CN117892601B - Cab guardrail fault position prediction method, device, equipment and storage medium - Google Patents
Cab guardrail fault position prediction method, device, equipment and storage medium Download PDFInfo
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Abstract
The invention discloses a cab guardrail fault position prediction method, device and equipment and a storage medium, and belongs to the technical field of guardrail fault prediction. The cab guardrail fault position prediction method comprises the following steps: obtaining actual measurement road spectrum data corresponding to a plurality of preset nodes of the guardrail structure; converting the actually measured road spectrum data into a frequency domain to obtain power spectrum density data corresponding to each preset node; performing modal analysis on the finite element analysis model of the guardrail structure to obtain modal characteristics of the finite element analysis model; based on the power spectral density data, the modal characteristics, a preset random vibration frequency range and a preset structural system damping ratio, carrying out random vibration analysis calculation on a pipe part of the guardrail structure by using a finite element analysis model to obtain a random vibration simulation result; and obtaining a fault point prediction result based on the random vibration simulation result. The invention realizes the accurate prediction of the fault position of the cab guardrail structure.
Description
Technical Field
The invention relates to the technical field of guardrail fault prediction, in particular to a cab guardrail fault position prediction method, device and equipment and a storage medium.
Background
The cab guardrail mainly comprises the functions of protecting overhauling passengers, mounting a ceiling lamp, mounting a sensor, mounting rearview mirror accessories and the like. In the running process of a vehicle, the guardrail of the cab frequently jolts and fluctuates, and road spectrum excitation easily causes cracking faults of the guardrail pipe structure. In the related art, the fault cracking position is usually predicted in advance based on a simple statics or inertia calculation method, so that designers can make improvements.
However, the previous studies have fully demonstrated that there may be a certain error between the failure prediction position calculated by the related art and the true failure cracking position, and thus the accuracy of the related art in predicting the cracking position of the cab rail needs to be improved.
Disclosure of Invention
The invention mainly aims to provide a cab guardrail fault position prediction method, device, equipment and storage medium, and aims to solve the technical problem that the accuracy of predicting the cracking position of a cab guardrail in the related technology needs to be improved.
In order to achieve the above object, the present invention provides a cab guard rail fault location prediction method, which further includes the following steps:
Obtaining actual measurement road spectrum data corresponding to a plurality of preset nodes of the guardrail structure; the actually measured road spectrum data are acquired by acceleration sensors arranged at each preset node in the running process of the vehicle;
converting the actually measured road spectrum data into a frequency domain to obtain power spectrum density data corresponding to each preset node;
performing modal analysis on the finite element analysis model of the guardrail structure to obtain modal characteristics of the finite element analysis model; the finite element analysis model comprises simulation preset nodes corresponding to all preset nodes;
Based on the power spectral density data, the modal characteristics, a preset random vibration frequency range and a preset structural system damping ratio, carrying out random vibration analysis calculation on a pipe part of the guardrail structure by using a finite element analysis model to obtain a random vibration simulation result;
and obtaining a fault point prediction result based on the random vibration simulation result.
Optionally, the step of obtaining a fault point prediction result based on the random vibration simulation result includes:
based on the random vibration simulation result, obtaining stress values of all nodes in the finite element analysis model;
Based on the material strength characteristics and the stress values of the guardrail structure, the safety coefficient of each node is obtained;
Based on the safety coefficient of each node, obtaining a structural anti-vibration capability strength evaluation result; the structural vibration resistance strength evaluation result comprises a fault point prediction result.
Optionally, based on the power spectral density data, the modal characteristics, the preset random vibration frequency range and the preset structural system damping ratio, performing random vibration analysis calculation on the pipe part of the guardrail structure by using the finite element analysis model to obtain a random vibration simulation result, and the method comprises the following steps:
judging whether the high-modal stress position in the modal characteristic is matched with the actual damage position of the guardrail structure;
if the two parameters are identical, based on the power spectrum density data, the modal characteristics, the preset random vibration frequency range and the preset structural system damping ratio, carrying out random vibration analysis and calculation on the pipe part of the guardrail structure by using a finite element analysis model, and obtaining a random vibration simulation result.
Optionally, the preset node includes a bottom plate center point of the guardrail structure, and the power spectrum density data includes power spectrum density data corresponding to the bottom plate center point;
after the step of obtaining the failure point prediction result based on the random vibration simulation result, the method further comprises:
Acquiring a welding line main stress-service life curve corresponding to a welding line of a pipe orifice of a pipe in the guardrail structure;
Based on preset acceleration, preset random vibration frequency range and preset structural system damping ratio, carrying out harmonic response analysis calculation of three preset directions on a bottom plate center point to obtain harmonic response analysis results of the three preset directions;
based on the power spectrum density data in all preset directions and all harmonic response analysis results, performing random vibration fatigue calculation on the welding seam to obtain a random vibration statistical stress value of the welding seam of the pipe orifice;
and determining the simulation service life of the guardrail structure from the weld joint principal stress-service life curve based on the weld joint random vibration statistical stress value.
Optionally, after the step of determining the simulated life of the guardrail structure from the weld primary stress-life curve based on the weld random vibration statistical stress values, the method further comprises:
judging whether the simulation life is greater than or equal to the preset life;
if the service life is longer than or equal to the preset service life, determining that the structural design of the guardrail meets the standard;
if the service life of the guardrail is less than the preset service life, the structural design of the guardrail is determined to be not up to standard.
