JP2004324598A - Breaking prediction method and breaking prediction system for engine parts, and its control program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately predict the life of engine parts until resulting in breakage by three breaking factors of low cycle fatigue, creep and high cycle fatigue without constructing a large-scale database requiring immense man-hours. <P>SOLUTION: The life of engine parts when each breaking factor is independently applied is obtained by an experiment and set to databases DB11-13. When predicting a composite fatigue life by three breaking factors, time series simulation data of thermal load and vibration applied to the engine parts when operating an engine is obtained by an FEM analysis, and based on this data and the life data of the databases DB11-13, the amount of damage by each breaking factor of low cycle fatigue, creep and high cycle fatigue is obtained. The amount of creep fatigue damage is computed considering the influence of stress relaxation by interaction. The amount of high cycle fatigue damage is computed considering the influence of damage caused by vibration of a fatigue limit or less. Breaking is determined when the total of the damage amounts by three breaking factors becomes a prescribed value. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention is used in an engine mounted on an automobile or the like, and a failure prediction method for predicting the life of engine parts such as a cylinder head, a piston, an exhaust manifold, and an exhaust pipe which is subjected to a thermal load and vibration during operation of the engine, It relates to a failure prediction system and a program.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, in order to evaluate the performance of an engine or a transmission at a vehicle development site, various measurement / test methods as disclosed in, for example, Patent Document 1 have been proposed. Patent Document 2 discloses a computer assisted technology (CAE) that can evaluate the performance of an engine without waiting for the completion of the development. The CAE technology can be used to evaluate the performance on a desk using a computer, and is therefore extremely useful for shortening the development period, and its importance has been increasing in recent years.
[0003]
In particular, in the technical field of reliability development requiring a long time, utilization of CAE technology is an important issue. In other words, in recent years, as engine performance has improved, the load on engine components exposed to high temperatures, such as combustion chamber members such as pistons and cylinder heads, and exhaust systems, has become even more severe than in the past. This is because, in development, it is required to further shorten the period and at the same time to further improve the reliability.
[0004]
More specifically, there are three main destruction factors of engine parts: low cycle fatigue caused by thermal stress, creep caused by continuous running (maintaining high temperature), and high cycle fatigue caused by vibration from the engine or the road surface ( It is known that they combine to cause damage to the member (see FIG. 5). Therefore, in order to predict the life of an engine component, it is necessary to consider all the damages caused by the three destructive factors.
[0005]
For this purpose, it is conceivable to conduct experiments by changing the conditions of heat load and vibration for each engine component, and build a database of composite fatigue based on three factors of low cycle fatigue, creep and high cycle fatigue. Since the use conditions of automobile engine parts range from -30 ° C. to 800 ° C. for temperature alone, and are extremely wide in both heat and stress, a large-scale database covering all of them is required. In order to construct, even a single material requires enormous man-hours, which is hardly realistic.
[0006]
For this reason, at present, for example, as a reliability evaluation method for exhaust system components of an automobile engine, a thermal cycle test which is an evaluation on a combination of low cycle fatigue and creep (usually referred to as “creep fatigue”), The engine / bad road resonance stress test, which is an evaluation related to high cycle fatigue, is individually performed, and the failure due to combined fatigue is determined based on the determined fracture life.
[0007]
[Patent Document 1]
JP 2002-526762 A
[Patent Document 2]
JP-A-2002-148147
[0008]
[Problems to be solved by the invention]
However, when the inventors of the present application compared the fracture life predicted by the thermal cycle test and the resonance stress test with the actual life obtained by the material test as described above, the predicted life greatly deviated from the actual life. It was found that the prediction accuracy was extremely insufficient. This is considered to be due to the fact that creep fatigue and high cycle fatigue are evaluated separately in a combined fatigue environment in which both progress simultaneously.
[0009]
That is, as a conventional general idea of evaluating exhaust system components, when high cycle fatigue progresses independently, damage due to stress below the fatigue limit is set to “0”. There is a view that the fatigue limit itself does not exist when a large stress is applied even at a low frequency or in a high temperature state. In other words, in a complex fatigue environment in which high cycle fatigue progresses along with low cycle fatigue and creep, their interaction may cause damage due to vibration with an amplitude less than the fatigue limit and shorten high cycle fatigue life. Can be.
[0010]
The present invention has been made in view of the above, and it is an object of the present invention to provide an engine component having a low cycle fatigue, a creep, and a high cycle fatigue. When estimating the life, the influence of the interaction of these destructive factors is factored in to improve the accuracy of destruction judgment, thereby enabling accurate calculation without constructing a large-scale database that requires enormous man-hours. The purpose of the present invention is to make it possible to predict the fracture life.
[0011]
[Means for Solving the Problems]
In order to achieve the above object, in the present invention, low cycle fatigue, creep and damage due to three fracture factors of high cycle fatigue are each determined, and when determining the high cycle fatigue damage amount of them, other fracture factors and Considering that due to the interaction of, the damage is caused by the vibration having the amplitude smaller than the fatigue limit, the influence of the damage is taken into consideration.
[0012]
Specifically, the invention of claim 1 predicts the life of an engine component until it is damaged and destroyed by combined fatigue of low cycle fatigue and creep caused by thermal load and high cycle fatigue caused by vibration. Targeting a fracture prediction method, based on at least a low cycle fatigue life which is a life until the engine component is broken by only low cycle fatigue and a history of fluctuation of thermal load in the engine component, damage due to low cycle fatigue is determined. Find the quantity. Further, the amount of damage due to creep is determined based on a creep life, which is a life until the engine component is broken only by creep, and at least a history of thermal stress in the engine component. The amount of damage due to high cycle fatigue is determined based on the high cycle fatigue life, which is the life to failure only by fatigue, and at least the history of vibration in the engine part, and the low cycle fatigue, creep, and high cycle fatigue are determined. When the sum of the respective amounts of damage caused by the above becomes equal to or more than a predetermined value, it is determined to be destruction.
[0013]
Here, as the definition of each damage amount, for example, the damage amount due to low cycle fatigue is defined as a low cycle fatigue life which is the number of fluctuations of a thermal load (thermal stress, thermal strain) when a fracture is caused only by low cycle fatigue. It is determined as a reference, and is calculated as the ratio of the cumulative change frequency of the heat load to this. Similarly, the amount of damage due to creep is determined as the ratio of the cumulative retention period of thermal stress to the creep life, which is the retention period of the thermal load in the case where destruction is caused only by creep. In addition, the damage amount due to high cycle fatigue is determined as a ratio of the cumulative number of vibrations to the high cycle fatigue life, which is the number of vibrations when the fracture is caused only by the high cycle fatigue. In this case, when the sum of the respective amounts of damage due to the low cycle fatigue, creep and high cycle fatigue becomes 1 or more, it is determined to be destruction.
[0014]
As a feature of the present invention, when determining the amount of damage due to the high cycle fatigue, the influence of damage due to vibration having an amplitude equal to or less than the fatigue limit, which is caused by interaction with at least one of low cycle fatigue and creep, is taken into consideration. I do. In this way, even if the high-cycle fatigue damage amount becomes larger than that of a single case due to the interaction of three destructive factors in a complex fatigue environment, an accurate high-cycle fatigue damage amount reflecting that fact is obtained. Can be. As a result, the accuracy of the failure determination due to the three-factor combined fatigue is improved, and the failure life of the engine component can be accurately predicted.
