Method for calculating the remaining useful life of a vehicle

Abstract

This invention provides a method for calculating the remaining service life of a vehicle, including identifying all critical components of the vehicle; critical components are those that affect the vehicle's service life; obtaining service life influencing parameters, service life calculation parameters, and critical component damage models; and calculating the remaining service life of each critical component based on these parameters; wherein the service life influencing parameters include the vehicle's mileage and the load spectrum of each critical component; and taking the minimum value among the remaining service lives of all critical components as the vehicle's remaining service life. This method comprehensively considers the effects of critical component damage models and the load spectra of each critical component when calculating the vehicle's remaining service life, making the calculated remaining service life of each critical component more consistent with the current actual condition of the vehicle, thus improving the accuracy of the vehicle's remaining service life prediction.

Description

Technical Field

[0001] This invention relates to the field of vehicle service life prediction technology, and in particular to a method for calculating the remaining service life of a vehicle. Background Technology

[0002] The service life of a vehicle refers to the continuous usage time or mileage from the time it is put into operation until it is no longer used. Generally speaking, for different purposes, the service life of a vehicle can be divided into three categories: reasonable service life, economic service life, and technical service life. According to the "Regulations on Mandatory Scrapping Standards for Motor Vehicles," the state guides motor vehicles that have reached a certain mileage to be scrapped. However, in reality, when a vehicle reaches its technical limit, that is, when the remaining technical service life is close to 0, it must be extended through major repairs or scrapped.

[0003] Fatigue damage analysis and life prediction are two important methods for evaluating the fatigue strength and effective life of critical vehicle structural components. Both methods involve numerical simulation and experimental verification. However, in actual vehicle use, vehicles are subjected to real loads, and relying solely on methods like fatigue damage analysis and life prediction can cause the lifespan of various components to deviate from expectations. Furthermore, due to differences in driving styles and routes among drivers, the accuracy of vehicle remaining lifespan calculated through simulation or experimentation is not high. Summary of the Invention

[0004] The purpose of this invention is to solve the problem of low accuracy in predicting the remaining service life of vehicles in existing technologies. To address this problem, embodiments of this invention disclose a method for calculating the remaining service life of a vehicle, comprising the following steps:

[0005] S100: Identify all critical components of the vehicle; among which, critical components are those that affect the service life of the vehicle.

[0006] S200: Obtain service life impact parameters, service life calculation parameters, and key component damage models, and calculate the remaining service life of each key component based on the service life impact parameters, service life calculation parameters, and key component damage models; among which, service life impact parameters include the vehicle's mileage and the load spectrum of each key component;

[0007] S300: The minimum of the remaining useful lives of all critical components is taken as the remaining useful life of the vehicle.

[0008] By adopting the above scheme, the effects of the damage model of key components and the load spectrum of each key component are comprehensively considered when calculating the remaining service life of the vehicle, so that the calculated remaining service life of each key component is more in line with the actual situation of the current vehicle, thus improving the accuracy of the prediction of the remaining service life of the vehicle.

[0009] According to another specific embodiment of the present invention, the method for calculating the remaining service life of a vehicle disclosed in this embodiment of the present invention, after step S100, further includes the following step:

[0010] S100': Create an empty array for lifetime;

[0011] Following step S200, the following steps are also included:

[0012] S200': Store the remaining service life of all critical components into an empty service life array;

[0013] Step S300 includes:

[0014] The minimum value among the remaining lifespans of all critical components stored in the lifespan empty array is taken as the vehicle's remaining lifespan.

[0015] By adopting the above scheme, the remaining service life of each key component is stored in an empty service life array. When determining the remaining service life of the vehicle, the data in the empty service life array is directly called. This avoids data omission or duplicate retrieval due to the large amount of data. Furthermore, directly calling the empty array makes it less likely to miss data, and the data processing efficiency is also higher.

[0016] According to another specific embodiment of the present invention, in the method for calculating the remaining service life of a vehicle disclosed in the present invention, in steps S200 and S200', calculating the remaining service life of each key component includes: calculating the remaining service life of each key component respectively, and storing the calculated remaining service life of the key components into a service life empty array respectively, until the service life empty array contains the remaining service life of all key components.

