub simulation fracture failure mode to the actual test fracture failure mode is 85-115%, if the automobile hub simulation fracture failure mode is similar to the actual test fracture failure mode, the standard alignment precision of the automobile hub finite element model is judged to meet the requirement, otherwise, the standard alignment precision is judged not to meet the requirement, and the automobile hub simulation fracture failure mode returns to S2 to optimize the MAT _24 material card and the MAT _ ADD _ EROSION material card and then the static crushing test is carried out again.
Further, the dynamic drop test in S4 specifically includes: fixing the automobile hub on the base, and restraining the punch except for the vertical directionThe speed of the punch impacting the automobile hub is controlled by adjusting the quality of the punch, so that the automobile hub is broken and fails under the action of the impact force of the punch, and the simulated maximum force value F based on the automobile hub finite element model is obtained when dynamic drop impact is respectively obtained3And practical test maximum force value F based on automobile hub real object4If F is3And F4The ratio of the automobile hub simulation fracture failure mode to the actual test fracture failure mode is 85-115%, if the automobile hub simulation fracture failure mode is similar to the actual test fracture failure mode, the standard alignment precision of the automobile hub finite element model is judged to meet the requirement, otherwise, the standard alignment precision is judged not to meet the requirement, and the static crushing test is carried out again after the MAT _24 material card and the MAT _ ADD _ EROSION material card are optimized in the second step.
Compared with the prior art, the invention has the following beneficial effects.
1. The automobile hub fracture failure simulation method provided by the invention considers the difference in mechanical properties of different areas of the automobile hub and utilizes pretreatment software to perform refined modeling. Meanwhile, an MAT _24 material card and an MAT _ ADD _ EROSION material card are established by LS-DYNA analysis software, a design verification test is combined for benchmarking optimization, an automobile hub finite element simulation analysis model containing a fracture failure behavior is obtained, the mechanical characteristics of the automobile hub, namely the fracture failure behavior, are truly reflected, and design change of the whole automobile structure is facilitated in the design stage.
2. According to the invention, the GISSMO model is adopted to simulate the damage failure of the material, the failure behaviors in different stress states are considered, the fracture failure behavior of the automobile hub under the collision working condition is reflected truly, the precision of the collision simulation analysis of the whole automobile is improved, and the structural design of the whole automobile and the development of the automobile body can be effectively guided.
3. The automobile hub fracture failure simulation method provided by the invention is simple in flow and convenient to implement, and provides an idea for simulation research of fracture failure behaviors of other parts.
Drawings
FIG. 1 is a schematic flow chart of a simulation method for automobile hub fracture failure according to the present invention;
FIG. 2 is a schematic drawing of a sample of a material test specimen of the present invention;
FIG. 3 is a schematic structural view of the automobile hub according to the present invention;
FIG. 4 is a schematic view of a fracture failure curve according to the present invention;
FIG. 5 is a schematic view of a finite element model of an automobile hub according to the present invention;
FIG. 6 is a schematic diagram of a static collapse verification test of an automobile hub according to the present invention;
fig. 7 is a second schematic view of a static collapse verification test of the automobile hub according to the present invention;
FIG. 8 is a schematic diagram of a dynamic drop verification test of the automobile hub.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
Referring to fig. 1, the automobile hub fracture failure simulation method includes the following steps:
s1, sampling the rim and the spoke of the automobile hub object and performing a material test, specifically: the method comprises the steps of reading automobile hub three-dimensional model data by adopting CAD software, selecting an area capable of being used as a material test sample in an automobile hub three-dimensional model according to the size of the test sample of a material test, and generally selecting a smoother area on an automobile hub 1, namely using the position positions of a rim 11 and a spoke 12 area as a sampling area by referring to fig. 2.
According to the sampling area determined in the CAD, test samples for a unidirectional tensile test, a shear test, a pull-shear test, an R5 notch tensile test, an R10 notch tensile test, a center hole tensile test, a compression test and a perforation test are taken out of an automobile hub real object, and then the taken test samples are subjected to a material test, namely a material constitutive model test and a material fracture failure test are developed, so that force-displacement curves under different test working conditions are obtained.
And S2, establishing an equivalent finite element benchmarking model of the test sample by adopting a finite element simulation means in combination with the force-displacement curves under different test conditions obtained by the test of the step S1, and developing a hub material fracture failure card, wherein the hub fracture failure card is used by coupling the elastic-plastic models of key words MAT _24 material card and MAT _ ADD _ EROSION material card defined in LS-DYNA finite element analysis software, and the elastic-plastic behaviors and the fracture behaviors of the materials are described by the MAT _24 material card and the MAT _ ADD _ EROSION material card respectively.
