WO2008001836A1 - Procédé de conception de spécifications d'essai pour essai aux vibrations aléatoires - Google Patents

Procédé de conception de spécifications d'essai pour essai aux vibrations aléatoires Download PDF

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Publication number
WO2008001836A1
WO2008001836A1 PCT/JP2007/062969 JP2007062969W WO2008001836A1 WO 2008001836 A1 WO2008001836 A1 WO 2008001836A1 JP 2007062969 W JP2007062969 W JP 2007062969W WO 2008001836 A1 WO2008001836 A1 WO 2008001836A1
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Prior art keywords
frequency
equivalent
acceleration
test
random vibration
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PCT/JP2007/062969
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English (en)
Japanese (ja)
Inventor
Eiichi Maezawa
Kouzi Arakawa
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Mitsubishi Electric Corporation
Mitsubishi Electric Logistics Corporation
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Publication date
Application filed by Mitsubishi Electric Corporation, Mitsubishi Electric Logistics Corporation filed Critical Mitsubishi Electric Corporation
Publication of WO2008001836A1 publication Critical patent/WO2008001836A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M7/00—Vibration-testing of structures; Shock-testing of structures
    • G01M7/02—Vibration-testing by means of a shake table
    • G01M7/022—Vibration control arrangements, e.g. for generating random vibrations