[0017] Using the above method, once the remaining service life of a critical component is calculated, its remaining service life is immediately stored in an empty service life array before calculating the remaining service life of the next critical component. This process reduces the likelihood of missing data and redundant calculations, thus improving the accuracy of the calculations.

[0018] According to another specific embodiment of the present invention, the method for calculating the remaining service life of a vehicle disclosed in this embodiment further includes the maximum damage value of each key component as a service life influencing parameter; the service life calculation parameter is a preset frequency for obtaining the service life influencing parameters and calculating the remaining service life of each key component; and step S200 includes:

[0019] S210: Obtain the vehicle's mileage at the current moment and the load spectrum of each key component at the current moment, and determine the cumulative damage of each key component at the current moment based on the key component damage model and the load spectrum of each key component at the current moment.

[0020] S220: Based on the service life calculation parameters, determine the vehicle's mileage at multiple times before the current time, as well as the load spectrum of each key component at each time, and determine the cumulative damage of each key component at each time based on the key component damage model and the load spectrum of each key component at each time.

[0021] S230: Based on the vehicle's mileage at the current moment, the cumulative damage of each key component at the current moment, the vehicle's mileage at multiple moments before the current moment, and the cumulative damage of each key component at each moment, a mileage-cumulative damage fitting curve is determined using a preset fitting formula.

[0022] S240: Determine the remaining service life of each key component based on the mileage-cumulative damage fitting curve, the maximum damage value of each key component, and the mileage already driven by the vehicle.

[0023] According to another specific embodiment of the present invention, the method for calculating the remaining service life of a vehicle disclosed in this embodiment includes step S240 as follows:

[0024] S241: Calculate the mileage of each key component at the point of maximum damage based on the mileage-cumulative damage fitting curve and the maximum damage value of each key component.

[0025] S242: Determine the remaining service life of each critical component based on the mileage at which each critical component is at maximum damage and the mileage already driven by the vehicle.

[0026] According to another specific embodiment of the present invention, in the method for calculating the remaining service life of a vehicle disclosed in this embodiment, step S241 involves calculating the mileage of each critical component at the point of maximum damage using the following formula:

[0027] L imax =Z -1 (D 0i )

[0028] Among them, L imaxLet D be the mileage of the i-th critical component at the point of maximum damage, where i is a positive integer; 0i Z represents the maximum damage value of the i-th critical component. -1 It is the inverse function of the mileage-cumulative damage fitting curve.

[0029] According to another specific embodiment of the present invention, in the method for calculating the remaining service life of a vehicle disclosed in this embodiment, step S242 calculates the remaining service life of each key component according to the following formula:

[0030] ΔL imax =LL imax

[0031] Where, ΔL imax Let L be the remaining service life of the i-th critical component, and L be the vehicle's mileage. imax Let be the mileage of the i-th critical component at the point of maximum damage.

[0032] According to another specific embodiment of the present invention, the method for calculating the remaining service life of a vehicle disclosed in this embodiment of the present invention further includes the following steps before step S210:

[0033] S210': Create empty arrays for driving mileage and cumulative damage;

[0034] Following step S210, the following steps are also included:

[0035] S210”: Store the vehicle’s mileage at the current moment into an empty mileage array, and store the cumulative damage of each key component at the current moment into an empty cumulative damage array;

[0036] Following step S220, the following steps are also included:

[0037] S220': Store the vehicle's mileage for multiple time points prior to the current time into an empty mileage array, and store the cumulative damage of each critical component at each time point into an empty cumulative damage array; and step S230 includes:

[0038] The mileage-cumulative damage fitting curve is determined based on the mileage data stored in the empty mileage array and the cumulative damage data stored in the empty cumulative damage array, using a preset fitting formula.

[0039] By adopting the above scheme, the vehicle's mileage is stored in the mileage empty array, and the cumulative damage of each key component at each time is stored in the cumulative damage empty array. When determining the mileage-cumulative damage fitting curve, the data in the mileage empty array and the cumulative damage empty array are directly called. This avoids data omission or duplicate acquisition due to the large amount of data. Moreover, by directly calling the empty array, it is not easy to miss data, and the data processing efficiency is also higher.