[0015]
Further, in the above-described fracture determination, in order to determine the amount of damage due to each destruction factor of the engine component, for example, a low cycle fatigue life, a creep life, and a high cycle fatigue life are determined in advance by experiments or the like for each material. Although it is necessary, the man-hour required to determine the rupture life of a material by one rupture factor is so small as to be incomparable with the case of experimentally determining the life in a situation where all three rupture factors are combined, It is practical enough.
[0016]
Here, when considering the influence of the interaction on the high cycle fatigue damage amount, for example, a modified minor rule is generally known for the life of a steel material, and the life due to the high cycle fatigue is the characteristic of the low cycle fatigue. Is often estimated by extrapolating a graph of a low life span representing the following (see FIG. 13). However, as a result of experiments conducted by the inventors of the present application, when the temperature state greatly differs depending on the location or arrangement, such as a combustion chamber member or an exhaust system component of an engine, the influence of the interaction of the destructive factors is thereby reduced. It turned out to be very different, and it turned out that the modified Miner's rule that treats this uniformly is not enough.
[0017]
Thus, in the present invention, the amount of high cycle fatigue damage is obtained by following the concept of the so-called modified minor rule, and at that time, the higher the temperature of the engine parts, the less the effect of damage due to vibrations having an amplitude smaller than the fatigue limit. (The invention of claim 2). By doing so, it is possible to more accurately determine the amount of high-cycle fatigue damage, reflecting that the influence of vibration below the fatigue limit varies depending on the temperature state.
[0018]
In the method for predicting fracture of an engine component, when obtaining the amount of damage due to creep, it is preferable to take into account the effect of stress relaxation due to the interaction with at least one of the low cycle fatigue and the high cycle fatigue (the invention of claim 3). .
[0019]
In other words, as a conventional concept of evaluating general engine parts, the amount of creep damage is calculated by the time ratio under load stress, and it is assumed that the load stress is kept constant during the cycle, When the inventors of the present application confirmed the stress state during one cycle by an experiment, the stress decreased over time (see FIG. 7 and the like), and it was considered that this was due to the interaction.
[0020]
Therefore, in the third aspect of the present invention, by determining the amount of damage due to creep in consideration of the influence of the above-described stress relaxation, it is possible to further improve the accuracy of determination of fracture due to three-factor combined fatigue.
[0021]
By the way, in the above-mentioned fracture prediction method, in order to obtain each damage amount due to low cycle fatigue, creep and high cycle fatigue, information on history of thermal load fluctuation, thermal stress, vibration, etc. generated in the engine parts during operation of the engine is required. Will be needed. Therefore, at least a physical model of the engine component is used to simulate the thermal load and vibration during engine operation, thereby obtaining time-series state data on at least one of the stress and strain states and the temperature state of the engine part. By doing so, each damage amount due to low cycle fatigue, creep and high cycle fatigue can be obtained (the invention of claim 4).
[0022]
In this way, when estimating the destructive life of the engine component, history information on thermal load fluctuation, thermal stress, vibration, and the like in the engine component can be obtained by, for example, heat and stress analysis by FEM. Since there is no need to perform measurement or the like, it is possible to more easily predict the destruction life.
[0023]
At that time, first, a test cycle including at least one time each of the fluctuation of the heat load causing the low cycle fatigue and the holding period of the thermal stress causing the creep, and including the vibration causing the high cycle fatigue. As a simulation during engine operation, it is preferable to reproduce the test cycle two or more times and to acquire the state data of the engine parts in the second and subsequent test cycles. Item 5 invention).
[0024]
In other words, in general, when a thermal load or vibration repeatedly acts on an engine component, the effect of residual stress or the like appears initially in the stress distribution in the component. It is not preferable to determine the fatigue of the member due to repetition. Thus, in the present invention, in a simulation during engine operation, a preset test cycle is reproduced two or more times, and state data of engine parts is acquired in the second and subsequent test cycles. Accordingly, the accuracy of predicting the life of the engine component can be improved.
[0025]
Next, the invention according to claim 6 of the present application predicts the life of an engine component until it is damaged and destroyed by combined fatigue of low cycle fatigue and creep caused by thermal load and high cycle fatigue caused by vibration. Computer system for this, in this system,
Time series state data relating to at least one of a stress or strain state and a temperature state in the engine part is input, and at least a history of heat load fluctuation obtained from the data and the engine part is destroyed only by low cycle fatigue. A low cycle fatigue damage amount calculating means for calculating a damage amount due to low cycle fatigue of the engine component based on a low cycle fatigue life which is a life up to,
Upon receiving the state data, at least based on a history of thermal stress obtained from the data and a creep life which is a life until the engine part is broken only by creep, damage of the engine part due to creep Creep damage amount calculating means for calculating the amount;
The state data is input, at least based on a history of vibration obtained from the data and a high cycle fatigue life which is a life until the engine component is broken down only by the high cycle fatigue of the engine component, High cycle fatigue damage amount calculating means for calculating the damage amount due to high cycle fatigue,
The low cycle fatigue, creep and destruction determination means for determining when the total sum of the damage amount due to high cycle fatigue is equal to or more than a predetermined value, destruction,
Further, the creep damage amount calculating means is configured to calculate the amount of damage due to creep in consideration of the effect of stress relaxation due to interaction with at least one of the low cycle fatigue and the high cycle fatigue.
[0026]
According to the above system, the low cycle fatigue damage amount of the engine component is reduced by the low cycle fatigue damage amount calculation means based on the time series state data such as the stress, strain, temperature, etc. in the engine component. Accordingly, the amount of creep damage and the amount of high-cycle fatigue damage are calculated by the high-cycle fatigue damage calculating means, respectively, and the destruction determining means determines the destruction of the engine component based on the sum of the respective amounts of damage. In the calculation of the high-cycle fatigue damage amount by the high-cycle fatigue damage amount calculation means, the influence of the interaction with at least one of low-cycle fatigue and creep is taken into account. In this way, the method for predicting destruction according to the first aspect of the present invention is executed, and the operation and effect thereof can be obtained.
[0027]
According to a seventh aspect of the present invention, in the engine component destruction prediction system according to the sixth aspect of the present invention, the low cycle fatigue life of the engine component is determined in advance by an experiment, and the low cycle fatigue life is set in association with the thermal load fluctuation and the temperature. The cycle fatigue life database, the creep life of the engine parts are determined in advance by experiments, the creep life database set in association with the thermal stress and temperature, and the high cycle fatigue life of the engine parts are determined in advance by experiments, And a high cycle fatigue life database set in association with the temperature. Then, the low cycle fatigue damage amount calculating means, the creep damage amount calculating means, and the high cycle fatigue damage amount calculating means are respectively used for the low cycle fatigue life, the creep life, and the high cycle It was configured to read the fatigue life.
[0028]
In this configuration, the life when the engine component is destroyed by only one of the destruction factors is obtained in advance by experiments, and is set and stored as a database, and the life data read from these databases is used. 3. The life under three-factor combined fatigue can be accurately and easily obtained.
[0029]
In the invention of claim 8, in each of the low cycle fatigue life, creep life and high cycle fatigue life databases in claim 7, life data is set separately for each material of the engine part. As a result, even in the case of an engine component having a plurality of material configurations, it is possible to immediately refer to the data on the lifespan different for each material, thereby further enhancing the operation and effect of the invention of the seventh aspect.
