CN116992714A - Method for simulating and analyzing strength and durability of auxiliary frame of passenger car - Google Patents
Method for simulating and analyzing strength and durability of auxiliary frame of passenger car Download PDFInfo
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- CN116992714A CN116992714A CN202310885153.8A CN202310885153A CN116992714A CN 116992714 A CN116992714 A CN 116992714A CN 202310885153 A CN202310885153 A CN 202310885153A CN 116992714 A CN116992714 A CN 116992714A
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- 239000000725 suspension Substances 0.000 claims abstract description 41
- 238000004088 simulation Methods 0.000 claims abstract description 16
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- 238000004364 calculation method Methods 0.000 claims abstract description 10
- 238000011156 evaluation Methods 0.000 claims abstract description 7
- 238000012545 processing Methods 0.000 claims abstract description 4
- 239000003381 stabilizer Substances 0.000 claims description 26
- 239000006096 absorbing agent Substances 0.000 claims description 13
- 230000035939 shock Effects 0.000 claims description 13
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- 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
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2111/00—Details relating to CAD techniques
- G06F2111/04—Constraint-based CAD
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- 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
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Abstract
The invention relates to a method for simulating and analyzing the strength and durability of a sub-frame of a passenger car, which comprises the steps of dividing a sub-frame body into grids; modeling processing of the interface position between the auxiliary frame and the outside; using a beam unit and various spring units to build a simplified model for other parts in the suspension system; assigning attributes to the suspension system simplified model; establishing a power assembly suspension related model; constraint and loading; carrying out simulation calculation on the suspension system under each working condition, and outputting the stress and the strain of the auxiliary frame under each working condition according to the evaluation requirement; and inputting stress data into fatigue analysis software for calculating service life or damage for the fatigue analysis working condition. According to the invention, a partially simplified suspension system model is built by using finite element software, the interface position of the auxiliary frame is modeled according to rules to improve local precision, the system rigidity tends to be real through the corrected rigidity curve and beam unit size setting, and the loads at all hard points of the auxiliary frame can be more nearly real, so that a calculation result with higher precision is obtained.
Description
Technical Field
The invention belongs to the technical field of CAE simulation analysis, and particularly relates to a strength and durability simulation analysis method for a sub-frame of a passenger car.
Background
The common method for calculating the stress of the auxiliary frame of the passenger car is as follows: 1. carrying out hard point load decomposition in dynamic software; 2. dividing sub-frame body grids in finite element software; 3. stress analysis is performed by applying constraints and loads at the relevant hard points. In the method, rigid bodies are usually used except for elastic elements in dynamic analysis at present, and the influence of structural rigidity can cause the difference between decomposition load and actual load; secondly, the ground load and other loads such as an engine are respectively decomposed in different operations and then uniformly loaded on the auxiliary frame, so that the decomposed load and the real load distribution may be different; finally, hundreds of load components need to be transferred between the two types of software, and the workload is huge.
In addition, when the problem of subframe fatigue caused by stabilizer bar load is calculated, sometimes the subframe mounting points are directly restrained, and then the subframe mounting points are directly loaded at the stabilizer bar connecting points, the calculation mode does not consider the influence of vehicle weight and the load change at each hard point of a suspension system caused by the stabilizer bar effect, the calculation accuracy is limited by the relative position of the stabilizer bar, and under certain hard point arrangement characteristics, the direct loading results and actual conditions are greatly different.
Disclosure of Invention
The invention aims to provide a method for analyzing the strength durability simulation of a sub-frame of a passenger car so as to solve the problem of improving the CAE simulation precision of the sub-frame.
The invention aims at realizing the following technical scheme:
a method for simulating and analyzing the strength and durability of a sub-frame of a passenger car comprises the following steps:
A. meshing the auxiliary frame body;
B. modeling processing of the interface position between the auxiliary frame and the outside;
C. using a beam unit and various spring units to build a simplified model for other parts in the suspension system;
D. assigning attributes to the suspension system simplified model;
E. establishing a power assembly suspension related model;
F. constraint and loading;
G. carrying out simulation calculation on the suspension system under each working condition, and outputting the stress and the strain of the auxiliary frame under each working condition according to the evaluation requirement;
H. and inputting stress data into fatigue analysis software for calculating service life or damage for the fatigue analysis working condition.
Further, in step B, the interface position is the hard spot position.
Further, step B specifically comprises: for hard points of the connecting bolts, RBE2 and beam units are combined for modeling; for the hard points connected with the rubber bushing, if the bushing outer ring is made of metal, the bushing outer ring is considered and meshed, and RBE3 is adopted for connecting the hard points and the inner wall of the bushing outer ring.
Further, if the bushing outer ring is a sandwich structure of rubber or plastic wrapped metal, the bushing outer ring is ignored, and the RBER3 is directly used for connecting the auxiliary frame and the hard point.