Definitions

  • test specifications PSD level Z profile, test time
  • the vibration test method according to the present invention is under the transportation conditions in actual transportation.
  • the first step is to calculate the accumulated fatigue that occurs in the transported product P as the theoretical accumulated fatigue, and the transported product P is placed on the shaking table 1 and the shaking table 1 is vibrated for a predetermined time with the vibration acceleration under the transport conditions.
  • MIL-STD-810 As a standardized technology for the test specifications of random vibration tests, there is the US military standard (MIL-STD-810), which ensures the quality of fatigue damage against transportation vibration for munitions (mainly electronic equipment). As a purpose.
  • test time should be shortened by giving the object to be tested a vibration acceleration that is greater than the random vibration that the transport cargo receives during actual transportation.
  • Equivalent test time is determined by multiplying the running time by the test time factor; I (Table 3).
  • Patent Document 1 JP-A-2005-181195 (Abstract)
  • Non-Patent Document 1 MIL STD -810
  • the MIL-STD-810 method uses the S-N curve to shorten the test time by accelerating the effective acceleration value (Grms) (accelerating the test load).
  • Grms effective acceleration value
  • the N curve defines the correlation between stress S and frequency N, so theoretical consistency is achieved in that the S-N curve is used only to accelerate the test load and frequency N is not considered. There are challenges.
  • the present invention has been made to solve the above-mentioned problems. While following the straight line damage law, the original accumulated fatigue calculation method is used to determine the reduction rate of the test time, and an appropriate The aim is to obtain a method for designing random vibration test specifications.
  • the frequency histogram from which vibration that does not affect fatigue is removed, and the test time reduction rate is obtained from the equivalent frequency ratio. Therefore, it depends only on the slope ⁇ of the SN curve. It is possible to design a random vibration test specification that takes into account the relationship between vibration acceleration and frequency, and the effect of increasing the accuracy of the random vibration test can be expected.
  • FIG. 1 Shows the overall flow of a random vibration test specification design method.
  • FIG. 2 This is a diagram showing how vibration magnitude categories are set in step S101 of FIG.
  • FIG. 3 This is a schematic illustration of truck transport vibration simulated in a secondary mass-panel system.
  • FIG. 5 Details of the zero-cross peak counting method.
  • FIG. 7 Shows the vibration waveform counting method of a conventional shock vibration recorder.
  • FIG. 8 A histogram A obtained in step S103 and its unnecessary part are shown.
  • FIG. 9 Shows the actual vibration waveform during truck transport (when driving on an expressway at 80km).
  • FIG. 10 This figure schematically shows how the equivalent acceleration and equivalent frequency are calculated using the SN curve.
  • FIG. 11 Shows the procedure for converting histogram A to equivalent frequency GO using the SN curve.
  • FIG. 12 A specific example of cutting a predetermined high-frequency component of PSD data by filtering will be described.
  • FIG. 13 is an example of an exaggerated test time curve in MIL-STD-810.
  • FIG. 1 shows the overall flow of the random vibration test specification design method according to the embodiment of the present invention.
  • the road surface irregularities are classified into large and small on the various road surfaces defined by flatness and roughness according to the vibration generated in the loading platform when the truck travels.
  • the magnitude of vibration is categorized by the dominant frequency level of the upper panel frequency of the truck.
  • step S101 a distribution histogram is obtained for each category obtained in step S101.
  • histogram A obtained by multiplying the distribution histogram obtained in step S102 by the ratio of the travel distance of each section is obtained. This is called histogram A.
  • Histogram B From Histogram A, obtain a histogram from which unnecessary data such as excessive vibration and infrequent vibration are deleted. This is called histogram B.
  • Histogram A and histogram B are normalized by equivalent acceleration GO, respectively, and equivalent frequencies NA and NB corresponding to the normalized acceleration GO are obtained.
  • V can compensate for the inconsistency of the theory.
  • step S102 a force that may use a low-pass filter to cut off harmonic components that are not required for analysis before counting the acceleration level of the random vibration waveform will be described in detail later.
  • FIG. 2 illustrates a state in which the magnitude category of vibration is set in step S101 of FIG.
  • the thick lines in Fig. 2 are the boundaries of each vibration category.
  • the thin line in Fig. 2 is PSD data.
  • the driving situation is classified according to the type of road, etc., and the effective acceleration value (Grms) is determined for each category. By allocating, the magnitude of vibration is classified.
  • PSD data is classified into a predetermined number based on the level of its power value.
  • the bold line represents the boundary of each section.
  • the flat portion of the thick line in FIG. 2 is set to classify the dominant frequency of the primary mode in the PSD data.
  • Fig. 2 it is generally considered to correspond to the dominant frequency of the first-order mode 9 ⁇ :
  • the region below about LOHz is divided into (A) ⁇ (E) by the flat part of the thick line in Fig. 2. It is.
  • the sloped portion of the thick line in FIG. 2 represents the slope from the dominant frequency of the primary mode to the dominant frequency of the secondary mode, that is, the power value corresponding to the dominant frequency of the secondary mode is divided. To do.
  • the power spectrum corresponding to the dominant frequency of the second-order mode is a power that can be said to have little effect on the subsequent analysis compared to the first-order mode. We intended to make it a proper category.
  • FIG. 3 schematically shows a state in which the transport vibration of a truck is simulated by a secondary mass-panel system.
  • the first (primary mode) mass panel system Since the transport vibration of the truck is the largest in the platform, this is simulated by the first (primary mode) mass panel system.
  • the vibration simulated in this part appears in the region of 9 to 10 Hz or less on the PSD as the power spectrum of the primary mode.