[0030]
According to the ninth aspect of the present invention, in the invention of the seventh aspect, the damage amount due to the high cycle fatigue is based on a high cycle fatigue life which is the number of vibrations when the engine component is broken only by the high cycle fatigue. It is determined as the ratio of the cumulative number of vibrations. The high-cycle fatigue damage amount calculating means corrects the high-cycle fatigue life read from the high-cycle fatigue life database so as to be shorter as the temperature state of the engine component is higher, and based on the corrected life, The amount of damage due to cycle fatigue was calculated.
[0031]
Thus, similar to the second aspect of the present invention, in accordance with the temperature condition of the engine component, the higher the temperature, the greater the influence of the damage due to the vibration below the fatigue limit, the higher the cycle fatigue damage. The quantity can be determined more accurately.
[0032]
According to a tenth aspect of the present invention, in the engine component destruction prediction system according to the ninth aspect, life correction data for correcting a high cycle fatigue life is obtained by an experiment in advance and set separately for each engine component. A life correction database is provided, and the high cycle fatigue damage amount calculating means corrects the high cycle fatigue life based on the life correction data.
[0033]
In other words, for example, the exhaust manifold, front pipe, catalytic converter case, rear pipe, silencer, etc., which are the exhaust system components of the engine, are arranged in the above order from the upstream side to the downstream side of the exhaust flow, and the temperature state becomes low. Therefore, if the temperature states of these parts are obtained in advance by experiments and separately set and stored in a database, the data read out from this database is used to reduce the fatigue limit depending on the temperature state of the parts. By accurately incorporating the influence of vibration, the amount of high cycle fatigue damage can be accurately and easily obtained.
[0034]
According to an eleventh aspect of the present invention, the amount of creep damage calculation means according to the sixth aspect of the present invention is adapted to reduce the amount of damage due to creep by taking into account the effect of stress relaxation due to interaction with at least one of low cycle fatigue and high cycle fatigue. It was configured to ask. Thus, the same function and effect as the third aspect of the invention can be obtained.
[0035]
According to the twelfth aspect of the present invention, the failure prediction system uses at least a physical model of an engine component to simulate heat load and vibration during engine operation, thereby obtaining a state data of the engine component analytically. Means. Thus, the same function and effect as the fourth aspect of the invention can be obtained.
[0036]
Next, the invention of claim 13 of the present application predicts the life of an engine component until it is damaged and destroyed by the combined fatigue of low cycle fatigue and creep caused by thermal load and high cycle fatigue caused by vibration. And a control program of a computer system for executing the program. And this program has
By inputting time-series state data relating to at least one of stress or strain state and temperature state in the engine part, at least a history of heat load fluctuation obtained from the data and the engine part is destroyed only by low cycle fatigue. A low cycle fatigue damage amount calculating step of calculating a damage amount due to low cycle fatigue of the engine component based on a low cycle fatigue life which is a life up to,
By inputting the state data, at least based on a history of thermal stress obtained from the data and a creep life which is a life until the engine part is broken only by creep, damage of the engine part due to creep A creep damage amount calculating step of calculating the amount;
By inputting the state data, at least based on a history of vibration obtained from the data and a high cycle fatigue life that is a life until the engine part is destroyed only by the high cycle fatigue, A high cycle fatigue damage amount calculating step of calculating a damage amount due to high cycle fatigue,
The low cycle fatigue, creep and destruction determination step to determine that when the sum of the damage amount due to high cycle fatigue is equal to or more than a predetermined value, destruction,
In the high cycle fatigue damage amount calculation step, the damage amount due to high cycle fatigue is calculated by taking into account the influence of damage caused by vibration below the fatigue limit, which is caused by interaction with at least one of the low cycle fatigue and creep. I do.
[0037]
By controlling the computer system by the program, the computer system becomes the engine component destruction prediction system according to the invention of claim 6, whereby the same operation and effect as the invention of claim 6 can be obtained.
[0038]
According to a fourteenth aspect of the present invention, the computer system according to the thirteenth aspect further comprises: a low cycle fatigue life database in which the low cycle fatigue life of the engine component is determined in advance by an experiment, and the low cycle fatigue life database is set in association with the heat load fluctuation and the temperature. The creep life of engine parts is determined in advance by experiments, and the creep life database set in association with thermal stress and temperature, and the high cycle fatigue life of engine parts is determined in advance by experiments and associated with vibration and temperature. And the high cycle fatigue life database set in the above, and in the low cycle fatigue damage calculation step, creep damage calculation step and high cycle fatigue damage calculation step of the program, Low cycle fatigue from each database based on Life, to read out the creep life and high cycle fatigue life.
[0039]
Thus, the same operation and effect as the seventh aspect of the invention can be obtained.
[0040]
In the invention of claim 15, in the invention of claim 14, the damage amount due to the high cycle fatigue is based on the high cycle fatigue life which is the number of vibrations when the engine component is broken only by the high cycle fatigue. In the high cycle fatigue damage amount calculation step, the high cycle fatigue life read from the high cycle fatigue life database is corrected so as to be shorter as the temperature state of the engine component is higher, The amount of damage due to high cycle fatigue is calculated based on the life after this correction.
[0041]
Thus, the same function and effect as the ninth aspect can be obtained.
[0042]
According to a sixteenth aspect of the present invention, the computer system according to the fifteenth aspect is provided with a life correction database which is obtained in advance by experiment to obtain life correction data for correcting high cycle fatigue, and is set separately for each engine component. In the high cycle fatigue damage amount calculation step of the program, the high cycle fatigue life is corrected based on the life correction data.
[0043]
Thus, the same function and effect as the tenth aspect can be obtained.
[0044]
According to a seventeenth aspect of the present invention, in the creep damage amount calculating step in the program according to the thirteenth to sixteenth aspects, the creep damage amount is calculated by considering the effect of stress relaxation due to interaction with at least one of low cycle fatigue and high cycle fatigue. To determine the amount of damage caused.
[0045]
By doing so, the same operation and effect as the invention of claim 11 can be obtained.
[0046]
According to the eighteenth aspect of the present invention, in the destruction prediction program according to the thirteenth to seventeenth aspects, at least a physical model of the engine component is used to simulate a thermal load and vibration during engine operation. And a simulation step for obtaining the state data.
[0047]
Thus, the same function and effect as the twelfth aspect can be obtained.
[0048]
According to a nineteenth aspect of the present invention, the method according to the eighteenth aspect includes at least one time each of a change in thermal load causing low cycle fatigue and a holding period of thermal stress causing creep, and A test cycle including a vibration that causes cycle fatigue is set in advance, and in the simulation step of the program, the test cycle is reproduced two or more times, and the state data of the engine parts is acquired in the second and subsequent test cycles. To do.
[0049]
Thus, the same function and effect as the fifth aspect of the invention can be obtained.
[0050]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0051]
FIG. 1 is a conceptual diagram showing the overall configuration of an engine component fracture prediction system A according to the present invention. In this system A, first, geometric data and material data of an engine component are input to a computer device 1, In addition, the temperature, thermal stress, distribution of mechanical stress, constraint conditions, environmental temperature, and the like in the initial state of the engine component are input as boundary conditions. Then, by applying a well-known finite element method (FEM), a heat / stress analysis of the engine component is performed, and a time series of temperature distribution, stress distribution and strain distribution of the engine component corresponding to a predetermined number of cycles of the composite fatigue test is performed. Simulation data (time-series state data on at least one of stress and strain states and a temperature state) is obtained, and based on this, the life of the engine component up to destruction is predicted.