Optionally, before the step of determining whether the simulated lifetime is greater than or equal to the preset lifetime, the method further includes:
Acquiring the real life of the guardrail structure and the experimental life of the guardrail structure in an experimental running yard;
taking the ratio of the logarithmic value of the real life to the logarithmic value of the experimental life as the proportional relation between the real life and the experimental life;
Based on the proportional relation and the design life, the preset life is obtained.
Optionally, the step of obtaining a weld line principal stress-life curve corresponding to a pipe orifice weld line in the guardrail structure includes:
Judging whether the predicted fault point result is consistent with the actual damaged position of the guardrail structure;
And if the pipe orifice welding lines are matched, acquiring a welding line principal stress-service life curve corresponding to the pipe orifice welding lines in the guardrail structure.
In addition, in order to achieve the above object, the present invention also provides a cab guard rail fault location prediction apparatus, the apparatus comprising:
the actually measured road spectrum data acquisition module is used for acquiring actually measured road spectrum data corresponding to a plurality of preset nodes of the guardrail structure;
The frequency domain conversion module is used for converting the actually measured road spectrum data into a frequency domain to obtain power spectrum density data corresponding to each preset node;
the modal analysis module is used for carrying out modal analysis on the finite element analysis model of the guardrail structure to obtain the modal characteristics of the finite element analysis model; the finite element analysis model comprises simulation preset nodes corresponding to all preset nodes;
The random vibration analysis module is used for carrying out random vibration analysis calculation on the pipe part of the guardrail structure by utilizing the finite element analysis model based on the power spectral density data, the modal characteristics, the preset random vibration frequency range and the preset structural system damping ratio to obtain a random vibration simulation result;
and the fault point determining module is used for obtaining a fault point prediction result based on the random vibration simulation result.
In addition, in order to achieve the above object, the present invention also provides a cab guard rail fault location prediction apparatus, the apparatus comprising: the cab guardrail fault location prediction system comprises a memory, a processor and a cab guardrail fault location prediction program stored on the memory and capable of running on the processor, wherein the cab guardrail fault location prediction program is configured to realize the steps of the cab guardrail fault location prediction method.
In addition, in order to achieve the above object, the present invention also provides a computer readable storage medium, on which a cab guardrail fault location prediction program is stored, which when executed by a processor, implements the steps of the cab guardrail fault location prediction method as described above.
The method comprises the steps of constructing a finite element analysis model aiming at a guardrail structure, carrying out modal analysis, carrying out random vibration analysis calculation based on modal characteristics obtained by the modal analysis and power density spectrum data obtained by actual measurement, and finally obtaining a fault prediction point based on a random vibration simulation result obtained by the random vibration analysis calculation. The modal analysis and random vibration analysis calculation aiming at the finite element analysis model are dynamic analysis means, so that the defect that simulation calculation errors in the product research and development process are caused by incapability of considering road spectrum excitation and superposition of modal shape dynamic response in the static and inertial load calculation can be overcome. Furthermore, the invention realizes the accurate prediction of the fault position of the cab guardrail structure.
Drawings
Fig. 1 is a schematic structural view of a cab guard rail fault location prediction apparatus according to an embodiment of the present invention;
FIG. 2 is a flowchart of a first embodiment of a cab guardrail fault location prediction method of the present invention;
FIG. 3 is a flowchart of a second embodiment of a cab guardrail fault location prediction method of the present invention;
FIG. 4 is a flowchart of a third embodiment of a cab guardrail fault location prediction method according to the present invention;
FIG. 5 is a flow chart of an example of a cab guardrail fault location prediction method of the present invention;
fig. 6 is a schematic diagram of functional modules of the cab guard rail fault location prediction apparatus of the present invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Analysis of the related art reveals that: in the related art, the fault cracking position is usually predicted in advance based on a simple statics or inertia calculation method, so that designers can make improvements. However, the previous studies fully prove that a certain error may exist between the fault prediction position and the real fault cracking position calculated by purely relying on statics or inertia calculation methods, so that the accuracy of predicting the cracking position of the cab guardrail by the related art needs to be improved.
Therefore, the invention provides a solution, which is to construct a finite element analysis model aiming at the guardrail structure and perform modal analysis, then perform random vibration analysis calculation based on the modal characteristics obtained by the modal analysis and the actually measured power density spectrum data, and finally obtain a fault prediction point based on the random vibration simulation result obtained by the random vibration analysis calculation. By means of dynamic analysis means such as modal analysis and random vibration analysis calculation, calculation errors of statics and inertial load calculation can be made up. Furthermore, the invention can realize the accurate prediction of the fault position of the cab guardrail structure.
The following description will be given of a cab guardrail fault position prediction device applied in the implementation of the technique of the present application:
referring to fig. 1, fig. 1 is a schematic structural diagram of a cab guardrail fault location prediction apparatus according to an embodiment of the present invention.
As shown in fig. 1, the cab guard rail fault location prediction apparatus may include: a processor 1001, such as a central processing unit (Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display, an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may further include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., a wireless FIdelity (WI-FI) interface). The Memory 1005 may be a high-speed random access Memory (Random Access Memory, RAM) Memory or a stable Non-Volatile Memory (NVM), such as a disk Memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above.
It will be appreciated by those skilled in the art that the configuration shown in fig. 1 does not constitute a limitation of the cab guard rail fault location prediction apparatus, and may include more or fewer components than shown, or certain components may be combined, or a different arrangement of components.
As shown in fig. 1, an operating system, a data storage module, a network communication module, a user interface module, and a cab guardrail fault location prediction program may be included in a memory 1005 as one type of computer-readable storage medium.