  • the first frequency peak corresponds to the partial force that is the "loading platform (secondary Maspane system)" in the lower diagram.
  • Truck transportation vibration is also affected by parts other than the loading platform. For example, since tires are inertial bodies, they have their own vibrations, which appear as the second and subsequent frequency peak values on the PSD. When simulating this in a mass-and-panel system, assume the second and subsequent mass-and-panel system, and install a new mass-and-panel system under the first and one-panel system. This constitutes a single panel system.
  • the present invention does not propose a mathematical model for vibration analysis, the actual measurement value of random vibration in actual transportation well reflects this virtual mathematical model.
  • PSD data is classified by the power value corresponding to the dominant frequency (frequency for obtaining the power peak value) of each mode.
  • the power values up to the second order mode are considered important for the analysis, and the PSD data is classified into the power of the first to second order modes. We decided to classify the values (see the thick line in Fig. 2).
  • the peak value after the third-order mode is less than 1 / 100th of the peak value of the first-order mode, which is important from the viewpoint of fatigue on transportation cargo. It is because it is thought that!
  • step S102 in FIG. 1 will be described with reference to FIGS.
  • FIG. 4 is a diagram for explaining a state in which the acceleration level of the random vibration waveform is counted and a level frequency distribution histogram is obtained.
  • FIG. 4 shows a method of obtaining a frequency distribution of a random vibration waveform using the zero cross peak counting method (details are shown in FIG. 5 described later). The procedure will be described below.
  • a frequency distribution histogram is obtained from the total frequency of the peak values of each division.
  • FIG. 5 illustrates details of the zero cross peak counting method.
  • the zero cross peak force und method random vibration waveforms are counted according to the following procedure.
  • the time until the random vibration waveform passes through vibration level 0 in the upward direction and then passes through vibration level 0 in the downward direction is defined as one count unit.
  • FIG. 6 shows an actually measured waveform when the zero cross peak counting method is applied.
  • the frequency distribution of irregular vibration by the zero cross peak count method is theoretically a Rayleigh distribution.
  • the distribution of the measured waveform using this method is a Rayleigh distribution as shown in Fig. 6, confirming the theory.
  • FIG. 7 shows a vibration waveform counting method of a conventional shock vibration recorder.
  • shock vibration recorders read only the maximum acceleration value at every vibration capture interval (one frame) of the instrument, and when this is counted to obtain a frequency distribution histogram, in many cases high vibration The distribution is biased toward the level.
  • the biased frequency distribution does not reflect the characteristics of the actual random vibration waveform. If this is used as it is, the vibration test will give an excessive load. This is a load that should be carried out in the impact test, not the vibration test. Therefore, if such a biased acceleration level frequency is used, an appropriate vibration test cannot be performed.
  • a general-purpose data recorder can be used. Since the zero cross peak counting method used in the present invention is easy to realize by a computer program, it can be said that it is a suitable method for counting measurement data recorded by a data recording device by reading it into a computer. .
  • the random vibration waveform is counted using the rain flow method.
  • step S103 in FIG. 1 will be described.
  • a predetermined ratio is assigned to each section in consideration of the road surface condition of the actual transportation route. For example, it can be assigned as follows.
  • Allocation% is determined in consideration of the transportation route reproduced in the test every time test specifications are created. For example, in areas where roads are relatively advanced (whether domestic or overseas), vibrations experienced by trucks Therefore, the author of the test specifications will determine the test coverage rate, etc. according to the individual transport route status, such as (A) the best vibration range to (C) the higher vibration range is assigned to the normal vibration range. Judgment should be made according to the situation.
  • histogram A Multiply and add% to get a total frequency distribution histogram. This is called histogram A.
  • step S104 in FIG. 1 will be described with reference to FIGS.
  • FIG. 8 illustrates the histogram A obtained in step S 103 and its unnecessary part.
  • Histogram A obtained in step S103 is obtained by counting random vibration waveforms using the zero-cross peak counting method or the rainflow method, and extracting elements having a great influence on fatigue damage from the vibration waveforms.
  • the histogram A data still contains very few excessive vibrations and micro vibrations. By appropriately removing these data, the effect of shortening the vibration test time can be expected without destroying the characteristics of the frequency distribution histogram and reducing the amount of data.
  • Micro-vibration refers to small vibrations that do not affect fatigue damage or have low impact. This can be determined from the SN curve force of packaged cargo.
  • the vibration test time is shortened by eliminating the histogram A force from these minute vibration portions.
  • Excessive vibration refers to vibration that does not cause fatigue damage to the transported product, but impact fracture damage, and in which the frequency of the actual vibration level is rare. Such vibration is an item that should be reproduced in the impact test, not in the random vibration test. By deleting these excessive vibration data from the frequency distribution histogram, the effect of shortening the vibration test time can be expected.
  • the standard deviation ⁇ of histogram A is obtained, and data with a vibration level greater than 3 ⁇ is defined as infrequent vibration with less frequency, and these data can be deleted.
  • FIG. 9 shows an actual vibration waveform during truck transportation (when traveling on an expressway at 80km).
  • either the method of deleting the data of 3 ⁇ or more and the method of deleting the data of 1G or more may be used, or both may be used together.
  • histogram ⁇ The frequency distribution histogram after unnecessary data deletion obtained by the above method will be referred to as histogram ⁇ .
