CN115081116A - Method and system for calculating maximum stress of vehicle chassis part and storage medium - Google Patents
Method and system for calculating maximum stress of vehicle chassis part and storage medium Download PDFInfo
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Abstract
The invention discloses a method and a system for calculating the maximum stress of vehicle chassis parts, which comprises the following steps: constructing a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires; restraining the motion posture of the vehicle body, and performing benchmarking on the rigid-flexible coupling multi-body dynamic model of the whole vehicle; carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component; respectively counting the maximum values of the load components of the six component forces of the actually measured road under each working condition; calculating the maximum stress of each part of the chassis under the actually measured road spectrum under each working condition according to the sensitivity calculated in the step 3; load components which are dominant to the maximum stress of each part of the chassis and the maximum stress in the chassis system are calculated.
Description
Technical Field
The invention relates to the field of transportation, in particular to a method for calculating the maximum stress of chassis parts of various vehicles; and a maximum stress calculation system for various vehicle chassis parts, a computer readable storage medium for executing the steps of the maximum stress calculation method for vehicle chassis parts.
Background
The automobile durability is one of important marks of the good and bad quality of the automobile, and the whole automobile durability test is one of tests which are necessary to be performed by various manufacturers in a verification design stage as an important tool for verifying the durability performance of the automobile.
The automobile reliability test can be divided into: the method comprises a laboratory reliability test, a test field reliability test and a user road reliability test. The reliability tests of a test field and a user road need to acquire test data of six components, acceleration, displacement, strain and the like, the related working conditions are various, and the time course of the acquired test data is long. The data collected under various working conditions are quickly and accurately analyzed, and the method is particularly important for shortening the development period of automobile products and reducing the cost.
The automobile chassis is used as an installation carrier of other systems of the automobile and bears the load of various complex working conditions, and the performance of the chassis directly determines the performance of the whole automobile. In an automobile actual measurement road, the magnitude and the position of the maximum stress value generated by each part of the chassis are the key points of chassis design attention, and the maximum stress value can be used as the basis of strength failure and also can provide reference for chassis durability design.
The VonMoses stress is one of important criteria for structural failure evaluation, is mainly used for plastic materials, belongs to equivalent stress and is obtained according to a fourth strength theory.
The principal stress is a normal stress at which a shear stress is zero at a point in the object in a micro-area element having a normal vector of n ═ (n1, n2, n 3). The direction of n is referred to as the principal direction of stress at this point.
Shear stress is a type of stress, defined as the shear force received per unit area, the direction of the force being orthogonal to the direction of the force-receiving surface.
Hard points generally refer to points in the suspension that determine the kinematic characteristics of the suspension, such as critical mounting points, kinematic hinge center points, bushing center points, and the like.
In the prior art, a complete vehicle multi-body dynamic model is established, and a driving load of the complete vehicle multi-body dynamic model is obtained by using a virtual iteration method according to collected actually measured road spectrum data to perform dynamic simulation analysis. And extracting the load time history of hard points of the parts of the chassis system, and carrying out mutual multiplication, superposition and summation calculation by combining stress influence factors under the unit load action of the parts to obtain the stress time history of the parts under the actually measured road spectrum.
In the prior art, the dynamic simulation analysis needs to be carried out on the whole actual measurement road spectrum load course in the whole time period, the calculation period is long, and the time cost is high. The stress time history of each part needs to be obtained by multiplying, superposing and summing stress influence factors under the action of hard point load and unit load one by one for each part of the chassis system, and finally the position and the size of the maximum stress of the chassis part are obtained.
Disclosure of Invention
In the summary section a series of simplified form concepts are introduced, which are all simplifications of the prior art in this field, which will be further detailed in the detailed description section. The summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
The invention aims to solve the technical problem of providing a method for calculating the maximum stress of the parts of the vehicle chassis, which is used for quickly calculating the maximum stress and the maximum stress distribution of the parts of the chassis under the action of actually measured road spectrum loads under various working conditions by using various vehicle chassis
Correspondingly, the invention also provides a computer readable storage medium for executing the steps of the method for calculating the maximum stress of the vehicle chassis component; and the maximum stress calculation system for the parts of the vehicle chassis is used for quickly calculating the maximum stress and the maximum stress distribution of the parts of the vehicle chassis under the action of the actually measured road spectrum load under various working conditions by using various vehicle chassis.