Affected by the structural characteristics, referring to fig. 3, the yield strengths of the rim 11, the spokes 12 and the wheel center 13 in the automobile hub 1 are different, so that the material cards MAT _24 and MAT _ ADD _ EROSION of the rim 11 and the spokes 12 are respectively established by applying LS-DYNA finite element analysis software. Because it is difficult to sample the wheel center 13 location, the MAT _24 material card for the wheel center 13 is scaled by the MAT _24 material card for the rim 11 or the spokes 12 by a factor that approximates the failure mode of the wheel center 13 to break with the failure mode of the spokes 12 based on empirical magnitude, and thus the MAT _ ADD _ error material card for the wheel center 13 is set to be the same as the MAT _ ADD _ error material card for the spokes.
The establishment of MAT _24 material cards of the rim 11 and the spoke 12 is specifically as follows: and obtaining real stress-strain curves of the rim and the spoke based on the obtained force-displacement curve under the unidirectional tension working condition, and extrapolating the real stress-strain curves through a hardening analysis model to obtain a hardening curve of the MAT-24 material card, wherein the hardening analysis model comprises at least one of Swift, HS and VOCE. Establishing a finite element comparison model of a test sample, performing calibration of simulation and test to ensure that the matching degree of the force-displacement curve of the simulation and the test is 90% or more, and if the matching degree is lower than 90%, extrapolating the true stress-strain curve through the hardening analysis model again to obtain the hardening curve of the MAT-24 material card. Other information of the material card MAT _24 is determined according to automobile hub materials, and specifically the other information of the material card MAT _24 includes: the material density, the elastic modulus E and the Poisson ratio parameters are obtained by table lookup;
the establishment of the MAT _ ADD _ ERASION material card of the rim 11 and the spoke 12 is specifically as follows: and (3) representing the fracture failure behavior of the rim and spoke materials by adopting a GISSMO failure model, establishing a finite element benchmarking model of a test sample based on force-displacement curves under different test working conditions obtained by a material test, ensuring that the goodness of fit between the finite element benchmarking model simulation and the test force-displacement curve is 90% or more, and reestablishing the finite element benchmarking model if the goodness of fit is lower than 90% until the goodness of fit meets the requirements. And then obtaining the three-axis degree of actual stress and equivalent plastic failure strain under different test working conditions through the finite element benchmarking model simulation result, and performing data fitting on the simulation data obtained under different stress conditions, referring to fig. 4, so as to obtain the fracture failure curve of the MAT _ ADD _ EROSION material card. Other information of the MAT _ ADD _ EROSION material card comprises a material instability curve, a size effect curve and a stress decay index; the material instability curve passes through corresponding equivalent plastic strain when the material is necked in a uniaxial tension test, and is a certain value in a range from-2/3 compressive stress state to 2/3 biaxial tensile stress state; the size effect curve is subjected to simulation and test benchmarking by respectively establishing 0.5mm, 1mm, 2mm, 4mm and 8mm finite element models through a unidirectional stretching finite element benchmarking model, finally, the force-displacement curve goodness of fit which can be under the working condition of the unidirectional stretching test under different sizes is more than 90%, normalization processing is carried out by taking equivalent plastic failure strain under 0.5mm as a standard, and the scaling coefficient of the fracture failure curve under different sizes can be obtained, namely the size effect curve; the stress attenuation index is characterized in that different values are manually input to compare the falling amplitude of a curve after necking in a force-displacement curve under the working condition of a standard unidirectional tensile test, so that the coincidence degree of simulation and test force-displacement curves is 90% or more and is used as the stress attenuation index value.
And S3, referring to FIG. 5, establishing an automobile hub finite element model by adopting pretreatment software Hypermesh, wherein the automobile hub finite element model comprises a rim, a spoke and a hub, and joints of the three parts share a node. The automobile hub finite element model is modeled by tetrahedral units, and the unit grid size is controlled to be 2-4mm due to the complexity of automobile hub modeling and structure. The hub structure is complex and irregular, the mesh division difficulty of the hexahedron unit is high, engineering application is not facilitated, the tetrahedron unit is adopted for division, the hexahedron unit calculation result is compared by adopting different unit integral types, and the tetrahedron unit integral type with the minimum comparison difference of the simulation calculation result is selected. Meanwhile, in order to ensure the accuracy of the simulation analysis result, at least two layer grid units are distributed in the thickness direction;
and S4, performing a static crushing test and a dynamic drop test on the hub, endowing the material card established in S2 to the automobile hub finite element model established in S3, and determining an automobile hub simulation model through test calibration.