In the cab guard rail fault location prediction apparatus shown in fig. 1, the network interface 1004 is mainly used for data communication with other apparatuses; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the cab guardrail fault location prediction device of the present invention may be provided in the cab guardrail fault location prediction device, and the cab guardrail fault location prediction device invokes the cab guardrail fault location prediction program stored in the memory 1005 through the processor 1001, and executes the cab guardrail fault location prediction method provided by the embodiment of the present invention.
The embodiment of the invention provides a cab guardrail fault position prediction method, and referring to fig. 2, fig. 2 is a flow chart of a first embodiment of the cab guardrail fault position prediction method.
In this embodiment, the cab guardrail fault location prediction method includes:
Step S100: and obtaining actual measurement road spectrum data corresponding to a plurality of preset nodes of the guardrail structure.
The actually measured road spectrum data are acquired by acceleration sensors installed at each preset node in the running process of the vehicle.
Specifically, in this embodiment, the guardrail structure is fixed on the vehicle cab, and in the running process of the vehicle, the data acquisition is performed by installing acceleration sensors at each preset node, so that actually measured road spectrum data can be obtained. The preset node can be a connection node of the guardrail structure and the cab, namely a fixed acting point of the guardrail structure on the cab. In some specific embodiments, acceleration sensors can be installed at 4 fulcrums at the bottom of a platform of the cab guardrail structure and at the center point of a bottom plate, then a driving vehicle runs on an experimental running yard, and actually measured road spectrum data of X, Y, Z directions at each fulcrums and at the center of the bottom plate can be acquired through the acceleration sensors in the running process of the vehicle.
It can be understood that the actually measured road spectrum data are acquired by the acceleration sensors installed at the preset nodes, and the actually measured road spectrum data can reflect the vibration condition of the guardrail structure in the running process of the vehicle. The actually measured road spectrum data of each preset pivot point comprises a plurality of actually measured data which are ordered according to time, namely the actually measured road spectrum data are time domain data.
The actual measurement environment can be a washboard road environment or other bumpy road environment in an experimental running yard so as to simulate the running environment of vehicles in a mining area. Through experiment sports car field carrying out actual measurement, can avoid the tester to go to the mining area and test, guarantee the security of experiment, increase the maneuverability of experiment.
Step S200: and converting the actually measured road spectrum data into a frequency domain to obtain power spectrum density data corresponding to each preset node.
Specifically, after the actually measured road spectrum data is obtained, frequency domain conversion is performed on the actually measured road spectrum data, the actually measured road spectrum data is converted from time domain data to frequency domain data, and the frequency spectrum distribution of the vibration signals is obtained, namely the power spectrum density data of the vibration signals at each preset node. Wherein the power spectral density data describes the energy distribution of the vibration signal at different frequencies.
In some specific embodiments, frequency Spectrum (spectrum analysis) tools in nCode Glyphworks (engineering software for data processing and analysis) can be used to convert actually measured road spectrum data in a time domain into a frequency domain through a fast fourier transform method, so as to obtain 15 pieces of power spectrum density data in total, wherein the four fulcrums are in three directions X, Y, Z and the center point of the bottom plate is in three directions X, Y, Z.
Step S300: and carrying out modal analysis on the finite element analysis model of the guardrail structure to obtain the modal characteristics of the finite element analysis model.
The finite element analysis model comprises simulation preset nodes corresponding to all preset nodes.
Specifically, in this embodiment, a corresponding finite element analysis model is built for the guardrail structure in the experiment. The finite element analysis model is a simulation geometric model of the guardrail structure. That is, the guardrail structure is discretized into a limited number of cells, each cell representing a different type of structural element in the guardrail structure, such as beams, plates, shells, etc. Each unit is connected to its neighboring units by nodes.
In some embodiments, the nozzles of the guardrail structure may be connected by a welding hold tool in ANSYS SPACECLAIM (a CAD software) geometry processing tool, and the plates of the guardrail structure may be Spot welded by a welding Spot tool in ANSYS SPACECLAIM geometry processing tool. In addition, it is also necessary to define the line elasticity calculation material properties (elastic modulus, poisson's ratio, density) of the tubing 20# steel, i.e. the strength evaluation properties (yield strength, tensile strength) of the guardrail structure, i.e. the material strength characteristics of the guardrail structure.
Then, by performing modal analysis on the finite element analysis model, the modal characteristics corresponding to the finite element analysis model can be obtained. That is, the modal analysis is performed on each unit, and all modal frequencies of each unit in a preset simulation frequency range are extracted. And finally, performing superposition calculation on all the modal frequencies to obtain the modal characteristics of the finite element analysis model. Among them, modal characteristics include, but are not limited to, natural frequencies, modal shapes, and modal stresses of the guardrail structure.
The modal stress is stress data after normalization processing, and is not a real stress value, namely the modal stress cannot reflect a specific stress value, and only the relative height of the stress between nodes of the guardrail structure can be reflected.
In some embodiments, modal analysis may be performed using ANSYS Workbench (integrated engineering simulation platform) simulation software. Specifically, a finite element analysis model of the guardrail structure is imported into ANSYS Workbench simulation software. All Fixed Supports (a constraint condition for simulating a structural object) fixed constraints are built on 4 fulcrums (namely 4 simulation preset nodes) at the bottom of the finite element analysis model, a simulation frequency range (for example, 0-75 Hz) is set, and then simulation is carried out to obtain all modal frequencies in the range of 0-75 Hz. And carrying out mode superposition calculation on the basis to obtain the natural frequency, the mode shape and the mode stress.