In order to solve the technical problem, the invention provides a method for calculating the maximum stress of the vehicle chassis part, which comprises the following steps:
step 1: constructing a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires;
step 2: restraining the motion posture of the vehicle body, and performing benchmarking on the rigid-flexible coupling multi-body dynamic model of the whole vehicle;
and step 3: carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
and 4, step 4: respectively counting the maximum values of the load components of the six component forces of the actually measured road under each working condition;
and 5: calculating the maximum stress of each part of the chassis under the actually measured road spectrum under each working condition according to the sensitivity calculated in the step 3;
step 6: load components which are dominant to the maximum stress of each part of the chassis and the maximum stress in the chassis system are calculated.
And the benchmarking means that signals (such as shaft head acceleration, shock absorber displacement and the like) obtained through simulation calculation are compared with signals actually measured in a test, and parameters such as the rigidity of a buffer piece are adjusted, so that the signals (such as the shaft head acceleration, the shock absorber displacement and the like) obtained through simulation calculation are consistent with the signals actually measured in the test or the error is within an acceptable range (the range can be specified according to actual needs), thus the benchmarking is completed, and the accuracy of a simulation model is ensured.
And 4, counting the minimum value, the maximum value occurrence moment and/or the minimum value occurrence moment of each load component of the six component force of the actually measured road under each working condition.
In the method for calculating the maximum stress of the parts of the vehicle chassis, step 5 is also used for calculating the maximum stress occurrence position and/or the maximum stress occurrence time of each part of the chassis under the road spectrum actually measured under each working condition.
And 6, obtaining the maximum stress occurrence position and/or the maximum stress occurrence time in the step 6.
In the method for calculating the maximum stress of the vehicle chassis part, in the rigid-flexible coupling multi-body dynamic model of the whole vehicle, the part adopts a rigid body, a modal flexible body or a finite element flexible body.
According to the method for calculating the maximum stress of the vehicle chassis part, the rigid-flexible coupling multi-body dynamic model of the whole vehicle at least selects the first 10-order frequency of the chassis part model.
The method for calculating the maximum stress of the parts of the vehicle chassis is characterized in that a fixed vehicle body is adopted for restricting the motion posture of the vehicle body;
or, a buffer part is established between the shaft head and the ground for restricting the motion posture of the vehicle body, and the displacement rigidity range of the buffer part is limited.
According to the method for calculating the maximum stress of the vehicle chassis part, the displacement rigidity range of the buffer part is 0/mm-1000N/mm.
According to the method for calculating the maximum stress of the vehicle chassis part, the displacement rigidity range of the buffer piece is that the vertical rigidity range is 0N/mm-10N/mm, the lateral range is 0N/mm-0.5N/mm, and the longitudinal rigidity range is 0N/mm-0.5N/mm.
The method for calculating the maximum stress of the vehicle chassis part comprises the following steps of: and (4) analyzing static balance and adjusting model axle load.
The method for calculating the maximum stress of the vehicle chassis part comprises the following steps of: and adjusting the rigidity and/or damping parameters of an elastic element in the model, calibrating the displacement and/or shaft head acceleration data of the shock absorber, and correcting the system model.
The method for calculating the maximum stress of the vehicle chassis part comprises the steps of calculating the maximum stress of the vehicle chassis part, wherein the maximum stress of the vehicle chassis part at least comprises the VonIses stress, each stress component along each coordinate axis direction under a coordinate system, the main stress and/or the shear stress.
In order to solve the above technical problem, the present invention provides a computer-readable storage medium for performing the steps of the method for calculating the maximum stress of the vehicle chassis component according to any one of the above methods.