[0052]
Although not shown, for example, a storage device such as a hard disk drive, a display device such as a display, an output device such as a printer, and an input device such as a keyboard are connected to the computer device 1. The storage device includes at least an FEM analysis program (simulation program) for performing heat / stress analysis of the engine component, a preprocessor for creating a physical model for the FEM analysis program, and an engine component based on the result of the heat / stress analysis. And a damage analysis program for calculating the amount of damage to the image, and an image processing program for displaying an analysis result by each of the programs in an image or the like.
[0053]
Further, the storage device is electronically stored with four databases 11 to 14 used for analyzing the life of the engine parts so that the computer device 1 can access the computer device 1 by a general method as needed during its operation. Have been. That is, first, the low cycle fatigue life database 11, for example, a combustion chamber member such as a piston and a cylinder head, or an exhaust system component such as an exhaust manifold, a front pipe, a catalytic converter case, a silencer, etc. The low cycle fatigue life, which is the number of changes in thermal stress and thermal strain up to failure, is determined in advance by experiments and set.
[0054]
More specifically, a well-known low-cycle fatigue test is performed using a test piece having a typical material composition for each engine component. At this time, for each material composition, for example, test conditions such as strain amplitude and temperature are used. May be changed within a predetermined range, and based on the result, a graph representing the relationship between the low cycle fatigue life and the strain amplitude may be set for each temperature as in the SN diagram shown in FIG.
[0055]
Similarly, in the creep life database DB12, a creep life, which is a high-temperature holding period until the engine component is broken only by creep, is previously obtained by an experiment, and for example, as shown in FIG. Is set. In the high cycle fatigue life database DB13, a high cycle fatigue life, which is the number of vibrations when the engine component is destroyed only by the high cycle fatigue, is previously obtained by an experiment. For example, as shown in FIG. It is set in association with the temperature. The database DB14 will be described later.
[0056]
When the life of an engine component is determined in a complex fatigue environment in which the three destructive factors of low cycle fatigue, creep and high cycle fatigue simultaneously act, the temperature, stress, strain distribution, etc. of the engine component determined by FEM analysis are determined. Based on the simulation data and the low-cycle fatigue life, creep life, and high-cycle fatigue life read from the DBs 11 to 13, respectively, calculate the amount of damage caused by each of the three fracture factors, thereby determining the fracture. Can be done.
[0057]
In other words, the feature of the fracture prediction system A of this embodiment is that the processing from the FEM analysis of the engine component to the determination of the fracture due to complex fatigue is automatically executed with reference to a database set experimentally in advance. An object of the present invention is to make it possible to accurately and easily predict the life of an engine component before it breaks down in a complex fatigue environment.
[0058]
Although not shown, the computer device 1 is bidirectionally connected to a computer device (CAD server) of an engine design department via a network, and required engine parts are connected via the design CAD server. By inputting the three-dimensional CAD data, a physical model for FEM analysis can be easily created.
[0059]
-Prediction of fracture life-
Next, a method of predicting the life of an engine component due to complex fatigue in the fracture prediction system A will be specifically described.
[0060]
First, in a combined fatigue environment in which two failure factors, low cycle fatigue and creep, act, the sum of the damages caused by the two failure factors becomes 1 or more based on the conventional concept of adding damage. It has been proposed to judge time as destruction. That is,
Σn _L / N _Lf Destruction when + ΣΔt / tr> 1 Expression (1)
However,
n _L : Number of cycles of low cycle fatigue included in one test cycle of composite fatigue test (number of fluctuations of thermal stress or thermal strain)
N _Lf : Fracture life of low cycle fatigue (a function of temperature and low cycle strain amplitude)
Δt: High temperature holding time during one cycle (Heat stress holding period)
tr: creep rupture life (function of stress and temperature)
Σn _L / N _Lf : Damage due to low cycle fatigue
ΣΔt / tr: Damage due to creep.
[0061]
Therefore, the above concept is extended to the case of three-factor combined fatigue in which high-cycle fatigue is further superimposed. Basically, as shown in the following equation (2), the sum of the amounts of damage caused by the three destructive factors becomes When it becomes 1 or more, it is determined to be destruction. That is,
Σn _L / N _Lf + ΣΔt / tr + Σn _H / N _Hf Destruction at> 1 Equation (2)
However,
n _H : Number of cycles of high cycle fatigue in one test cycle (number of vibrations)
N _Hf : High cycle fatigue life
Σn _H / N _Hf : Damage due to high cycle fatigue.
[0062]
In the composite fatigue test, for example, as schematically shown in FIG. 5, at least a change in thermal stress (heat load) causing low cycle fatigue and a high temperature causing creep may occur during one test cycle. It may be set so as to include at least one holding period of (thermal stress) and to include resonance stress (vibration) of an engine or a road surface that causes high cycle fatigue.
[0063]
In addition, in the above equations (1) and (2), the term of the low cycle fatigue damage amount Δn _L / N _Lf In this method, damages caused by stress or strain fluctuations having different amplitudes are independently added. That is, as illustrated in FIG. 2, since the low cycle fatigue life is set in advance in association with, for example, a change in the strain amplitude, the low cycle fatigue life for each of the strain amplitudes included in the test cycle is different from the low cycle fatigue life. The number of times of accumulation is obtained independently, the damage amount corresponding to the strain amplitude is obtained, and the damage amounts due to the different strain amplitudes are added to obtain the low cycle fatigue damage amount. Similarly, in the term ΣΔt / tr of the amount of creep damage, the damages during the holding periods at different temperatures are independently added, and the term Σn of the high cycle fatigue damage is added. _H / N _Hf In this example, damages caused by vibrations having different amplitudes are independently added.
[0064]
By the way, as shown in the equations (1) and (2) of the fracture judgment criterion, simply adding up the amounts of damage caused by the three fracture factors of low cycle fatigue, creep and high cycle fatigue will result in the interaction of these fracture factors. Since the influence of the impact is not taken into account, sufficient fracture prediction accuracy cannot be obtained. In this regard, in this embodiment, the terms of the amount of creep damage and the amount of high cycle fatigue damage in the equation (2) are corrected so as to reflect the influence of the interaction with other destruction factors, respectively. This improves the prediction accuracy of the fracture life.
[0065]
−Correction of creep damage−
Hereinafter, first, the correction of the damage amount due to creep will be described in detail.
[0066]
The inventors of the present application first determined by experiment the life until a predetermined test piece fractured due to the combined fatigue of low cycle fatigue and creep, and obtained the actual life obtained in this way and the life prediction result obtained by the above equation (1). Compared. According to FIG. 6 showing the comparison result, the life predicted by the criterion of Expression (1) is smaller than the actual life at almost all levels, and it is understood that the life tends to be estimated smaller in Expression (1). Was.
[0067]
From this, when the low cycle fatigue damage amount and the creep damage amount of the equation (1) used for the life prediction were examined in detail, the creep damage amount sometimes exceeded the actual damage amount alone. It turns out that there is a problem with the way the quantities are calculated. That is, in the above equation (1), the amount of creep damage is calculated by a time ratio under a load stress, and it is assumed that the load stress is kept constant during a cycle. As shown in FIGS. 7 and 8, stress relaxation due to interaction with other destructive factors is observed in engine parts under a complex fatigue environment.