Further, in step C, a beam unit is used for a control arm, a knuckle, a connecting rod, etc., and a spring-like unit is used for a rubber bushing, a spring, a damper, etc.
Further, step D is specifically:
d1, rubber bushing: testing and measuring nonlinear rigidity of the rubber bushing in 6 directions, and for the outward interpolation complement rigidity data with insufficient measuring range, limiting the bushing in each direction in a measuring system according to the size and the assembly relation of the part, obtaining equivalent rigidity curves of the bushing in each direction according to the measuring data, and assigning the equivalent rigidity curves as unit attributes;
d2, spring: measuring the spring stiffness through a test, calculating the spring preload according to the vehicle weight parameters, obtaining an equivalent stiffness curve of the spring according to the data, and assigning the equivalent stiffness curve as a unit attribute;
d3, vibration damper: measuring the stiffness curve of a buffer block of the shock absorber and the stiffness curve of a restoring spring through a test, measuring the geometric clearance of the shock absorber, equivalently combining the measured data into an equivalent stiffness curve of a shock absorber channel, and giving the equivalent stiffness curve to a unit representing the shock absorber;
d4, knuckle, control arm, link, etc.: corresponding beam unit sizes are given according to the sizes of the parts;
d5, stabilizer bar: the most stiff stabilizer bar that may be used is selected for simulation. For solid stabilizer bars, beam units of circular cross-section properties are used, and for hollow stabilizer bars, beam units of circular cross-section properties are used, giving the beam units dimensions according to the actual dimensions.
Further, in step D1, rubber bushings to be considered include subframe and body mounting point bushings, powertrain suspension mounting point bushings, control arm and link bushings, damper suspension bushings, stabilizer bar bushings.
Further, step E, specifically, is: the center of mass of the powertrain suspension is connected to the powertrain suspension mounting points on all sub-frames using RBE2 or a beam unit of sufficient stiffness.
Further, step E, specifically, is:
e1, constraint: constraining interface positions of all the suspension systems connected with the vehicle body, and constraining a node representing one end of the vehicle body from two nodes of a spring unit describing a bushing for an interface connected through a rubber bushing;
and E2, for running working conditions such as vertical, longitudinal, lateral, braking, turning and the like, applying the acting force and moment of the road surface to the wheel centers on the two side wheel centers, and simultaneously applying the force and moment on the suspension center of mass according to the corresponding states (X, Y, Z direction G load and output torque) of the power assembly under the working conditions.
And E3, respectively applying the wheel center displacement corresponding to the target percentage stabilizer bar travel with equal and opposite magnitudes on the wheel centers of the two sides for checking the relevant working condition of the stabilizer bar load.
Further, in step E2, the corresponding state of the powertrain is X, Y, Z direction G load and output torque.
Compared with the prior art, the invention has the beneficial effects that:
the invention discloses a strength endurance simulation method for a sub-frame of a passenger car, which uses finite element software to build a partially simplified suspension system model, wherein the interface position of the sub-frame is processed according to a rule modeling to improve local precision, the influence of suspension of a power assembly and the influence of a stabilizer bar are reflected in the system through modeling, the rigidity of the system tends to be true through a corrected rigidity curve and beam unit size setting, various external loads are uniformly applied to the whole system to obtain more true internal load distribution of the system when stress of each working condition is calculated, and the load at all hard points of the sub-frame is more true, so that a calculation result with higher precision is obtained.
The invention adopts simplified suspension system modeling, all of which are carried out in finite element software, firstly, the auxiliary frame body is meshed, secondly, modeling treatment is carried out on the interface position (usually the hard point position) between the auxiliary frame and the outside, then, related models such as a simplified suspension system and a power assembly suspension are established, and finally, all loads such as the ground and the power assembly are applied to all working conditions at the proper positions at the same time, and the stress of the auxiliary frame body under the related working conditions is calculated.
The method has the advantages that: 1, the rigidity of each part in the suspension system can be accurately described to a large extent; 2, for a certain working condition, all external loads are applied to the system at the same time, so that the load transmission and distribution in the system can be more accurate; and 3, the loading mode is simple, and the transmission of hundreds of load component data among software is avoided. The method is suitable for quasi-steady state simulation of the auxiliary frame flexibly connected with the vehicle body, is not suitable for simulation with dynamic effect, and is also not suitable for simulation of rigidly connected auxiliary frame and vehicle frame.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of steps of a method for simulating and analyzing the strength and durability of a sub-frame of a passenger car;
FIG. 2 is an example subframe body;
fig. 3 is a simplified system model.
Detailed Description
The invention is further illustrated by the following examples:
the invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures. Meanwhile, in the description of the present invention, the terms "first", "second", and the like are used only to distinguish the description, and are not to be construed as indicating or implying relative importance.