In order to solve the above technical problem, the present invention provides a system for calculating the maximum stress of a vehicle chassis component, comprising:
the model building module is used for building a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires;
the constraint module is used for constraining the motion posture of the vehicle body and performing benchmarking on the rigid-flexible coupling multi-body dynamic model of the whole vehicle;
the sensitivity analysis module is used for carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
the actual measurement statistical module is used for respectively counting the maximum value of each load component of the six component force of the actual measurement road under each working condition;
and the calculation module is used for calculating the maximum stress of each part of the chassis under the actual measurement road spectrum under each working condition according to the sensitivity, and calculating to obtain the load component which plays a leading role in the maximum stress of each part of the chassis and the maximum stress in the chassis system.
The vehicle chassis part maximum stress calculation system further comprises an actual measurement statistical module, wherein the actual measurement statistical module is used for counting the minimum value, the maximum value occurrence time and/or the minimum value occurrence time of each load component of the actual measurement road six-component under each working condition.
The calculation module of the system for calculating the maximum stress of the parts of the vehicle chassis further calculates the maximum stress occurrence position and/or the maximum stress occurrence time of each part of the chassis under the actual measurement road spectrum under each working condition.
And the analysis module also obtains the occurrence position and/or the occurrence moment of the maximum stress of the vehicle chassis part.
In the system for calculating the maximum stress of the vehicle chassis part, in the rigid-flexible coupling multi-body dynamic model of the whole vehicle, the part adopts a rigid body, a modal flexible body or a finite element flexible body.
The system for calculating the maximum stress of the parts of the vehicle chassis is characterized in that the rigid-flexible coupling multi-body dynamic model of the whole vehicle at least selects the first 10-order frequency of the chassis part model.
The system for calculating the maximum stress of the parts of the vehicle chassis restrains the motion posture of the vehicle body by adopting a fixed vehicle body;
or, a buffer part is established between the shaft head and the ground for restricting the motion posture of the vehicle body, and the displacement rigidity range of the buffer part is limited.
The maximum stress calculation system for the vehicle chassis parts has the buffer member displacement rigidity range of 0/mm-1000N/mm.
The maximum stress calculation system for the vehicle chassis part comprises a buffer piece, a vertical stiffness range, a lateral stiffness range and a longitudinal stiffness range, wherein the displacement stiffness range of the buffer piece is 0N/mm-10N/mm, the lateral stiffness range is 0N/mm-0.5N/mm, and the longitudinal stiffness range is 0N/mm-0.5N/mm.
Wherein, the maximum stress calculation system of the vehicle chassis parts, the multi-body dynamic model pair standard comprises: and (4) analyzing static balance and adjusting model axle load.
Wherein, the maximum stress calculation system of the vehicle chassis parts, the calibration of the multi-body dynamic model further comprises: and adjusting the rigidity and/or damping parameters of an elastic element in the model, calibrating the displacement and/or shaft head acceleration data of the shock absorber, and correcting the system model.
The maximum stress of the chassis parts of the vehicle chassis part calculation system at least comprises a VonIses stress, stress components along each coordinate axis direction under a coordinate system, a main stress and/or a shearing stress.