[0068]
From this, it can be considered that, in order to accurately obtain the creep damage amount, for example, as shown in FIGS. 7 and 8, the stress that changes with time may be integrated with respect to time. The creep damage amount was determined by the integration as described above based on the experimental data, etc., and the life was predicted by substituting this into the equation (1). As a result, a high prediction accuracy was obtained as shown in FIG.
[0069]
However, according to the current general FEM stress analysis, it is possible to calculate the stress of the member before the stress relaxation occurs, but it is not possible to calculate the stress reduced by the relaxation. When the stress distribution of the engine component is determined analytically as in A, the creep damage amount cannot be determined by integrating the stress with respect to time as described above.
[0070]
Therefore, in the fracture prediction system A of this embodiment, the creep damage amount is obtained by approximating the state of stress relaxation as described in detail below. That is, based on a general stress relaxation state of an engine component, as shown schematically in FIG. 10, a holding period at a temperature equal to or higher than a predetermined temperature at which creep occurs occurs before a relatively high stress period and a stress relaxation period. Is divided into a later period in which the stress is relatively low, and the magnitude of the thermal stress in the previous period is calculated as an initial value σ obtained by FEM analysis. ₀ , While the thermal stress value in the subsequent period is the stress value σ in the previous period. ₀ A value smaller than σ ₁ Approximately constant.
[0071]
More specifically, for example, for a stainless steel SUS409 (JIS symbol), which is a main material of the exhaust manifold, a time t until the stress is reduced by stress relaxation. ₁ And the stress value σ at that time ₁ Were examined in a temperature range where the influence of creep damage was large, and as shown in FIGS. 7 and 8, the time required for the stress to decrease to become substantially constant was within a range of about 3 to 6 seconds. , Then the stress σ ₁ Initial stress σ ₀ (Stress ratio) was approximately in the range of 0.3 to 0.6.
[0072]
Further, a correlation was recognized between the stress ratio Rσ and the strain amplitude and the temperature as shown in an example in FIG. 11, and it was found that the stress ratio Rσ was represented by a function of the strain amplitude and the temperature. Therefore, a value of the stress ratio Rσ is obtained in advance by experiment for each material of the engine component, and a database set in correspondence with the strain amplitude and the temperature is constructed. Stored electronically. Also, the time t until the stress decreases is t ₁ And no clear relationship was observed between strain amplitude and temperature. ₁ Was determined to be an appropriate value based on the experimental results, and this value was set in the correction database DB14 (set to about 6 seconds in the example in the figure).
[0073]
When calculating the term of the amount of creep damage in the equations (1) and (2) of the destruction criterion, the correction database DB14 is used based on the material composition of the engine component and the distribution of temperature, strain, etc. in the simulation data. Time required for stress relaxation t ₁ And the stress ratio Rσ are read out, so that the term of the creep damage amount in the equations (1) and (2) is approximated as in the following equation (3).
[0074]
ΣΔt / tr ｔ t ₁ / Tr ₁ + (Δt−t ₁ ) / Tr ₂ ... Equation (3)
However,
Δt: High temperature holding time during one test cycle
tr ₁ : Initial stress σ ₀ Life (breaking time) under the influence of water
tr ₂ : Stress σ after relaxation ₁ (Σ ₀ × Rσ) when creep life
t ₁ / Tr ₁ : Amount of creep damage in previous period
(Δt−t ₁ ) / Tr ₂ : Amount of creep damage in later period.
[0075]
Thus, by approximating the term of the amount of creep damage in the equation (1) and predicting the life of the engine component by the two destruction factors of low cycle fatigue and creep according to the equation (1), the predicted fracture life Is about the same as that obtained by time integration of stress as described above (see FIG. 9), and it was found that sufficient accuracy was obtained.
[0076]
−Correction of high cycle fatigue damage−
Next, correction of the high cycle fatigue damage amount will be described. As described above, it has been found that sufficient prediction accuracy can be obtained for the life of an engine component due to the two destructive factors of low cycle fatigue and creep by adding the influence of stress relaxation to the calculation of the amount of creep damage. Therefore, in the case of three-factor combined fatigue, the term of the amount of creep damage in the equation (2) was corrected as described above, and the fracture life was predicted by the equation (2). From this result, as shown in an example in FIG. 12, although a good correlation is observed to some extent between the predicted life and the actual life obtained by experiment, it can be said that the error is large.
[0077]
From this, it is considered that there is a problem in the term of the amount of high cycle fatigue damage in the fracture criterion of the equation (2). That is, in the above equation (2), the high cycle fatigue damage amount is calculated as “0” at the stress amplitude or strain amplitude below the fatigue limit based on the current concept of evaluating general exhaust system components for automobiles. However, with respect to typical metal materials such as iron and steel, there is a general idea that the fatigue limit itself does not exist when a stress larger than the fatigue limit is applied even at a low frequency or at a high temperature. That is, in a combined fatigue environment, there is an interaction from low cycle fatigue and creep even for high cycle fatigue, and it is considered that damage is caused even by vibration having an amplitude less than the fatigue limit.
[0078]
In such a case, the modified Miner's rule is usually used for the life of the steel material. As schematically shown in FIG. 13, the life (high cycle fatigue life) is represented by a curve in a low life region (low cycle fatigue life). Is often extrapolated and evaluated. However, as a result of experiments conducted by the inventors of the present application, in the case where the temperature state is significantly different depending on the part or arrangement, such as a combustion chamber member or an exhaust system part of an engine, the change in the life due to the interaction is also greatly different. It turns out that the modified Miner's rule that treats this uniformly is not enough.
[0079]
In consideration of this, in this embodiment, the prediction of the fracture life due to complex fatigue follows the concept of the so-called modified Miner's rule, taking into account the influence of damage due to vibration (stress or strain amplitude) equal to or less than the fatigue limit. The amount of damage due to high cycle fatigue was determined, and the degree of the effect was changed according to the temperature condition of engine parts.
[0080]
Specifically, for example, in the exhaust system components of the engine, the temperature state becomes lower in the order of the exhaust manifold, the front pipe, the catalytic converter case, the rear pipe, and the silencer from the upstream side to the downstream side of the exhaust flow, and the fatigue The effect of vibration below the limit on the amount of high cycle fatigue damage is reduced. Therefore, the operating temperature range is set in advance for each of these components, and for each of these temperature ranges, as shown schematically in FIG. Correct so that the fatigue life is shortened.
[0081]
That is, referring to FIG. 14, when obtaining the high cycle fatigue life of the engine parts, the data of the low cycle fatigue life is extended to the high life region as shown by the broken line graph in the figure, In the intermediate region between the cycle fatigue life graph (solid line) and the middle region, the high cycle fatigue life may be determined according to the temperature state of the engine component. More specifically, for example, a correction coefficient α (lifetime correction data: 0 <α <1) for correcting the life for each use temperature range of the engine component is set in advance by an experiment or the like, and the value of α is set for each engine component. And stored in the correction database 14.
[0082]
Then, the low cycle fatigue life data and the high cycle fatigue life data are read from DB11 and DB13, respectively, and the high cycle fatigue life data is corrected based on the correction coefficient α and the low cycle fatigue life data. That is,
N _Hf ′ = Α × N _Lf + (1-α) × N _Hf ... Equation (4)
However
α: Correction coefficient (set to a higher value at higher temperatures)
N _Lf : Low cycle fatigue life data
N _Hf : High cycle fatigue life data
N _Hf ': High cycle fatigue life after correction.