Step S400: based on the power spectral density data, the modal characteristics, the preset random vibration frequency range and the preset structural system damping ratio, the finite element analysis model is utilized to carry out random vibration analysis and calculation on the pipe part of the guardrail structure, and a random vibration simulation result is obtained.
Further, the step S400 specifically includes:
step S410: and judging whether the high-modal stress position in the modal characteristic is matched with the actual damage position of the guardrail structure.
Step S420: if the two parameters are identical, based on the power spectrum density data, the modal characteristics, the preset random vibration frequency range and the preset structural system damping ratio, carrying out random vibration analysis and calculation on the pipe part of the guardrail structure by using a finite element analysis model, and obtaining a random vibration simulation result.
Specifically, after the modal stress is obtained, the high modal stress position can be determined through the modal stress of each node in the guardrail structure, the high modal stress position is compared with the actual damage position of the guardrail structure in the actual measurement result, and whether the high modal stress position is matched with the actual damage position or not can be judged and calculated. The actual damage position is the damage position of the guardrail structure in the road spectrum actual measurement process. If the two structural pipes are matched, entering the subsequent random vibration analysis and calculation aiming at the structural pipes of the guardrail. Specifically, the obtained power spectral density data and modal characteristics are used as inputs of random vibration analysis calculation, a random vibration frequency range and a structural system damping ratio of the random vibration analysis calculation are set, and then random vibration simulation results are obtained by carrying out random vibration analysis calculation on pipe parts in a finite element analysis model.
In some specific embodiments, the multipoint random vibration simulation calculation can be built through ANSYS Workbench simulation software. Specifically, the structural system damping ratio (e.g., 0.02) and random vibration frequency range (e.g., 0-50 Hz) of the guardrail structure are first defined, while the modal characteristics are input into the simulation software. Then, corresponding power spectral density loads are applied to the above 4 fulcrums, respectively. Wherein the load application location is Fixed Supports constraint points in the finite element analysis model. And finally obtaining a road spectrum random vibration statistical stress value, namely a random vibration simulation result.
It will be appreciated that for solving calculations of road spectrum random vibration statistical stress values, stress values at different standard deviation levels, such as 1σ,2σ, and 3σ values, are typically obtained. These values reflect the statistical distribution of the stresses to which the structure is subjected under given loading conditions. 1 sigma represents a range of standard deviations, containing about 68% of the data. 2 sigma represents the range of two standard deviations, containing about 95% of the data. 3 sigma represents a range of three standard deviations, containing about 99.7% of the data. Thus, the 1σ,2σ, and 3σ values can be used to evaluate the anti-vibration capability strength of the structure under random vibration loading.
Specifically, comparing the actual stress value of the structure with the values of 1σ,2σ and 3σ, if the actual stress value of the structure is lower than the value of 1σ, it is indicated that the structure has a high vibration resistance and can bear a high vibration load. If the actual stress value to which the structure is subjected approaches or exceeds the 2σ or 3σ value, there may be instances where the vibration resistance is insufficient, and corresponding measures, such as increasing the structural rigidity or modifying the design parameters, need to be taken to improve the vibration resistance of the structure.
Step S500: and obtaining a fault point prediction result based on the random vibration simulation result.
Further, the step S500 specifically includes:
Step S510: and obtaining stress values of all nodes in the finite element analysis model based on the random vibration simulation result.
Step S520: and obtaining the safety coefficient of each node based on the material strength characteristic and the stress value of the guardrail structure.
Step S530: and based on the safety coefficient of each node, obtaining the structural vibration resistance strength evaluation result.
The structural vibration resistance strength evaluation result comprises a fault point prediction result.
Specifically, in this embodiment, stress values of each node in the finite element analysis model may be obtained according to the random vibration simulation result, where the stress values are true stress values received by the corresponding node. And then comprehensively analyzing and calculating according to the stress value of each node and the material strength characteristic corresponding to each node, so that the safety coefficient of each node can be obtained. And finally, according to the safety coefficient, evaluating the vibration resistance strength of each node to obtain a structural vibration resistance strength evaluation result. Namely, the node position with the intensity of the vibration resistance of the structure lower than the safety coefficient is a position which is easy to generate faults in the guardrail structure, so that the prediction of the fault position of the guardrail of the cab is realized.
In some embodiments, the determination of the safety factor may be made by the yield strength and the random vibration 3σ stress value, and the safety factor value is determined comprehensively according to the importance of structural failure and the frequency of use of the structure. In particular, if the destruction of the structure would have serious consequences, or if the frequency of use of the structure is high, the safety factor should be set to a high value to ensure that the structure has sufficient vibration resistance and reliability in any case. The safety factor may be suitably reduced if the structural damage results in a lighter or the structural use frequency is lower.
The yield strength refers to the yield strength of a structural material, and indicates the capability of the material to start to generate plastic deformation under a certain stress level. The random vibration 3σ stress value refers to the stress level of the structure under random vibration loading, which is equal to 3 times the standard deviation (3σ) plus the average value. This value reflects the maximum stress level to which the structure may be subjected under random vibration loading.
In the embodiment, a finite element analysis model is constructed for the guardrail structure and modal analysis is performed, then random vibration analysis calculation is performed based on modal characteristics obtained by the modal analysis and power density spectrum data obtained by actual measurement, and finally a fault prediction point is obtained based on a random vibration simulation result obtained by the random vibration analysis calculation. The modal analysis and random vibration analysis calculation aiming at the finite element analysis model are dynamic analysis means, so that the defect that simulation calculation errors in the product research and development process are caused by incapability of considering road spectrum excitation and superposition of modal shape dynamic response in the static and inertial load calculation can be overcome. Furthermore, the invention realizes the accurate prediction of the fault position of the cab guardrail structure.