As shown in FIG. 1, the method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car comprises the following steps:
1. CAE analysis of the auxiliary frame;
2. modeling the finite element of the subframe body;
3. modeling and processing an auxiliary frame interface;
4. simplified suspension system modeling;
5. stiffness property definition: drawing a liner equivalent stiffness curve by liner stiffness measurement, external interpolation and liner limit measurement; drawing a spring equivalent stiffness curve by spring stiffness measurement and whole vehicle load setting; drawing an equivalent stiffness curve of the shock absorber by measuring the stiffness of the buffer block, measuring the stiffness of the restoring spring and measuring the geometric clearance of the shock absorber; the stiffness properties are defined by a bushing equivalent stiffness curve, a spring equivalent stiffness curve, and a damper equivalent stiffness curve.
6. Defining the size of a beam unit;
7. modeling is simplified in relation to the suspension of the power assembly;
8. constraint and loading are carried out for left and right wheel center equivalent load calculation and suspension center equivalent load calculation;
9. stress or strain output;
10. stress evaluation, strain evaluation and fatigue loss computer evaluation were performed.
Example 1
A method for simulating and analyzing the strength and durability of a sub-frame of a passenger car comprises the following steps:
first, meshing the auxiliary frame body.
And secondly, modeling the interface position (usually, the hard spot position) between the auxiliary frame and the outside. For hard points of the tie bolts, RBE2 and beam unit combination modeling was used. For the hard points connected with the rubber bushing, if the bushing outer ring is made of metal, the bushing outer ring is considered and meshed, and RBE3 is adopted for connecting the hard points and the inner wall of the bushing outer ring. If the bushing outer ring is of a sandwich structure of rubber or plastic coated metal, the bushing outer ring is ignored, and the RBER3 is directly used for connecting the auxiliary frame and the hard point.
And thirdly, using the beam units and various spring units to build a simplified model for other parts in the suspension system. Wherein the control arm, the knuckle, the connecting rod and the like use beam units, and the rubber bushing, the spring and the shock absorber use spring units.
And fourthly, endowing the suspension system simplified model with attributes.
1. Rubber bushing: and testing and measuring the nonlinear rigidity of the rubber bushing in 6 directions, and for the outward interpolation complement rigidity data with insufficient measuring range, limiting the bushing in each direction in a measuring system according to the part size and the assembly relation, obtaining the equivalent rigidity curve of the bushing in each direction according to the measuring data, and assigning the equivalent rigidity curve as the unit attribute. The rubber bushings to be considered include sub-frame and body mounting point bushings, powertrain suspension mounting point bushings, control arm and connecting rod bushings, shock absorber suspension bushings, stabilizer bar bushings.
2. And (3) a spring: the spring stiffness is measured through a test, the spring preload is calculated according to the vehicle weight parameters, and the equivalent stiffness curve of the spring is obtained through the data and assigned as the unit attribute.
3. Vibration damper: the test measures the stiffness curve of the damper buffer block and the restoring spring stiffness curve, measures the geometric clearance of the damper, combines the measured data into the equivalent stiffness curve of the damper channel and gives the equivalent stiffness curve to the unit representing the damper.
4. Knuckle, control arm, link, etc.: corresponding beam element dimensions are assigned according to the part dimensions.
5. Stabilizer bar: the most stiff stabilizer bar that may be used is selected for simulation. For solid stabilizer bars, beam units of circular cross-section properties are used, and for hollow stabilizer bars, beam units of circular cross-section properties are used, giving the beam units dimensions according to the actual dimensions.
Fifthly, establishing a power assembly suspension related model: the center of mass of the powertrain suspension is connected to the powertrain suspension mounting points on all sub-frames using RBE2 or a beam unit of sufficient stiffness.
Sixth, constraint and loading.
1. Constraint: the interface positions of all the connection with the vehicle body in the suspension system are restrained, and for the interface connected by the rubber bushing, the node representing one end of the vehicle body is restrained from the two nodes of the spring type unit describing the bushing.
2. For running working conditions such as vertical, longitudinal, lateral, braking, turning and the like, the acting force and moment of the road surface to the wheel centers are applied to the wheel centers at the two sides, and meanwhile, the acting force and moment are applied to the suspension center of mass according to the corresponding states (X, Y, Z direction G load and output torque) of the power assembly under the working conditions.
3. And respectively applying the wheel center displacements corresponding to the target percentage stabilizer bar strokes with equal and opposite magnitudes on the wheel centers at two sides for checking the relevant working conditions of the stabilizer bar load.
And seventhly, carrying out simulation calculation on the suspension system under each working condition, and outputting the stress and the strain of the auxiliary frame under each working condition according to the evaluation requirement.