[0083]
The high cycle fatigue life corrected in this way takes into account the damage caused by vibration below the fatigue limit, and even if the same material composition is used, different values are reflected in different temperature ranges to be used. . When calculating the fracture life of the engine component due to complex fatigue, the engine component is calculated by calculating the term of the high cycle fatigue damage amount in the equation (2) based on the high cycle fatigue life corrected as described above. It is considered that the influence of the interaction that varies depending on the operating temperature range can be accurately reflected.
[0084]
Therefore, the corrected high cycle fatigue damage amount is used, and the term of the creep damage amount incorporates the effect of stress relaxation as described above (Equation (3)). The destruction criterion in consideration of the action was redefined. That is,
Σn _L / N _Lf + (T ₁ / Tr ₁ + (Δt−t ₁ ) / Tr ₂ ) + Σn _H / N _Hf '> 1 destroyed ... Equation (5)
However,
n _L : Number of low cycle fatigue cycles included in one test cycle of combined fatigue test
N _Lf : Low cycle fatigue life
Δt: High temperature holding time during one test cycle
tr ₁ : Initial stress σ ₀ Creep life when applied
tr ₂ : Stress σ after relaxation ₁ Creep life when applied
n _H : Number of high cycle fatigue cycles in one test cycle
N _Hf ′: Corrected high cycle fatigue life
Σn _L / N _Lf : Damage due to low cycle fatigue
t ₁ / Tr ₁ + (Δt−t ₁ ) / Tr ₂ : Damage due to creep
Σn _H / N _Hf ′: Damage due to high cycle fatigue.
[0085]
According to the criterion of the equation (5), the life of the engine component when the three destruction factors of low cycle fatigue, creep and high cycle fatigue are combined is estimated, and this is compared with the actual life obtained by material test. As shown in FIG. 15, the accuracy was extremely high, and a clear improvement in accuracy was recognized as compared with the test results shown in FIG. 12, and it was found that the fracture life due to three-factor composite fatigue could be predicted with extremely high accuracy. .
[0086]
-Procedure for predicting fracture under combined fatigue-
Next, a procedure for estimating the destruction life of the exhaust manifold by the engine component destruction prediction system A according to this embodiment will be specifically described with reference to FIGS. 16 and 17.
[0087]
First, in step S1 after the start of the flow shown in FIG. 16, a predetermined input operation is performed according to the screen display of the computer device 1 and the like, and data and the like for FEM analysis and damage analysis are input. That is, for example, to input geometric data representing the size and shape of the exhaust manifold, physical composition data such as material composition data and thermal conductivity, and to simulate thermal load and vibration acting on the exhaust manifold during engine operation. Enter the boundary conditions and test cycle data of.
[0088]
Subsequently, in step S2, the preprocessor is activated to create a mesh model of the exhaust manifold. That is, for example, based on three-dimensional CAD data input via a design CAD server, the format of this data is converted, and the shape and expected heat load of each of the independent passages, gathering parts, flange parts, etc. of the exhaust manifold are respectively determined. A mesh is generated according to the degree of, and divided into finite elements. Then, in the following step S3, the mesh model created as described above is displayed as an image.
[0089]
Subsequently, in steps S4 to S7, a simulation operation is performed to simulate the operation of the engine using the model of the exhaust manifold, whereby a time series relating to the temperature distribution and the stress distribution (or strain distribution) in the exhaust manifold is obtained. Is obtained. That is, in step S4, heat conduction analysis is performed, and in step S5, the result is displayed as an image. In step S6, stress analysis is performed, and in step S7, the result is displayed as an image.
[0090]
At this time, the test cycle for simulating the engine operation (see FIG. 5) is repeated at least twice or more, and the simulation data is acquired in the second and subsequent test cycles. By doing so, it is possible to reduce the effects of residual stress, etc., and obtain the heat and stress distribution due to the thermal load and vibration that repeatedly act on the exhaust manifold by operating the engine. The prediction accuracy of the fracture life based on this simulation data Is improved.
[0091]
Then, in the subsequent step S8, a fracture life analysis of the exhaust manifold is performed based on the simulation data obtained as described above. That is, based on the simulation data (temperature file, stress file, strain file, etc.) and each data of the low cycle fatigue life, creep life, and high cycle fatigue life read from the databases EB11 to EB13, each of the exhaust manifolds The amount of low-cycle fatigue damage, the amount of creep damage, and the amount of high-cycle fatigue damage after a predetermined test cycle are calculated by the fracture life prediction formula of the above formula (5) for each part, and the sum of the respective damage amounts becomes 1 or more. The number of test cycles or time up to the time is defined as the breakdown life.
[0092]
At that time, as described above, in the calculation of the amount of creep damage and the amount of high cycle fatigue damage in the above equation (5), a correction is made to take into account the influence of interaction with other destructive factors. For example, as schematically shown in the left column and the central column of FIG. 17, the time t required for stress relaxation is calculated from the correction database DB14 according to at least the type of the engine component. ₁ And the data of the stress ratio Rσ are read, the amount of creep damage is calculated in consideration of the effect of the stress relaxation, and after the high cycle fatigue life is corrected using the correction coefficient α read from the DB 14, Calculate the cycle fatigue damage amount.
[0093]
Then, in the following step S9, the life prediction result of the exhaust manifold is output, and then the control is ended (end). As the output of the prediction result, for example, it is preferable to display a predicted life in each part of the exhaust manifold as shown in the drawing, that is, a distribution map of the predicted life in the exhaust manifold, for example, as shown in the right column of FIG. The life of the strictest part (in this example, the number of test cycles) may be displayed numerically.
[0094]
Steps S1 to S7 of the flow shown in FIG. 16 simulate the heat load and vibration during engine operation using at least the physical model of the engine component, and thereby, when the temperature, stress, distortion, etc. of the engine component are related. This corresponds to a simulation step of obtaining a series of simulation data.
[0095]
Also, in step S8, based on the simulation data and the data of DB11 to DB14, the respective damage amounts of low cycle fatigue, creep and high cycle fatigue are respectively calculated, and the three damage amounts are calculated in accordance with the fracture determination criterion of equation (5). This corresponds to a destruction determination step of determining destruction of an engine component by a destruction factor.
[0096]
In other words, the calculation of the term of the low cycle fatigue damage amount in the equation (5) is based on the history of the thermal load fluctuation obtained from the simulation data and the low cycle fatigue life of the exhaust manifold. Corresponding to the low cycle fatigue damage amount calculation step of calculating the amount, similarly, the calculation of the term of the creep damage amount in the equation (5) corresponds to the creep damage amount calculation step, and the calculation of the term of the high cycle fatigue damage amount corresponds to Each corresponds to a high cycle fatigue damage amount calculation step.
[0097]
In the destruction prediction system A of this embodiment, the computer device 1 executes the steps S1 to S7 of the flow, so that the computer device 1 constitutes a simulation means. As a result, the computer device 1 constitutes low cycle fatigue damage amount calculation means, creep damage amount calculation means, high cycle fatigue damage amount calculation means, and destruction determination means.