The static crushing test specifically comprises the following steps: establishing a static pressure simulation model of the automobile hub punch, wherein the static pressure simulation model comprises an automobile hub finite element model, a base finite element model and a punch finite element model which are provided with an MAT _24 material card and an MAT _ ADD _ EROSION material card. Referring to fig. 6 and 7, the automobile hub 1 is fixed on the base 2, the punch 3 performs static pressure on the automobile hub 1 at a quasi-static speed, and simultaneously restrains the degrees of freedom of the punch 3 in other directions except the vertical direction, so that the automobile hub 1 is broken and failed under the action of static pressure, and the simulated maximum force value F based on the automobile hub finite element model is obtained when static crushing is performed respectively1286kN and actual test maximum force value F based on automobile hub real object2＝273kN，F1And F2The ratio of (1) to (2) is 104.8%, and the standard alignment precision of the automobile hub finite element model is judged to meet the requirement.
Referring to fig. 5, the static pressure position of the punch 3 is located on one side of the automobile hub 1 close to the spoke 12 and the wheel center 13, and the strength calibration and the fracture failure mode calibration of the spoke 12 and the wheel center 13 are carried out. Referring to fig. 6, the static pressure position of the head 3 is located on one side of the automobile hub 1, which is far away from the spokes 12 and the wheel center 13, and the strength calibration of the rim 11 and the calibration of the failure mode of the fracture are performed.
The dynamic drop test specifically comprises the following steps: referring to fig. 8, the automobile hub 1 is fixed on the base 2, the degree of freedom of the punch 3 except for the other vertical directions is restrained, the speed of the punch 3 impacting the automobile hub 1 is controlled by adjusting the quality of the punch 3, so that the automobile hub 1 is broken and fails under the action of the impact force of the punch 3, and the simulation maximum force value F based on the automobile hub finite element model is obtained when dynamic falling impact is respectively obtained3365kN and actual test maximum force value F based on automobile hub real object4355kN, if F3And F4The ratio of (A) to (B) is 102.8%And judging that the benchmarking precision of the finite element model of the automobile hub meets the requirement, otherwise, judging that the benchmarking precision does not meet the requirement.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (7)
1. An automobile hub fracture failure simulation method is characterized by comprising the following steps:
s1, sampling the rim and the spoke of the automobile hub object and performing a material test to obtain force-displacement curves under different test working conditions;
s2, combining the force-displacement curves under different test conditions obtained by the test of the step S1, applying LS-DYNA finite element analysis software, and respectively establishing an MAT _24 material card and an MAT _ ADD _ EROSION material card of a rim and a spoke, wherein the MAT _24 material card of the wheel center is obtained by scaling the MAT _24 material card of the rim or the spoke, and the MAT _ ADD _ EROSION material card of the wheel center is the same as the MAT _ ADD _ EROSION material card of the spoke;
s3, establishing an automobile hub finite element model, wherein the automobile hub finite element model comprises a rim, a spoke and a wheel center, and joints of the three parts share a node;
and S4, performing a static crushing test and a dynamic drop test on the hub, endowing the material card established in S2 to the automobile hub finite element model established in S3, and determining an automobile hub simulation model through test calibration.
2. The automobile hub fracture failure simulation method according to claim 1, characterized in that: the material test comprises a unidirectional tensile test, a shear test, a tensile-shear test, an R5 notch tensile test, an R10 notch tensile test, a center hole tensile test, a compression test and a perforation test.
3. The automobile hub fracture failure simulation method of claim 2, wherein the establishment of the MAT _24 material cards of the rim and the spoke specifically comprises the following steps: obtaining a real stress-strain curve of a rim and a spoke based on the obtained force-displacement curve under the unidirectional tension working condition, extrapolating the real stress-strain curve through a hardening analysis model to obtain a hardening curve of the MAT _24 material card, and determining other information of the MAT _24 material card according to the automobile hub material;
the establishment of the MAT _ ADD _ EROSION material card of the rim and the spoke is specifically as follows: adopting a GISSMO failure model to represent the fracture failure behavior of rim and spoke materials, establishing a finite element benchmarking model of a test sample based on force-displacement curves under different test working conditions obtained by a material test, and enabling the fit degree of the finite element benchmarking model simulation and the test force-displacement curve to be 90% or more; and then obtaining the three-axis degree of actual stress and equivalent plastic failure strain under different test working conditions through a finite element standard model simulation result, performing data fitting on simulation data obtained under different stress conditions to obtain a fracture failure curve of the MAT _ ADD _ EROSION material card, and determining other information of the MAT _ ADD _ EROSION material card according to the test data.