The invention is based on the consideration of the chassis system, calculates the sensitivity of each part of the chassis to each wheel center six-component load component, is equivalent to a series of unidirectional static calculation on the chassis system, and has high calculation efficiency and reliable result. The maximum stress of each part of the automobile chassis under the road spectrum actually measured under various working conditions can be calculated through simple algebraic operation by combining the maximum value and the minimum value of the six-component load in the road spectrum actually measured through sensitivity. Actual measurement road spectrum load in a long time period does not need to be applied to drive a rigid-flexible coupling model of the multi-body dynamics of the whole vehicle, and calculation cost and time cost are reduced. According to the invention, the dangerous positions and corresponding working conditions of the automobile chassis parts can be quickly judged for the reference of designers, and the chassis fatigue endurance development period is shortened.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, are incorporated in and constitute a part of this specification. The drawings are not necessarily to scale, however, and may not be intended to accurately reflect the precise structural or performance characteristics of any given embodiment, and should not be construed as limiting or restricting the scope of values or properties encompassed by exemplary embodiments in accordance with the invention. The invention is explained in more detail below with reference to the figures and the embodiments:
FIG. 1 is a schematic flow diagram of the present invention.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and technical effects of the present invention will be fully apparent to those skilled in the art from the disclosure in the specification. The invention is capable of other embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the general spirit of the invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. The following exemplary embodiments of the present invention may be embodied in many different forms and should not be construed as limited to the specific embodiments set forth herein. It is to be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the technical solutions of these exemplary embodiments to those skilled in the art. It will be understood that when an element is referred to as being "connected" or "according to" another element, it can be directly connected or according to the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly dependent" to another element, there are no intervening elements present. Like reference numerals refer to like elements throughout the drawings. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
A first embodiment;
the invention provides a method for calculating the maximum stress of parts of a vehicle chassis, which comprises the following steps:
step 1: constructing a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires;
step 2: restraining the motion attitude of the vehicle body, and performing benchmarking on the rigid-flexible coupling multi-body dynamic model of the whole vehicle;
and step 3: carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
and 4, step 4: respectively counting the maximum values of the load components of the six component forces of the actually measured road under each working condition;
and 5: calculating the maximum stress of each part of the chassis under the actually measured road spectrum under each working condition according to the sensitivity calculated in the step 3;
step 6: load components which are dominant to the maximum stress of each part of the chassis and the maximum stress in the chassis system are calculated.
A second embodiment;
the invention provides a method for calculating the maximum stress of vehicle chassis parts, which comprises the following steps:
step 1: constructing a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires, wherein in the rigid-flexible coupling multi-body dynamic model of the whole vehicle, parts adopt rigid bodies, modal flexible bodies or finite element flexible bodies; the vehicle body is simplified into a mass point, and parameters such as correct mass, mass center coordinates, rotational inertia and the like are given. The automobile chassis parts are modeled by adopting modal flexible bodies, the first 10-order frequency of a chassis part model is at least selected, and the first 6-order frequency is a rigid body mode of the model, which is not considered in the invention;
step 2: the motion posture of the vehicle body is restrained by adopting a buffer piece established between the shaft head and the ground, the buffer piece adopts a bushing or a spring, and the displacement rigidity range of the buffer piece is limited, and the displacement rigidity range of the buffer piece is 0/mm-1000N/mm; preferably, the displacement stiffness range of the buffer part is that the vertical stiffness range is 0N/mm-10N/mm, the lateral stiffness range is 0N/mm-0.5N/mm, the longitudinal stiffness range is 0N/mm-0.5N/mm, static balance analysis is carried out on the multi-body dynamic model, the axle load is checked, and the axle head acceleration and the vibration absorber displacement are calibrated according to the acquired road spectrum data, so that the accuracy of the multi-body model is ensured;
and step 3: carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
the vehicle has 4 axle heads, each with 6 force components (3 force components and 3 moment components) for a total of 24 load components, denoted as F ij . Wherein: i is 1,2,3,4,5, 6. 1. 2,3 respectively represent the force component in the X, Y, Z direction under the whole vehicle coordinate system, and 4,5,6 respectively represent the moment component in the X, Y, Z direction under the whole vehicle coordinate system; j is 1,2,3 and 4 respectively represents six component forces of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel;