[0098]
Therefore, according to the method for predicting the failure of an engine component according to the present embodiment, when predicting the life of the engine component until failure occurs in an environment where three failure factors of low cycle fatigue, creep and high cycle fatigue are combined. In addition to determining the fracture by adding all the damage amounts due to the three fracture factors, the calculation of the creep damage amount is corrected to take into account the effect of stress relaxation, and the calculation of the high cycle fatigue damage amount is performed. By performing the correction so as to take into account the influence of the damage due to the vibration below the fatigue limit, the influence of the interaction of the destructive factors can be taken into account, and the destructive life of the engine component due to the three-factor combined fatigue can be accurately predicted.
[0099]
At this time, the life data when the three destructive factors individually act are obtained in advance by experiments and the like, and are set and stored as the databases DB11 to DB13. By using, it is possible to accurately and easily predict the fracture life.
[0100]
As for the thermal load and vibration acting on the engine components during the operation of the engine, thermal and stress analysis is performed by applying FEM to obtain time-series simulation data, and this data is used. There is no need to perform experiments, measurements, and the like using engine parts, and the prediction of fracture life becomes much easier.
[0101]
-Other embodiments-
It should be noted that the present invention is not limited to the above-described embodiment, but includes other various embodiments. That is, in the above-described embodiment, the data of the thermal load and vibration received by the engine component during the operation of the engine is analytically obtained by applying the FEM. However, the present invention is not limited to this. Data may be acquired.
[0102]
In that case, it is also possible to measure the state of stress relaxation at the time of creep, so that it is not necessary to use an approximate expression such as Expression (3) of the above embodiment for calculating the term of the creep damage amount. As shown in the following equation (6), the amount of creep damage can be obtained by integrating the measured stress with respect to time. That is,
ΣΔt / tr ≒ ∫Δσdt / Δσ · tr (6)
However,
Δσ: fluctuating stress during one cycle (measured value)
tr: creep life (rupture time) when Δσ acts.
[0103]
Further, in the above-described embodiment, the simulation for predicting the failure of the exhaust manifold has been described. However, it goes without saying that the method for predicting the failure of the present invention can be applied to, for example, combustion chamber members such as pistons and cylinder heads and other engine parts.
[0104]
【The invention's effect】
As described above, according to the engine component fracture prediction method, the fracture prediction system, and the control program according to the present invention, when the three fracture factors of low cycle fatigue, creep and high cycle fatigue act simultaneously, the In addition to adding the damage of the engine components due to the individual failure factors, and taking into account the effects of the interaction of the three failure factors, at least for the high-cycle fatigue damage amount, make a correction that takes into account the effects of the damage due to vibration below the fatigue limit. By doing so, the life until the engine component is destroyed by complex fatigue can be predicted with high accuracy. Therefore, accurate destruction prediction of engine parts can be performed without constructing a large-scale database requiring a huge number of man-hours.
[Brief description of the drawings]
FIG. 1 is a conceptual diagram showing a schematic configuration of an engine component destruction prediction system A according to an embodiment of the present invention.
FIG. 2 is a diagram showing an example of low cycle fatigue life data.
FIG. 3 is a diagram showing an example of creep life data.
FIG. 4 is a diagram showing an example of data of a high cycle fatigue life.
FIG. 5 is a schematic view of one test cycle of a combined fatigue test.
FIG. 6 is a graph showing a result of predicting a fracture life of creep fatigue based on a conventional fracture criterion in comparison with an actual life.
FIGS. 7A and 7B are graphs each showing a state of reduction in stress due to stress relaxation while changing temperature conditions.
FIG. 8 is a graph showing the state of stress reduction due to stress relaxation while varying the strain amplitude.
FIG. 9 is a diagram corresponding to FIG. 6 when the effect of stress relaxation is added to the life prediction.
FIG. 10 is an explanatory diagram showing an approximate method of stress relaxation in calculation of a creep damage amount.
FIG. 11 is a diagram showing an example of data in which a stress ratio is set in association with temperature and strain amplitude.
FIG. 12 is a graph showing the results of predicting fracture life due to three-factor combined fatigue when the amount of creep damage is corrected in consideration of the effect of stress relaxation, as compared with actual life.
FIG. 13 is an explanatory diagram of a conventional general modified minor rule.
FIG. 14 is a diagram corresponding to FIG. 13 when the influence of temperature is reflected on the modified minor rule.
FIG. 15 is a diagram corresponding to FIG. 12 when the life due to three-factor combined fatigue is predicted by correcting both the amount of creep damage and the amount of high cycle fatigue damage.
FIG. 16 is a flowchart showing a schematic procedure of a fracture life prediction method.
FIG. 17 is a schematic diagram of main input terms, analysis methods, and output terms in the fracture life prediction.
[Explanation of symbols]
A Destruction prediction system for engine parts
1. Computer device (simulation means, low-cycle fatigue damage calculation means, creep damage calculation means, high-cycle fatigue damage calculation means, fracture determination means)
11 Low cycle fatigue life DB (database)
12 Creep life DB (database)
13 High cycle fatigue life DB (database)
14 Correction DB (Stress Relaxation Database, Lifetime Correction Database)

Claims (19)

A failure prediction method for predicting the life of an engine component until it is damaged and damaged by a combined fatigue of low cycle fatigue and creep caused by heat load and high cycle fatigue caused by vibration,
Based on the low cycle fatigue life, which is the life of the engine component up to destruction only by low cycle fatigue, and the history of at least thermal load fluctuation in the engine component, determine the amount of damage due to low cycle fatigue,
Based on the creep life, which is the life of the engine component up to destruction only by creep, and the history of at least thermal stress in the engine component, determine the amount of damage due to creep,
The high cycle fatigue life, which is the life of the engine component up to destruction only by high cycle fatigue, and the amount of damage due to high cycle fatigue based on at least the history of vibration in the engine component,
The low-cycle fatigue, creep and determine when the total sum of the respective damage amount due to high-cycle fatigue is equal to or more than a predetermined value as a fracture,
An engine characterized in that when determining the amount of damage due to high cycle fatigue, the effect of damage due to vibration having an amplitude equal to or less than the fatigue limit, which is caused by interaction with at least one of the low cycle fatigue and creep, is taken into account. A method for predicting component failure. In claim 1,
A method for predicting the destruction of an engine component, characterized in that when calculating the amount of damage due to high cycle fatigue, the higher the temperature of the engine component, the greater the effect of the damage due to vibration below the fatigue limit. In claim 1,
A method for predicting the destruction of an engine component, wherein the amount of damage due to creep is determined by taking into account the effect of stress relaxation due to interaction with at least one of low cycle fatigue and high cycle fatigue. In any one of claims 1 to 3,
Using at least a physical model of the engine component, simulate heat load and vibration during engine operation, thereby obtaining time-series state data on at least one of stress and strain states and the temperature state of the engine component, A method for predicting the destruction of an engine component, wherein each damage amount due to low cycle fatigue, creep and high cycle fatigue is obtained based on the state data. In claim 4,
A test cycle including at least one time each of the fluctuation of the thermal load causing low cycle fatigue and the holding period of the thermal stress causing creep, and including a vibration causing high cycle fatigue,
A method for predicting destruction of an engine component, comprising: reproducing the test cycle two or more times in a simulation during engine operation, and acquiring state data of the engine component in the second and subsequent test cycles. A computer system for predicting the life of an engine component until it is damaged and destroyed by a combined fatigue of low cycle fatigue and creep caused by heat load and high cycle fatigue caused by vibration,