Further, a second embodiment is proposed based on the first embodiment, referring to fig. 3, fig. 3 is a schematic flow chart of a second embodiment of the cab guardrail fault location prediction method according to the present invention.
In this embodiment, the preset node includes a bottom plate center point of the guardrail structure, and the power spectral density data includes power spectral density data corresponding to the bottom plate center point, so after step S500, the method further includes:
Step S600: and acquiring a welding line principal stress-service life curve corresponding to the welding line of the pipe orifice of the pipe in the guardrail structure.
Specifically, in this embodiment, the primary S-N (stress-life) curve of the weld may be obtained by fatigue testing and analysis of the weld. Specifically, a part of welding seams are selected in an actual guardrail structure to be sampled. These welds were then subjected to fatigue tests in the laboratory, with different loads applied to simulate the stress variations under practical use conditions. By recording the number of load applications and the number of weld failures, the primary stress-life data for the weld can be obtained. Finally, according to the data, carrying out statistical analysis, and obtaining a main S-N curve of the welding seam.
In some embodiments, the localized weld joint may also be formed by cutting the weld site orifice, then defining the primary S-N curve of the weld based on the structural stress method in ASME (American Society of MECHANICAL ENGINEERS ) specifications, and assigning the localized weld joint.
Further, in some implementations, step S600 specifically includes:
Step S610: and judging whether the predicted fault point result is consistent with the actual damaged position of the guardrail structure.
Step S620: and if the pipe orifice welding lines are matched, acquiring a welding line principal stress-service life curve corresponding to the pipe orifice welding lines in the guardrail structure.
Specifically, in this embodiment, before performing the weld fatigue solving calculation, it is required to determine whether the foregoing failure prediction position coincides with the actual damage position of the guardrail structure, and if so, enter the subsequent weld fatigue solving calculation. If not, it can be determined that the guardrail failure may be due to improper manual welding, quality incomplete or other failure sources, and is not a design defect, and is not considered to be within the scope of the application.
Step S700: based on preset acceleration, preset random vibration frequency range and preset structural system damping ratio, harmonic response analysis calculation of three preset directions is carried out on the center point of the bottom plate, and harmonic response analysis results of the three preset directions are obtained.
After the main S-N curve of the welding seam is obtained, parameters such as preset acceleration, preset random vibration frequency range, preset structural system damping ratio and the like are set, and then harmonic response analysis calculation is carried out on the central point of the bottom plate of the guardrail, so that harmonic response analysis results in three preset directions (namely X, Y, Z axes) are respectively obtained. The harmonic response analysis result comprises information such as node force, speed and acceleration.
In some embodiments, 3 harmonic response calculation solution engines of three preset directions can be established for the center point of the guardrail bottom plate and used for respectively carrying out 1G acceleration harmonic response analysis of the three preset directions. In each harmonic response analysis calculation solution engine, setting of input parameters is performed. The input parameters include vibration load direction, vibration acceleration magnitude, structural system damping ratio (e.g., 0.02), and solution calculation frequency range (e.g., 0-50 Hz), among others. Then, a 1G acceleration harmonic response analysis is performed for each direction using the established harmonic response analysis calculation solution engine. In each direction, a transfer function is calculated that describes the relationship between vibration load and structural response. Then, a calculation result output term is extracted from each harmonic response analysis calculation. The required output items include acceleration, velocity, and node Force (Nodal Force).
Step S800: and carrying out random vibration fatigue calculation on the welding seam based on the power spectrum density data in all preset directions and all harmonic response analysis results to obtain a random vibration statistical stress value of the welding seam of the pipe orifice.
Step S900: and determining the simulation service life of the guardrail structure from the weld joint principal stress-service life curve based on the weld joint random vibration statistical stress value.
Specifically, after the harmonic response analysis and calculation are completed, the power spectrum density data of each preset direction and the harmonic response analysis result are correspondingly combined through a random vibration fatigue calculation method, and the random vibration statistical stress value of the welding line is calculated. And then, inquiring in the obtained welding line main S-N curve according to the calculated random vibration statistical stress value. Wherein the main S-N curve of the weld describes the life characteristics of the weld, i.e. the service life at different stress levels. According to the random vibration statistic stress value of the welding seam, the simulation service life of the guardrail structure can be determined from the S-N curve query of the welding seam, namely the expected service life of the guardrail structure under a given vibration load.
In some specific embodiments, nCode DesignLife (a piece of commercial software for fatigue life analysis) weld vibration fatigue solving engines may be built for a finite element analysis model of the guardrail structure. Wherein nCode DesignLife engine is a software tool dedicated to vibration fatigue analysis. Specifically, in nCode DesignLife engines, input parameters are set, including the power spectral density loads in three directions to be applied on the center point of the bottom plate of the guardrail structure and the harmonic response analysis results in three directions. Then, build DutyCycle (meaning the ratio of the duration of the high level in the signal to the duration of one cycle) solves the calculation engine for calculating the fatigue life of the weld under random vibration load.
It should be noted that in the DutyCycle solving calculation engine, the power spectrum density data and the harmonic response analysis result need to be correspondingly combined according to the sequence of random vibration calculation items (random vibration calculation items in three directions in total) of unit time in each direction.
And finally, using the built engine to complete the calculation of the random vibration fatigue of the welding line, and obtaining the fatigue life of the welding line under the random vibration load.