  • step S105 in FIG. 1 will be described with reference to FIGS.
  • Figure 10 schematically shows how the equivalent acceleration and equivalent frequency are determined using the S-curve curve. It is.
  • the acceleration level of each driving condition is normalized with the maximum Grms value, and the magnification is applied to the S-N curve to shorten the test time. Seeking rate.
  • the vibration load equivalent to the sum of the vibration loads for all these nis is composed of the calo speed Gx, and the corresponding frequency ⁇ Nxi is obtained to normalize the measured frequency distribution histogram with the equivalent acceleration Gx. be able to.
  • this damage degree ratio can be added to the damage degree at other accelerations.
  • FIG. 11 shows a procedure for converting the histogram A into an equivalent frequency GO using an SN curve. In the following, description will be given in order.
  • N Ai equation (7) expresses the degree of damage to the cargo when the vibration of acceleration GAi is applied nAi times. Therefore, if equation (7) is added up for all points i in histogram A, accumulated fatigue equivalent to the total accumulated fatigue by histogram A can be obtained. In other words, if this total accumulated fatigue is realized by the test, it is equivalent to reproducing the histogram A by the test. In actual calculation, divide Histogram A into a sufficiently large number kA and apply Equation (7) for each division point.
  • Histogram A is equally divided into kA in the acceleration direction.
  • Equation (7) is applied to each division point to obtain the following equation (8). [Equation 6]
  • NA and NB are nothing but equivalent frequencies when histograms A and B are normalized with equivalent acceleration GO.
  • step S106 in Fig. 1 will be described.
  • Equation (13) is nothing but the ratio of the equivalent frequency NA of histogram A and the equivalent frequency NB of histogram B.
  • the test time can be shortened without applying an acceleration greater than the actual vibration acceleration, so the test load is not excessively severe and the test environment is equivalent to that of actual transportation. Can be obtained.
  • test time cannot be sufficiently shortened by the above method, the following method can be used.
  • step S102 Random vibration waveform counting
  • the predetermined high-frequency component of the PSD data is cut by filtering, and the minute vibration data that does not affect fatigue is deleted. This reduces the amount of data and shortens the test time.
  • FIG. 12 illustrates the above specific example.
  • the frequency data after the second-order mode has a power value only about 1/100 compared to the peak value of the first-order mode. Therefore, the frequency components after the second order mode can be cut with a low-pass filter for subsequent analysis.
  • Fatigue equivalent to the total accumulated fatigue represented by histogram A can be replaced by equivalent acceleration GO and equivalent frequency NA, and these values can be used for subsequent analysis. Therefore, analysis can be facilitated.
  • the total accumulated fatigue ratio represented by Histogram A and Histogram B can be expressed as the ratio of equivalent frequency NA and NB. In other words, it is possible to compensate for the inconsistent theoretical consistency of MIL-STD-810, which uses the SN curve only for calculating the power value, and to design a more appropriate test specification.
  • the distribution histogram A is divided into a predetermined number in the acceleration level direction,
  • the value of the equivalent acceleration GO is obtained for each division using the S—N curve represented by the formula (1).
  • the total vibration load represented by histogram A can be appropriately replaced with equivalent acceleration GO and equivalent frequency NA.
  • the value of the equivalent acceleration GO is obtained for each division using the S—N curve represented by the formula (1).
  • the total vibration load represented by histogram B can be appropriately replaced with equivalent acceleration GO and equivalent frequency NB.
  • test time reduction rate without relying solely on the value of the exaggeration coefficient ⁇ in MIL-STD-810.
  • test time can be shortened without losing vibration acceleration greater than actual random vibration, so the test is not overly harsh, and test specifications that reflect the actual transportation environment are designed. be able to.
  • the distribution histogram B Since the data corresponding to the acceleration level below the fatigue limit of the S- ⁇ ⁇ curve of the packaged cargo is deleted from the distribution histogram ⁇ , the distribution histogram B is obtained.
  • the vibration test time can be shortened by removing the histogram A force from the micro-vibration part that seems to have little effect on the actual vibration analysis.
  • the data with acceleration of 1G or more is deleted to obtain the distribution histogram B.
  • the vibration test time can be shortened by deleting from the histogram A the vibration data that should be reproduced in the turbulence test (bouncing test).
  • the vibration test time can be shortened by deleting from the histogram A the vibration data that should be reproduced in the impact test and the data that is infrequent and has little influence on the analysis.
  • PSD data is classified based on the power level corresponding to the dominant frequency of the primary mode of the random vibration waveform
  • the vibration level to be reproduced in the random vibration test is clarified, and the vibration level can be set without depending on the vibration measurer regardless of the abstract concept of the type of road surface.
  • the random vibration waveform is counted for each category.
  • the minute vibration that has almost no effect on fatigue without destroying the characteristics of the random vibration waveform can be removed from the analysis target, thereby shortening the test time.
  • the random vibration waveform is counted for each category using the rainflow method, as in the case of using the zero cross peak counting method, fine vibrations that have almost no effect on fatigue without destroying the characteristics of the random vibration waveform.
  • the analysis target force can also be removed, and the test time can be shortened.
  • a filtering step for cutting a predetermined high-frequency component of the PSD data is executed.
  • the test time can be shortened.
  • Microvibration data which often has a power value of about 1 / 100th or less of the primary mode peak value, can be deleted from the analysis target to shorten the test time.
  • ⁇ 2.0 is used, so that it is possible to avoid that the fatigue level in the theoretical calculation greatly fluctuates due to the difference in acceleration level. it can.