And eighth, inputting stress data into fatigue analysis software to calculate service life or damage for the fatigue analysis working condition.
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (10)
1. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car is characterized by comprising the following steps of:
A. meshing the auxiliary frame body;
B. modeling processing of the interface position between the auxiliary frame and the outside;
C. using a beam unit and various spring units to build a simplified model for other parts in the suspension system;
D. assigning attributes to the suspension system simplified model;
E. establishing a power assembly suspension related model;
F. constraint and loading;
G. carrying out simulation calculation on the suspension system under each working condition, and outputting the stress and the strain of the auxiliary frame under each working condition according to the evaluation requirement;
H. and inputting stress data into fatigue analysis software for calculating service life or damage for the fatigue analysis working condition.
2. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 1, which is characterized in that: and step B, the interface position is the hard point position.
3. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 1, wherein the step B is specifically as follows: for hard points of the connecting bolts, RBE2 and beam units are combined for modeling; for the hard points connected with the rubber bushing, if the bushing outer ring is made of metal, the bushing outer ring is considered and meshed, and RBE3 is adopted for connecting the hard points and the inner wall of the bushing outer ring.
4. A passenger car subframe strength durability simulation analysis method according to claim 3, wherein: if the bushing outer ring is of a sandwich structure of rubber or plastic coated metal, the bushing outer ring is ignored, and the RBER3 is directly used for connecting the auxiliary frame and the hard point.
5. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 1, which is characterized in that: and C, using a beam unit for a control arm, a steering knuckle, a connecting rod and the like, and using a spring unit for a rubber bushing, a spring and a damper.
6. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 1, wherein the step D is specifically as follows:
d1, rubber bushing: testing and measuring nonlinear rigidity of the rubber bushing in 6 directions, and for the outward interpolation complement rigidity data with insufficient measuring range, limiting the bushing in each direction in a measuring system according to the size and the assembly relation of the part, obtaining equivalent rigidity curves of the bushing in each direction according to the measuring data, and assigning the equivalent rigidity curves as unit attributes;
d2, spring: measuring the spring stiffness through a test, calculating the spring preload according to the vehicle weight parameters, obtaining an equivalent stiffness curve of the spring according to the data, and assigning the equivalent stiffness curve as a unit attribute;
d3, vibration damper: measuring the stiffness curve of a buffer block of the shock absorber and the stiffness curve of a restoring spring through a test, measuring the geometric clearance of the shock absorber, equivalently combining the measured data into an equivalent stiffness curve of a shock absorber channel, and giving the equivalent stiffness curve to a unit representing the shock absorber;
d4, knuckle, control arm, link, etc.: corresponding beam unit sizes are given according to the sizes of the parts;
d5, stabilizer bar: the most stiff stabilizer bar that may be used is selected for simulation. For solid stabilizer bars, beam units of circular cross-section properties are used, and for hollow stabilizer bars, beam units of circular cross-section properties are used, giving the beam units dimensions according to the actual dimensions.
7. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 6, wherein the method comprises the following steps of: and D1, rubber bushings to be considered comprise a subframe and vehicle body mounting point bushing, a power assembly suspension mounting point bushing, a bushing such as a control arm and a connecting rod bushing, a suspension bushing on a shock absorber and a stabilizer bar bushing.
8. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 1, wherein the step E is specifically as follows: the center of mass of the powertrain suspension is connected to the powertrain suspension mounting points on all sub-frames using RBE2 or a beam unit of sufficient stiffness.
9. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 1, wherein the step E is specifically as follows:
e1, constraint: constraining interface positions of all the suspension systems connected with the vehicle body, and constraining a node representing one end of the vehicle body from two nodes of a spring unit describing a bushing for an interface connected through a rubber bushing;
and E2, for running working conditions such as vertical, longitudinal, lateral, braking, turning and the like, applying the acting force and moment of the road surface to the wheel centers on the two side wheel centers, and simultaneously applying the force and moment on the suspension center of mass according to the corresponding states (X, Y, Z direction G load and output torque) of the power assembly under the working conditions.
And E3, respectively applying the wheel center displacement corresponding to the target percentage stabilizer bar travel with equal and opposite magnitudes on the wheel centers of the two sides for checking the relevant working condition of the stabilizer bar load.
10. The method for simulating and analyzing the strength and durability of the auxiliary frame of the passenger car according to claim 9, wherein the method comprises the following steps of: and E2, the corresponding state of the power assembly is X, Y, Z direction G load and output torque.
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| CN202310885153.8A CN116992714A (en) | 2023-07-19 | 2023-07-19 | Method for simulating and analyzing strength and durability of auxiliary frame of passenger car |
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| CN202310885153.8A CN116992714A (en) | 2023-07-19 | 2023-07-19 | Method for simulating and analyzing strength and durability of auxiliary frame of passenger car |
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