and (4) carrying out sensitivity analysis on the wheel center six-component load. The chassis is assumed to be composed of n parts, and the parts are numbered 1,2,3, … and n in sequence. Respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 0 Magnitude of moment component of M 0 Carrying out simulation analysis on the multi-body power model of the whole vehicle, wherein the simulation time is 5s, the analysis step is 100 steps, and obtaining the maximum VonMoses stress matrix of each part of the chassis after the analysis result is stable
Representing the load component F ij The maximum von mises of the part numbered m when acted upon alone. Wherein: m is 1,2, …, n represents the number of the chassis parts;
respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 1 ＝F 0 + Δ F, magnitude of moment component M 1 ＝M 0 + Δ M, simulation of the overall vehicle multi-body power modelThe simulation time is 5s, the analysis step is 100 steps, and after the analysis result is stable, the maximum VonMises stress matrix of each part of the chassis is obtained
Calculating the sensitivity of the chassis parts to six-component load, wherein the sensitivity matrix is as follows:
and 4, step 4: respectively counting the maximum value, the minimum value, the maximum value occurrence moment and/or the minimum value occurrence moment of each load component of the actually measured road six-component under each working condition;
illustratively, the actually measured road spectrum acquisition includes k working conditions, which are numbered as 1,2,3, …, k in sequence. Extracting the maximum value of the 24 component forces actually measured under various working conditions according to the time history curve of the road spectrum actually measured under various working conditions
Minimum value
And 5: according to the sensitivity calculated in the step 3, calculating the maximum stress, the maximum stress occurrence position and/or the maximum stress occurrence time of each part of the chassis under the actual measurement road spectrum under each working condition
And (4) carrying out sensitivity analysis on the six-component load of the wheel center. The chassis is assumed to be composed of n parts, and the parts are numbered 1,2,3, … and n in sequence. Respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 0 Magnitude of moment component of M 0 Carrying out simulation analysis on the multi-body power model of the whole vehicle, wherein the simulation time is 5s, the analysis step is 100 steps, and obtaining the maximum VonMoses stress matrix of each part of the chassis after the analysis result is stable
Representing the load component F ij The maximum von mises of the part numbered m when acted upon alone. Wherein:
m is 1,2, …, n represents the number of the chassis parts; i. j has the same meaning as in step (4).
Respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 1 ＝F 0 + Δ F, magnitude of moment component M 1 ＝M 0 + delta M, carrying out simulation analysis on the multi-body power model of the whole vehicle, wherein the simulation time is 5s, the analysis step is 100 steps, and after the analysis result is stable, respectively obtaining the maximum VonMISes stress matrix of each part of the chassis as
And calculating the sensitivity of the chassis parts to the six-component load. The sensitivity matrix is:
extracting the maximum value of the actually measured 24 component force in the whole time period according to the time history curve of the actually measured road spectrum
Minimum value
Calculating the maximum VonIses stress of the chassis parts under the actually measured road spectrum according to the sensitivity:
step 6: calculating to obtain a load component which plays a leading role in the maximum stress of each part of the chassis, and the maximum stress, the position of the maximum stress and/or the moment of the maximum stress in the chassis system;
the maximum von mises stress of the part numbered m in the chassis under the actual measurement road spectrum is calculated as follows:
the maximum VonMises stress magnitude, the maximum VonMises stress position and the maximum VonMises stress occurrence time of each part of the chassis can be obtained, and the load component which contributes to the stress to the maximum is judged;
the maximum von mises stress in the chassis system under the actual measured road spectrum is calculated as follows:
the maximum VonIses stress magnitude, position and occurrence time of the chassis system can be obtained. And then can be according to the yield strength of chassis system spare part material, can judge whether chassis spare part design satisfies the strength requirement fast.
A third embodiment;
the present invention provides a computer-readable storage medium for use in the steps of the method for calculating the maximum stress of a vehicle chassis component according to the first or second embodiment.
A fourth embodiment;
the maximum stress calculation system for the vehicle chassis parts can be realized on the existing hardware equipment based on the computer programming technical means, and comprises the following components:
the model building module is used for building a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires;
the constraint module is used for constraining the motion posture of the vehicle body and performing benchmarking on the rigid-flexible coupling multi-body dynamic model of the whole vehicle;
the sensitivity analysis module is used for carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
the actual measurement statistical module is used for respectively counting the maximum value of each load component of the six component force of the actual measurement road under each working condition;
and the calculation module is used for calculating the maximum stress of each part of the chassis under the actual measurement road spectrum under each working condition according to the sensitivity, and calculating to obtain the load component which plays a leading role in the maximum stress of each part of the chassis and the maximum stress in the chassis system.