4. The automobile hub fracture failure simulation method according to claim 3, characterized in that: the MAT _24 material card comprises other information: the material density, the elastic modulus E and the Poisson ratio parameters are obtained by looking up a table;
other information of the MAT _ ADD _ EROSION material card comprises a material instability curve, a size effect curve and a stress decay index;
the material instability curve passes through corresponding equivalent plastic strain when the material is necked in a uniaxial tension test, and is a certain value in a range from a-2/3 compressive stress state to a 2/3 biaxial tension stress state;
the size effect curve is subjected to simulation and test benchmarking by respectively establishing 0.5mm, 1mm, 2mm, 4mm and 8mm finite element benchmarking models through a unidirectional stretching finite element benchmarking model, finally, the matching degree of force-displacement curves which can be matched with the unidirectional stretching test under the working condition under different sizes is respectively obtained to be more than 90%, normalization processing is carried out by taking equivalent plastic failure strain under 0.5mm as a reference, and the scaling coefficient of fracture failure curves under different sizes can be obtained, namely the size effect curve;
the stress attenuation index is characterized in that different values are manually input to compare the falling amplitude of a curve after necking in a force-displacement curve under the working condition of a standard unidirectional tensile test, so that the coincidence degree of simulation and test force-displacement curves is 90% or more and is used as the stress attenuation index value.
5. The automobile hub fracture failure simulation method according to claim 1 or 2, characterized in that: and in the step S3, a finite element model of the automobile hub is established by adopting tetrahedral units.
6. The automobile hub fracture failure simulation method according to claim 1 or 2, wherein the static crushing test in the S4 is specifically as follows: the automobile hub is fixed on the base, the punch is used for carrying out static pressure on the hub at a quasi-static speed, and meanwhile, the freedom degrees of the punch in other directions except the vertical direction are restrained, so that the automobile hub is broken and fails under the action of static pressure, and the simulation maximum force value F based on the automobile hub finite element model is obtained when static crushing is respectively obtained1And practical test maximum force value F based on automobile hub real object2If F is1And F2The ratio of the automobile hub simulation fracture failure mode to the standard precision is 85-115%, if the automobile hub simulation fracture failure mode is similar to the actual test fracture failure mode, the standard precision is judged to meet the requirement, otherwise, the standard precision is judged not to meet the requirement, and the static crushing test is carried out again after the MAT _24 material card and the MAT _ ADD _ EROSION material card are optimized in the second step.
7. The automobile hub fracture failure simulation method according to claim 1 or 2, wherein the dynamic drop test in the S4 specifically comprises: on being fixed in the base with automobile wheel hub, restraint drift other direction degrees of freedom except vertical, the speed that the drift impacted automobile wheel hub is controlled through adjustment drift quality for automobile wheel hub is dashing towardsThe head is broken and failed under the action of impact force, and the simulation maximum force value F based on the finite element model of the automobile hub during dynamic falling impact is respectively obtained3And practical test maximum force value F based on automobile hub real object4If F is3And F4The ratio of the automobile hub simulation fracture failure mode to the actual test fracture failure mode is 85-115%, if the automobile hub simulation fracture failure mode is similar to the actual test fracture failure mode, the standard alignment precision of the automobile hub finite element model is judged to meet the requirement, otherwise, the standard alignment precision is judged not to meet the requirement, and the automobile hub simulation fracture failure mode returns to S2 to optimize the MAT _24 material card and the MAT _ ADD _ EROSION material card and then the static crushing test is carried out again.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116227087A (en) * | 2023-03-29 | 2023-06-06 | 南京理工大学 | Method for predicting tensile characteristics of welded joint of thin-wall part based on finite element method |
| CN116384258A (en) * | 2023-05-29 | 2023-07-04 | 浙江大学 | Hub-tire integrated wheel impact dynamics simulation method |
| CN117313238A (en) * | 2023-09-22 | 2023-12-29 | 中国汽车工程研究院股份有限公司 | Multi-physical quantity calibration method based on trolley subsystem |
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