In the embodiment, on the basis that the fault prediction position of the guardrail structure is matched with the actual damage position of the guardrail structure, harmonic response analysis is carried out on the finite element analysis model according to actual measurement power density general data of the center point of the platform of the guardrail structure, welding line vibration fatigue calculation is carried out on the welding line of the pipe orifice according to the analysis result of the harmonic response to obtain a random vibration statistical stress value of the welding line of the pipe orifice, and then the simulation service life of the guardrail structure can be determined according to the random vibration statistical stress value and a welding line main stress-service life curve. The main stress-service life curve of the welding seam can accurately reflect the relation between the stress value received by the welding seam and the service life of the welding seam. Therefore, the invention can accurately predict the expected service life of the guardrail structure through the simulation service life.
Further, a third embodiment is proposed based on the second embodiment, referring to fig. 4, fig. 4 is a schematic flow chart of a third embodiment of the cab guard rail fault location prediction method according to the present invention.
In this embodiment, after the calculation of the simulation life of the guardrail structure is completed, the design of the guardrail structure needs to be evaluated according to the simulation life, so after step S900, the method further includes:
step a1: the real life of the guardrail structure is obtained, and the experimental life of the guardrail structure in an experimental running yard is obtained.
Step a2: and taking the ratio of the logarithmic value of the real life to the logarithmic value of the experimental life as the proportional relation of the real life to the experimental life.
Step a3: based on the proportional relation and the design life, the preset life is obtained.
Step a4: and judging whether the simulation life is greater than or equal to the preset life.
Step a5: if the service life is longer than or equal to the preset service life, the structural design of the guardrail is determined to reach the standard.
Step a6: if the service life of the guardrail is less than the preset service life, the structural design of the guardrail is determined to be not up to standard.
Specifically, in this embodiment, the guardrail structures all have corresponding design lives, which are the shortest service lives of the guardrail structures in the real mining area. That is, the guard rail structure must have a life that is less than the design life during use in the mine environment.
It can be appreciated that, because the real environment of the mining area is different from the experimental sports car environment to some extent, the same guardrail structure is different in life between the real environment of the mining area and the experimental sports car environment. Therefore, the design life aiming at the mining area environment needs to be converted into the preset life corresponding to the experimental running yard, and the design of the guardrail structure is further evaluated according to the preset life and the simulation life.
Specifically, firstly, aiming at the guardrail structure of the same design, the real life of the guardrail structure in the mining area environment and the experimental life of the sports car field environment are analyzed and compared, and the proportional relation between the real life and the experimental life can be obtained. The ratio of the real life logarithmic value to the experimental life logarithmic value can be obtained through experimental actual measurement. For example: if the real life is A hours and the experimental life is B hours, the proportional relationship is lgA/lgB.
After the proportional relation is determined, the preset service life corresponding to the sports car field can be calculated according to the proportional relation and the design service life of the guardrail structure. For example: if the design life is C and the preset life is D, the following conditions are satisfied: lgD = lgC x lgB/lgA.
After the preset life is obtained, the design of the guardrail structure is evaluated according to the preset life and the simulation life. Specifically, comparing the simulation life of the guardrail structure with the preset life, and if the simulation life is greater than or equal to the preset life, determining that the design of the guardrail structure meets the standard; if the simulation life is smaller than the preset life, the structural design of the guardrail can be determined to be substandard.
In this embodiment, through comparing the real life of guardrail structure in mining area environment and the experimental life at experimental running yard, obtain the proportional relation of real life and experimental life, and then can be with design life conversion for the preset life that is used for guardrail structural design evaluation according to proportional relation, and then more conveniently evaluate guardrail structural design according to emulation life and preset life.
To enable those skilled in the art to better understand the scope of the present application. The following description of the technical solution according to the present application is explained by specific implementation examples in specific application scenarios, and it is understood that the following examples are only used for explaining the present application, and are not used for limiting the protection scope of the present application.
Examples: referring to fig. 5, fig. 5 is a flow chart of a specific example. As shown, the process includes three parts, respectively: and (3) carrying out road spectrum actual measurement, carrying out random vibration analysis and solving of a pipe part, and carrying out vibration fatigue solving of a welding line.
Wherein, the road spectrum actual measurement part mainly comprises the following steps:
Step one: obtaining actual measurement road spectrum data (S3T file) of 4 fulcrums at the bottom of the guardrail structure and the center point of a platform in the guardrail structure through actual measurement of road spectrum of the washboard road;
Step two: according to the Fourier transform method, frequency domain conversion is carried out on the actually measured road spectrum data, namely the actually measured road spectrum data is converted into power spectrum density data of 4 fulcrums and power spectrum density data of a platform center point (S3H file).
Wherein, the random vibration analysis solution of the pipe part mainly comprises the following steps:
Step one: establishing a corresponding finite element analysis model (namely a finite element calculation model) according to the 3D digital model of the guardrail structure;
Step two: taking the finite element analysis model as input, and carrying out modal analysis by a modal superposition method to obtain modal characteristics; the mode characteristics comprise the natural frequency, the mode shape and the mode stress of the guardrail structure;
step three: taking the modal characteristics as input, and carrying out random vibration analysis and solution on the pipe part of the finite element analysis model through ANSYS Workbench simulation software to obtain a random vibration simulation result;
step four: according to the random vibration simulation result, calculating stress values of all nodes in the guardrail structure;
Step five: and evaluating the vibration resistance intensity of each node (namely, evaluating random vibration statistics stress response) according to the stress value and the material intensity characteristic of each node, and determining the fault prediction position of the guardrail structure.