A fifth embodiment;
the maximum stress calculation system for the vehicle chassis parts can be realized on the existing hardware equipment based on the computer programming technical means, and comprises the following components:
the model building module is used for building a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires, and in the rigid-flexible coupling multi-body dynamic model of the whole vehicle, parts adopt rigid bodies, modal flexible bodies or finite element flexible bodies; the vehicle body is simplified into a mass point, and parameters such as correct mass, mass center coordinates and rotational inertia are given. The automobile chassis parts are modeled by adopting modal flexible bodies, the first 10-order frequency of a chassis part model is at least selected, and the first 6-order frequency is a rigid body mode of the model, which is not considered in the invention;
the restraint module is used for restraining the movement posture of the vehicle body and establishing a buffer part between the shaft head and the ground, the buffer part adopts a bushing or a spring and limits the displacement rigidity range of the buffer part, and the displacement rigidity range of the buffer part is 0/mm-1000N/mm; preferably, the displacement stiffness range of the buffer part is that the vertical stiffness range is 0N/mm-10N/mm, the lateral stiffness range is 0N/mm-0.5N/mm, the longitudinal stiffness range is 0N/mm-0.5N/mm, static balance analysis is carried out on the multi-body dynamic model, the axle load is checked, and the axle head acceleration and the vibration absorber displacement are calibrated according to the acquired road spectrum data, so that the accuracy of the multi-body model is ensured;
the sensitivity analysis module is used for carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
the vehicle has 4 axle heads, each with 6 force components (3 force components and 3 moment components) for a total of 24 load components, denoted as F ij . Wherein: i is 1,2,3,4,5, 6. 1. 2,3 respectively represent the force component in the X, Y, Z direction under the coordinate system of the whole vehicle, 4,5,6 respectively represent the whole vehicleA moment component in the direction of X, Y, Z under the vehicle coordinate system; j is 1,2,3 and 4 respectively represents six component forces of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel;
and (4) carrying out sensitivity analysis on the six-component load of the wheel center. The chassis is assumed to be composed of n parts, and the parts are numbered 1,2,3, … and n in sequence. Respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 0 Magnitude of moment component of M 0 Carrying out simulation analysis on the multi-body power model of the whole vehicle, wherein the simulation time is 5s, the analysis step is 100 steps, and obtaining the maximum VonMoses stress matrix of each part of the chassis after the analysis result is stable
Representing the load component F ij The maximum von mises of the part numbered m when acted upon alone. Wherein: m is 1,2, …, n represents the number of the chassis parts;
respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 1 ＝F 0 + Δ F, magnitude of moment component M 1 ＝M 0 + delta M, carrying out simulation analysis on the multi-body power model of the whole vehicle, wherein the simulation time is 5s, the analysis step is 100 steps, and after the analysis result is stable, respectively obtaining the maximum VonMISes stress matrix of each part of the chassis as
Calculating the sensitivity of the chassis parts to six-component load, wherein the sensitivity matrix is as follows:
the actual measurement statistical module is used for respectively counting the maximum value, the minimum value, the maximum value occurrence moment and/or the minimum value occurrence moment of each load component of the actual measurement road six-component under each working condition;
illustratively, the measured road spectrum acquisition comprises k working conditions which are numbered as 1,2,3, … and k in sequence. Actually measuring time history curve of road spectrum according to various working conditionsExtracting maximum value of actually measured 24 component forces under various working conditions
Minimum value
The calculation module is used for calculating the maximum stress of each part of the chassis under the actual measurement road spectrum under each working condition according to the sensitivity, and calculating to obtain the load component which plays a leading role in the maximum stress of each part of the chassis and the maximum stress in a chassis system;
and (4) carrying out sensitivity analysis on the six-component load of the wheel center. The chassis is assumed to be composed of n parts, and the parts are numbered 1,2,3, … and n in sequence. Respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 0 Magnitude of moment component of M 0 Carrying out simulation analysis on the multi-body power model of the whole vehicle, wherein the simulation time is 5s, the analysis step is 100 steps, and obtaining the maximum VonMoses stress matrix of each part of the chassis after the analysis result is stable
Representing the load component F ij The maximum von mises of the part numbered m when acted upon alone. Wherein:
m is 1,2, …, n represents the number of the chassis parts; i. j has the same meaning as in step (4).