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  • General Physics & Mathematics (AREA)
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Abstract

L'invention concerne un procédé de conception de spécifications d'essai aux vibrations aléatoires adéquates en déterminant le taux de raccourcissement du temps d'essai en utilisant un procédé de calcul de fatigue accumulée unique tout en se conformant à une règle d'endommagement linéaire. Le procédé de conception de spécifications d'essai est caractérisé en ce qu'il comprend une étape consistant à diviser les données PSD sur les vibrations aléatoires en un nombre prédéterminé de divisions, une étape consistant à compter les formes d'onde de vibrations aléatoires dans chaque division, une étape consistant à obtenir un histogramme de répartition A en multipliant par la proportion de constitution de l'histogramme de répartition dans chaque division et en ajoutant les produits de la multiplication, une étape consistant à obtenir un histogramme de répartition B en supprimant les données en dehors d'une limite d'une valeur prédéterminée de l'histogramme A, une étape consistant à déterminer la fréquence équivalente correspondante NA en normalisant l'histogramme de répartition A avec l'accélération G0 équivalente, une étape consistant à obtenir la fréquence équivalente NB en normalisant l'histogramme de répartition B avec la même accélération G0 équivalente que l'histogramme de répartition A, et une étape consistant à déterminer le rapport des fréquences équivalentes NA, NB.
PCT/JP2007/062969 2006-06-29 2007-06-28 Procédé de conception de spécifications d'essai pour essai aux vibrations aléatoires WO2008001836A1 (fr)

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CN110083886A (zh) * 2019-04-08 2019-08-02 西北工业大学 一种基于有限元的直升机振动载荷仿真分析方法
CN112484835A (zh) * 2020-12-03 2021-03-12 上海里莱技术服务中心 一种基于雨流计数法的随机振动有效振幅测量方法
CN113639945A (zh) * 2021-06-28 2021-11-12 上海宇航系统工程研究所 基于经验模态分解的航天器随机振动试验条件设计方法
CN114544124A (zh) * 2020-11-25 2022-05-27 大唐移动通信设备有限公司 三轴向振动应力谱的处理方法、装置、设备及存储介质

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CN104236831B (zh) * 2014-09-15 2017-01-11 北京动力机械研究所 一种冲压发动机随机振动试验故障诊断方法
US10385799B2 (en) 2015-12-30 2019-08-20 International Business Machines Corporation Waveform analytics for optimizing performance of a machine
CN107367364B (zh) * 2017-06-30 2019-05-21 中国航空工业集团公司西安飞行自动控制研究所 一种高加速振动谱形设计方法

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Cited By (6)

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Publication number Priority date Publication date Assignee Title
CN110083886A (zh) * 2019-04-08 2019-08-02 西北工业大学 一种基于有限元的直升机振动载荷仿真分析方法
CN114544124A (zh) * 2020-11-25 2022-05-27 大唐移动通信设备有限公司 三轴向振动应力谱的处理方法、装置、设备及存储介质
CN114544124B (zh) * 2020-11-25 2023-10-10 大唐移动通信设备有限公司 三轴向振动应力谱的处理方法、装置、设备及存储介质
CN112484835A (zh) * 2020-12-03 2021-03-12 上海里莱技术服务中心 一种基于雨流计数法的随机振动有效振幅测量方法
CN113639945A (zh) * 2021-06-28 2021-11-12 上海宇航系统工程研究所 基于经验模态分解的航天器随机振动试验条件设计方法
CN113639945B (zh) * 2021-06-28 2024-02-09 上海宇航系统工程研究所 基于经验模态分解的航天器随机振动试验条件设计方法

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