The weld joint vibration fatigue solving method mainly comprises the following steps of:
Step one: judging whether the calculated fault prediction position (namely, the calculated hot spot damage position) is consistent with the actual damage position, and if so, entering a weld vibration fatigue solution;
Step two: carrying out harmonic response analysis on a finite element analysis model through a modal superposition method, and then respectively establishing transfer functions in three directions of XYZ to carry out solving calculation to obtain acceleration, speed, node force and node moment;
step three: taking power spectrum density data, acceleration, speed, node force, node moment and a main SN curve of a welding seam of a platform center point as input, and carrying out welding seam vibration fatigue solving calculation through a nCode DesignLife engine to obtain the simulation service life of the welding seam;
Step four: evaluating the matching degree of the hot spot position with low service life of the welding line and the actual damaged position, and if the hot spot position with low service life of the welding line is matched with the actual damaged position, determining a simulated service life value of the welding line;
step five: obtaining a logarithmic proportionality coefficient lgA/lgB of a washboard road simulation calculation cracking time length A and a corresponding mining area real fault time length B;
Step six: multiplying the logarithm lgC of the product quality assurance period C by a proportional coefficient lgA/lgB to obtain the logarithm lgD of the evaluation life value D;
Step seven: and evaluating the simulation life value according to the evaluation life value D so as to realize iterative improvement of the guardrail structure.
After a series of solving calculations, the guardrail structure is damaged after the vehicle runs for 40 km in the washboard road of the experimental running yard, and the time period from the start of the experiment to the damage of the guardrail structure is 53 hours, so that the simulation life of the guardrail structure is 53 hours.
Based on the method, 53 hours and D hours are compared, and the design of the guardrail structure can be evaluated, so that the guardrail structure is iteratively improved according to the evaluation result.
Further, in order to achieve the above object, the present invention further provides a cab guard rail fault location prediction apparatus, which may include:
the actually measured road spectrum data acquisition module is used for acquiring actually measured road spectrum data corresponding to a plurality of preset nodes of the guardrail structure;
The frequency domain conversion module is used for converting the actually measured road spectrum data into a frequency domain to obtain power spectrum density data corresponding to each preset node;
the modal analysis module is used for carrying out modal analysis on the finite element analysis model of the guardrail structure to obtain the modal characteristics of the finite element analysis model; the finite element analysis model comprises simulation preset nodes corresponding to all preset nodes;
The random vibration analysis module is used for carrying out random vibration analysis calculation on the pipe part of the guardrail structure by utilizing the finite element analysis model based on the power spectral density data, the modal characteristics, the preset random vibration frequency range and the preset structural system damping ratio to obtain a random vibration simulation result;
and the fault point determining module is used for obtaining a fault point prediction result based on the random vibration simulation result.
It should be noted that, the functions that can be achieved by each module in the cab guardrail fault location prediction device and the corresponding achieved technical effects may refer to descriptions of specific embodiments in each embodiment of the cab guardrail fault location prediction method according to the present invention, and for brevity of description, details are not repeated here.
In addition, the embodiment of the invention also provides a computer readable storage medium, wherein the computer readable storage medium is stored with a cab guardrail fault position prediction program, and the cab guardrail fault position prediction program realizes the steps of the cab guardrail fault position prediction method when being executed by a processor. Therefore, a detailed description will not be given here. In addition, the description of the beneficial effects of the same method is omitted. For technical details not disclosed in the embodiments of the computer-readable storage medium according to the present invention, please refer to the description of the method embodiments of the present invention. As an example, the program instructions may be deployed to be executed on one computing device or on multiple computing devices at one site or distributed across multiple sites and interconnected by a communication network.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the statement "include one cab rail fault location prediction" does not preclude the presence of additional identical elements in a process, method, article or system that includes the element.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a computer readable storage medium (e.g. ROM/RAM, magnetic disk, optical disk) as above, comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method of the embodiments of the present invention.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.
Claims (7)
1. The cab guardrail fault position prediction method is characterized by further comprising the following steps of:
obtaining actual measurement road spectrum data corresponding to a plurality of preset nodes of the guardrail structure; the actually measured road spectrum data are acquired by acceleration sensors installed at the preset nodes in the running process of the vehicle;
Converting the actually measured road spectrum data into a frequency domain to obtain power spectrum density data corresponding to each preset node;
performing modal analysis on the finite element analysis model of the guardrail structure to obtain modal characteristics of the finite element analysis model; the finite element analysis model comprises simulation preset nodes corresponding to the preset nodes;
based on the power spectral density data, the modal characteristics, a preset random vibration frequency range and a preset structural system damping ratio, carrying out random vibration analysis calculation on the pipe part of the guardrail structure by using the finite element analysis model to obtain a random vibration simulation result;
obtaining a fault point prediction result based on the random vibration simulation result;
the step of obtaining a fault point prediction result based on the random vibration simulation result comprises the following steps:
based on the random vibration simulation result, stress values of all nodes in the finite element analysis model are obtained;
based on the material strength characteristics of the guardrail structure and the stress values, obtaining the safety coefficient of each node;
Based on the safety coefficient of each node, obtaining a structural anti-vibration capability strength evaluation result; wherein the structural vibration resistance strength evaluation result comprises the fault point prediction result;
The step of performing random vibration analysis and calculation on the pipe part of the guardrail structure by using the finite element analysis model based on the power spectral density data, the modal characteristics, a preset random vibration frequency range and a preset structural system damping ratio to obtain a random vibration simulation result comprises the following steps:
judging whether the middle-high modal stress position of the modal characteristic is matched with the actual damage position of the guardrail structure or not;
if yes, based on the power spectrum density data, the modal characteristics, a preset random vibration frequency range and a preset structural system damping ratio, carrying out random vibration analysis and calculation on the pipe part of the guardrail structure by using the finite element analysis model to obtain a random vibration simulation result;
the preset node comprises a bottom plate center point of the guardrail structure, and the power spectrum density data comprise power spectrum density data corresponding to the bottom plate center point;
after the step of obtaining the fault point prediction result based on the random vibration simulation result, the method further includes:
acquiring a welding line main stress-service life curve corresponding to a welding line of a pipe orifice of the pipe in the guardrail structure;
based on preset acceleration, the preset random vibration frequency range and the preset structural system damping ratio, harmonic response analysis calculation of three preset directions is carried out on the central point of the bottom plate, and harmonic response analysis results of the three preset directions are obtained;
based on the power spectrum density data in all the preset directions and all the harmonic response analysis results, performing random vibration fatigue calculation on the welding seam to obtain a random vibration statistical stress value of the welding seam of the pipe orifice;
And determining the simulation life of the guardrail structure from the weld joint principal stress-life curve based on the random vibration statistical stress value.