Respectively and sequentially applying 24 load components to the shaft heads, wherein the magnitude of the force components is F 1 ＝F 0 + Δ F, magnitude of moment component M 1 ＝M 0 + delta M, carrying out simulation analysis on the multi-body power model of the whole vehicle, wherein the simulation time is 5s, the analysis step is 100 steps, and after the analysis result is stable, respectively obtaining the maximum VonMISes stress matrix of each part of the chassis as
And calculating the sensitivity of the chassis parts to the six-component load. The sensitivity matrix is:
extracting the maximum value of the actually measured 24 component force in the whole time period according to the time history curve of the actually measured road spectrum
Minimum value
Calculating the maximum VonIses stress of the chassis parts under the actually measured road spectrum according to the sensitivity:
the maximum von mises stress of the part numbered m in the chassis under the actual measurement road spectrum is calculated as follows:
the maximum VonMises stress magnitude, the maximum VonMises stress position and the maximum VonMises stress occurrence time of each part of the chassis can be obtained, and the load component which contributes to the stress to the maximum is judged;
the maximum von mises stress in the chassis system under the actual measured road spectrum is calculated as follows:
the maximum VonIses stress magnitude, position and occurrence time of the chassis system can be obtained. And then can be according to the yield strength of chassis system spare part material, can judge whether chassis spare part design satisfies the strength requirement fast.
Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The present invention has been described in detail with reference to the specific embodiments and examples, but these are not intended to limit the present invention. Many variations and modifications may be made by one of ordinary skill in the art without departing from the principles of the present invention, which should also be considered as within the scope of the present invention.
Claims (25)
1. A method for calculating the maximum stress of a vehicle chassis part is characterized by comprising the following steps:
step 1: constructing a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires;
step 2: restraining the motion posture of the vehicle body, and performing benchmarking on the rigid-flexible coupling multi-body dynamic model of the whole vehicle;
and 3, step 3: carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
and 4, step 4: respectively counting the maximum values of the load components of the six component forces of the actually measured road under each working condition;
and 5: calculating the maximum stress of each part of the chassis under the actually measured road spectrum under each working condition according to the sensitivity calculated in the step 3;
step 6: and calculating to obtain the load component which plays a leading role in the maximum stress of each part of the chassis and the maximum stress in the chassis system.
2. The method of calculating the maximum stress of a vehicle chassis component part according to claim 1, wherein: and 4, counting the minimum value, the maximum value occurrence time and/or the minimum value occurrence time of each load component of the actually measured road six-component under each working condition.
3. The method of calculating the maximum stress of a vehicle chassis component part according to claim 1, wherein: and 5, calculating the maximum stress occurrence position and/or the maximum stress occurrence time of each part of the chassis under the actual measurement road spectrum under each working condition.
4. The method of calculating the maximum stress of a vehicle chassis component part according to claim 1, wherein: and 6, obtaining the occurrence position and/or the occurrence moment of the maximum stress.
5. The method of calculating the maximum stress of a vehicle chassis component part according to claim 1, wherein: in the rigid-flexible coupling multi-body dynamic model of the whole vehicle, rigid bodies, modal flexible bodies or finite element flexible bodies are adopted as parts.
6. The method for calculating the maximum stress of a vehicle chassis component according to claim 5, wherein: and the rigid-flexible coupling multi-body dynamic model of the whole vehicle at least selects the first 10-order frequency of a chassis part model.
7. The method of calculating the maximum stress of a vehicle chassis component according to claim 1, wherein:
the motion posture of the vehicle body is restrained by adopting a fixed vehicle body;
or, a buffer part is established between the shaft head and the ground for restricting the motion posture of the vehicle body, and the displacement rigidity range of the buffer part is limited.
8. The method of calculating the maximum stress of a vehicle chassis component part according to claim 7, wherein: the displacement rigidity range of the buffer piece is 0/mm-1000N/mm.
9. The method of calculating the maximum stress of a vehicle chassis component part according to claim 8, wherein: the displacement rigidity range of the buffer piece is that the vertical rigidity range is 0N/mm-10N/mm, the lateral range is 0N/mm-0.5N/mm, and the longitudinal rigidity range is 0N/mm-0.5N/mm.
10. The method of calculating the maximum stress of a vehicle chassis component part according to claim 1, wherein: the multi-body dynamic model comprises the following steps: and (4) analyzing static balance and adjusting model axle load.