Time series state data relating to at least one of a stress or strain state and a temperature state in the engine part is input, and at least a history of heat load fluctuation obtained from the data and the engine part is destroyed only by low cycle fatigue. A low cycle fatigue damage amount calculating means for calculating a damage amount due to low cycle fatigue of the engine component based on a low cycle fatigue life which is a life up to,
Upon receiving the state data, at least based on a history of thermal stress obtained from the data and a creep life which is a life until the engine part is broken only by creep, damage of the engine part due to creep Creep damage amount calculating means for calculating the amount;
The state data is input, at least based on a history of vibration obtained from the data and a high cycle fatigue life which is a life until the engine component is broken down only by the high cycle fatigue of the engine component, High cycle fatigue damage amount calculating means for calculating the damage amount due to high cycle fatigue,
The low cycle fatigue, creep and destruction determination means for determining when the total sum of the damage amount due to high cycle fatigue is equal to or more than a predetermined value, destruction,
The high cycle fatigue damage amount calculating means obtains a damage amount due to high cycle fatigue in consideration of an influence of damage caused by vibration having an amplitude equal to or less than a fatigue limit, which is caused by interaction with at least one of the low cycle fatigue and creep. An engine component destruction prediction system characterized by being configured as described above. In claim 6,
A low-cycle fatigue life database obtained by previously calculating the low-cycle fatigue life of engine parts by experiment, and setting the low-cycle fatigue life in association with heat load fluctuation and temperature;
A creep life database obtained by previously determining the creep life of the engine parts by experiments, and setting the creep life in association with the thermal stress and the temperature;
A high-cycle fatigue life database of engine parts obtained in advance by high-cycle fatigue life and set in association with vibration and temperature is provided,
The low cycle fatigue damage amount calculating means, the creep damage amount calculating means, and the high cycle fatigue damage amount calculating means are each configured to obtain a low cycle fatigue life, a creep life, and a high cycle fatigue life from each of the databases based on at least engine component state data. A system for predicting the destruction of an engine component, characterized in that the system is configured to read the engine component. In claim 7,
A failure prediction system for engine parts, characterized in that lifespan data is separately set for each material of engine parts in each database of low cycle fatigue life, creep life and high cycle fatigue life. In claim 7,
The amount of damage due to high cycle fatigue is calculated as the ratio of the cumulative number of vibrations to the high cycle fatigue life, which is the number of vibrations when the engine component is destroyed only by the high cycle fatigue,
The high-cycle fatigue damage amount calculating means corrects the high-cycle fatigue life read from the high-cycle fatigue life database so as to be shorter as the temperature state of the engine component is higher. Based on the corrected life, the high-cycle fatigue damage is calculated. An engine component destruction prediction system, which is configured to calculate an amount of damage caused by an engine. In claim 9,
Life correction data for correcting high cycle fatigue life is obtained in advance by experiments, and a life correction database set for each engine component is provided,
The high-cycle fatigue damage amount calculating means is configured to correct the high-cycle fatigue life based on the life correction data. In any one of claims 6 to 10,
An engine component characterized in that the creep damage amount calculating means is configured to calculate the amount of damage due to creep in consideration of the effect of stress relaxation due to interaction with at least one of low cycle fatigue and high cycle fatigue. Failure prediction system. In any one of claims 6 to 11,
At least a physical model of the engine component is used to simulate heat load and vibration during engine operation, thereby providing simulation means for analytically obtaining state data of the engine component. Failure prediction system. A control program of a computer system for predicting the life until engine parts are damaged and destroyed by combined fatigue of low cycle fatigue and creep caused by heat load and high cycle fatigue caused by vibration,
By inputting time-series state data relating to at least one of stress or strain state and temperature state in the engine part, at least a history of heat load fluctuation obtained from the data and the engine part is destroyed only by low cycle fatigue. A low cycle fatigue damage amount calculating step of calculating a damage amount due to low cycle fatigue of the engine component based on a low cycle fatigue life which is a life up to,
By inputting the state data, at least based on a history of thermal stress obtained from the data and a creep life which is a life until the engine part is broken only by creep, damage of the engine part due to creep A creep damage amount calculating step of calculating the amount;
By inputting the state data, at least based on a history of vibration obtained from the data and a high cycle fatigue life that is a life until the engine part is destroyed only by the high cycle fatigue, A high cycle fatigue damage amount calculating step of calculating a damage amount due to high cycle fatigue,
The low cycle fatigue, creep and destruction determination step to determine that when the sum of the damage amount due to high cycle fatigue is equal to or more than a predetermined value, destruction,
In the high cycle fatigue damage amount calculation step, the damage amount due to high cycle fatigue is determined by taking into account the influence of damage caused by vibration having an amplitude equal to or less than the fatigue limit, which is caused by interaction with at least one of the low cycle fatigue and creep. A control program for a system for predicting the destruction of engine parts, characterized in that: In claim 13,
Computer systems include:
A low-cycle fatigue life database obtained by previously calculating the low-cycle fatigue life of engine parts by experiment, and setting the low-cycle fatigue life in association with heat load fluctuation and temperature;
A creep life database obtained by previously determining the creep life of the engine parts by experiments, and setting the creep life in association with the thermal stress and the temperature;
A high-cycle fatigue life database which is obtained in advance by experimenting on the high-cycle fatigue life of engine parts and set in association with vibration and temperature;
Are connected to each other,
In the low cycle fatigue damage amount calculation step, the creep damage amount calculation step, and the high cycle fatigue damage amount calculation step, the low cycle fatigue life, creep life and high cycle fatigue life are obtained from the respective databases based on at least the state data of the engine parts. A control program for a system for predicting the destruction of engine parts, characterized by reading out data. In claim 14,
The amount of damage due to high cycle fatigue is calculated as the ratio of the cumulative number of vibrations to the high cycle fatigue life, which is the number of vibrations when the engine component is destroyed only by the high cycle fatigue,
In the high-cycle fatigue damage amount calculation step, the high-cycle fatigue life read from the high-cycle fatigue life database is corrected so as to be shorter as the temperature of the engine component is higher, and the high-cycle fatigue life is calculated based on the corrected life. A control program for a system for predicting the destruction of engine parts, which calculates the amount of damage caused by the engine. In claim 15,
The computer system is provided with a life correction database which is obtained in advance by experiment to obtain life correction data for correcting high cycle fatigue life, and is set separately for each engine component.
In the high cycle fatigue damage amount calculation step, a control program for a system for predicting the destruction of an engine component, wherein the high cycle fatigue life is corrected based on the life correction data. In any one of claims 13 to 16,
In the creep damage amount calculation step, the control of the engine component fracture prediction system is characterized in that the damage amount due to creep is obtained in consideration of the effect of stress relaxation due to interaction with at least one of low cycle fatigue and high cycle fatigue. program. In any one of claims 13 to 17,
At least using a physical model of the engine component, a simulation of heat load and vibration during engine operation is performed, thereby further comprising a simulation step of obtaining state data of the engine component. Control program. In claim 18,
A test cycle including at least one of the fluctuation of the thermal load causing low cycle fatigue and the holding period of the thermal stress causing creep at least once, and a vibration cycle causing high cycle fatigue is set in advance. In addition,
A control program for a system for predicting destruction of an engine component, wherein the simulation step reproduces the test cycle two or more times, and acquires state data of the engine component in the second and subsequent test cycles.

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