2. The cab guardrail fault location prediction method of claim 1, wherein after the step of determining a simulated life of the guardrail structure from the weld principal stress-life curve based on the random vibration statistical stress values, the method further comprises:
Judging whether the simulation life is longer than or equal to a preset life;
if the service life is longer than or equal to the preset service life, determining that the structural design of the guardrail meets the standard;
If the service life is smaller than the preset service life, the structural design of the guardrail is determined to be not up to standard.
3. The cab guard rail fault location prediction method of claim 2, wherein prior to the step of determining whether the simulated life is greater than or equal to a preset life, the method further comprises:
Acquiring the real life of the guardrail structure and the experimental life of the guardrail structure in an experimental running yard;
Taking the ratio of the logarithmic value of the real life to the logarithmic value of the experimental life as the proportional relation between the real life and the experimental life;
and obtaining the preset service life based on the proportional relation and the design service life.
4. The cab guardrail fault location prediction method of claim 1, wherein the step of obtaining a weld primary stress-life curve corresponding to a pipe orifice weld in the guardrail structure comprises:
judging whether the predicted fault point result is consistent with the actual damaged position of the guardrail structure;
and if the pipe orifice welding lines are matched, acquiring a welding line principal stress-service life curve corresponding to the welding line of the pipe orifice in the guardrail structure.
5. A cab guardrail fault location prediction apparatus, the apparatus comprising:
the actually measured road spectrum data acquisition module is used for acquiring actually measured road spectrum data corresponding to a plurality of preset nodes of the guardrail structure;
the frequency domain conversion module is used for converting the actually measured road spectrum data into a frequency domain to obtain power spectrum density data corresponding to each preset node;
The modal analysis module is used for carrying out modal analysis on the finite element analysis model of the guardrail structure to obtain modal characteristics of the finite element analysis model; the finite element analysis model comprises simulation preset nodes corresponding to the preset nodes;
The random vibration analysis module is used for carrying out random vibration analysis calculation on the pipe part of the guardrail structure by utilizing the finite element analysis model based on the power spectral density data, the modal characteristics, a preset random vibration frequency range and a preset structural system damping ratio to obtain a random vibration simulation result;
The fault point determining module is used for obtaining a fault point prediction result based on the random vibration simulation result;
The fault point determining module is further used for obtaining stress values of all nodes in the finite element analysis model based on the random vibration simulation result; based on the material strength characteristics of the guardrail structure and the stress values, obtaining the safety coefficient of each node; based on the safety coefficient of each node, obtaining a structural anti-vibration capability strength evaluation result; wherein the structural vibration resistance strength evaluation result comprises the fault point prediction result;
The random vibration analysis module is also used for judging whether the high-modal stress position in the modal characteristic is matched with the actual damage position of the guardrail structure; if yes, based on the power spectrum density data, the modal characteristics, a preset random vibration frequency range and a preset structural system damping ratio, carrying out random vibration analysis and calculation on the pipe part of the guardrail structure by using the finite element analysis model to obtain a random vibration simulation result;
The preset node comprises a bottom plate center point of the guardrail structure, and the power spectrum density data comprise power spectrum density data corresponding to the bottom plate center point; the fault point determining module is also used for acquiring a welding line main stress-service life curve corresponding to a welding line of a pipe orifice of the pipe in the guardrail structure; based on preset acceleration, the preset random vibration frequency range and the preset structural system damping ratio, harmonic response analysis calculation of three preset directions is carried out on the central point of the bottom plate, and harmonic response analysis results of the three preset directions are obtained; based on the power spectrum density data in all the preset directions and all the harmonic response analysis results, performing random vibration fatigue calculation on the welding seam to obtain a random vibration statistical stress value of the welding seam of the pipe orifice; and determining the simulation life of the guardrail structure from the weld joint principal stress-life curve based on the random vibration statistical stress value.
6. A cab guardrail fault location prediction apparatus, the apparatus comprising: a memory, a processor and a cab guardrail fault location prediction program stored on the memory and executable on the processor, the cab guardrail fault location prediction program configured to implement the steps of the cab guardrail fault location prediction method of any of claims 1-4.
7. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a cab guard rail fault location prediction program, which when executed by a processor, implements the steps of the cab guard rail fault location prediction method according to any one of claims 1 to 4.
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