11. The method of calculating the maximum stress of a vehicle chassis component part according to claim 10, wherein: the multi-body dynamic model further comprises the following steps: and adjusting the rigidity and/or damping parameters of an elastic element in the model, calibrating the displacement and/or shaft head acceleration data of the shock absorber, and correcting the system model.
12. The method of calculating the maximum stress of a vehicle chassis component part according to claim 1, wherein: the maximum stress of the chassis part at least comprises the VonMoses stress, stress components along coordinate axes in a coordinate system, main stress and/or shear stress.
13. A computer readable storage medium for performing the steps of the method for calculating maximum stress of a vehicle chassis component according to any one of claims 1 to 12.
14. A vehicle chassis component maximum stress calculation system, comprising:
the model building module is used for building a rigid-flexible coupling multi-body dynamic model of the whole vehicle without tires;
the constraint module is used for constraining the motion posture of the vehicle body and performing benchmarking on the rigid-flexible coupling multi-body dynamic model of the whole vehicle;
the sensitivity analysis module is used for carrying out sensitivity analysis on the six-component load to obtain the sensitivity of the maximum stress of each part of the chassis to each six-component load component;
the actual measurement statistical module is used for respectively counting the maximum value of each load component of the six component force of the actual measurement road under each working condition;
and the calculation module is used for calculating the maximum stress of each part of the chassis under the actual measurement road spectrum under each working condition according to the sensitivity, and calculating to obtain the load component which plays a leading role in the maximum stress of each part of the chassis and the maximum stress in the chassis system.
15. The vehicle chassis component maximum stress calculation system of claim 14, wherein: the actual measurement statistical module is also used for counting the minimum value, the maximum value occurrence moment and/or the minimum value occurrence moment of each load component of the six component force of the actual measurement road under each working condition.
16. The vehicle chassis component maximum stress calculation system of claim 14, wherein: the calculation module also calculates the maximum stress occurrence position and/or the maximum stress occurrence time of each part of the chassis under each working condition under the actually measured road spectrum.
17. The vehicle chassis component maximum stress calculation system of claim 14, wherein: and the analysis module also obtains the occurrence position and/or the occurrence moment of the maximum stress.
18. The vehicle chassis component maximum stress calculation system of claim 14, wherein: in the rigid-flexible coupling multi-body dynamic model of the whole vehicle, rigid bodies, modal flexible bodies or finite element flexible bodies are adopted as parts.
19. The vehicle chassis component maximum stress calculation system of claim 14, wherein: and the rigid-flexible coupling multi-body dynamic model of the whole vehicle at least selects the first 10-order frequency of the chassis part model.
20. The vehicle chassis component maximum stress calculation system of claim 14, wherein:
the motion posture of the vehicle body is restrained by adopting a fixed vehicle body;
or, a buffer part is established between the shaft head and the ground for restricting the motion posture of the vehicle body, and the displacement rigidity range of the buffer part is limited.
21. The vehicle chassis component maximum stress calculation system of claim 20, wherein: the displacement rigidity range of the buffer piece is 0/mm-1000N/mm.
22. The vehicle chassis component maximum stress calculation system of claim 21, wherein: the displacement rigidity range of the buffer piece is that the vertical rigidity range is 0N/mm-10N/mm, the lateral range is 0N/mm-0.5N/mm, and the longitudinal rigidity range is 0N/mm-0.5N/mm.
23. The vehicle chassis component maximum stress calculation system of claim 14, wherein: the multi-body dynamic model comprises the following steps: and (4) analyzing static balance and adjusting model axle load.
24. The vehicle chassis component maximum stress calculation system of claim 23, wherein: the multi-body dynamic model further comprises the following steps: and adjusting the rigidity and/or damping parameters of an elastic element in the model, calibrating the displacement and/or shaft head acceleration data of the shock absorber, and correcting the system model.
25. The method of calculating the maximum stress of a vehicle chassis component part according to claim 14, wherein: the maximum stress of the chassis part at least comprises the VonMoses stress, stress components along coordinate axes in a coordinate system, main stress and/or shear stress.
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