[0040] According to another specific embodiment of the present invention, the method for calculating the remaining service life of a vehicle disclosed in this embodiment of the present invention obtains the maximum damage value of key components based on component fatigue damage experiments; the preset frequency range for obtaining service life influence parameters and calculating the remaining service life of each key component is 0.5Hz to 2Hz.

[0041] According to another specific embodiment of the present invention, the method for calculating the remaining service life of a vehicle disclosed in this embodiment uses a calculation method for cumulative damage analysis based on a two-dimensional statistical criterion for fatigue reliability for the damage model of key components; the load spectrum of each key component is a true load spectrum.

[0042] By adopting the above scheme, since the load spectrum is the basis for reliability design and a prerequisite for computer-aided design such as component structure life determination, life extension, dynamic simulation, and finite element analysis, the accuracy of the calculated vehicle remaining service life is improved by using the load spectrum as an influencing parameter when calculating the vehicle's remaining service life.

[0043] The beneficial effects of this invention are:

[0044] This invention provides a method for calculating the remaining service life of a vehicle. First, all critical components of the vehicle are identified. Then, the remaining service life of the vehicle is obtained by calculating the remaining service life of all critical components. Furthermore, in calculating the remaining service life of all critical components, it is necessary to first obtain service life influencing parameters, service life calculation parameters, and critical component damage models. Then, based on the service life influencing parameters, service life calculation parameters, and critical component damage models, the mileage at which each critical component suffers maximum damage is obtained, thereby achieving the purpose of calculating the vehicle's remaining service life. Because the calculation of the vehicle's remaining service life comprehensively considers the effects of the critical component damage model and the load spectrum of each critical component, the calculated remaining service life of each critical component is more consistent with the current actual situation of the vehicle, improving the accuracy of the vehicle's remaining service life prediction. Attached Figure Description

[0045] Figure 1 This is a flowchart illustrating the method for calculating the remaining service life of a vehicle provided in an embodiment of the present invention.

[0046] Figure 2This is a flowchart illustrating the calculation of the remaining service life of each key component in the vehicle remaining service life calculation method provided in this embodiment of the invention. Detailed Implementation

[0047] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0048] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0049] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of the invention is usually placed in during use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0050] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0051] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0052] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0053] To address the issue of low accuracy in predicting the remaining service life of vehicles in existing technologies, embodiments of the present invention provide a method for calculating the remaining service life of a vehicle. This method is used to calculate the remaining service life of a vehicle. The vehicle includes automobiles, hybrid vehicles, pure electric vehicles, etc., and the remaining service life refers to the remaining continuous usage time or mileage that the vehicle can travel. Specifically, refer to... Figure 1 The method for calculating the remaining service life of a vehicle provided in this specific embodiment includes the following steps:

[0054] S100: Identify all critical components of the vehicle.

[0055] S200: Obtain service life impact parameters, service life calculation parameters, and key component damage models, and calculate the remaining service life of each key component based on the service life impact parameters, service life calculation parameters, and key component damage models.

[0056] S300: The minimum of the remaining useful lives of all critical components is taken as the remaining useful life of the vehicle.

[0057] Furthermore, in the method for calculating the remaining service life of a vehicle according to the present invention, key components are those components on the vehicle that affect its service life. Key components include, but are not limited to, engine components such as crankshafts, pistons, valves, connecting rods, etc.; drive system components such as the gearbox assembly, clutch, and connecting parts; the basic body structure; moving parts such as the hood, doors, and trunk lid; bumpers; suspension support components; braking systems; suspension components; steering components, etc. For new energy vehicles, key components also include other components such as batteries.

[0058] Furthermore, in the method for calculating the remaining service life of the vehicle according to the present invention, the service life influencing parameters include the vehicle's mileage and the load spectrum of each key component. The vehicle's mileage refers to the distance the vehicle has already traveled, which can be directly obtained from the vehicle's dashboard or vehicle controller. The load spectrum is a general term for graphs, tables, matrices, and other probabilistic characteristic values ​​representing the relationship between load magnitude and frequency of occurrence, obtained after mathematical statistical processing of the typical load time history borne by the entire machine structure or parts. For general mechanical products, the compilation of the load spectrum can be achieved through steps such as obtaining load sample data, stationarity testing, removing invalid amplitudes, statistically counting load cycles, and estimating the overall distribution. Specific details can be found in existing technologies, and will not be elaborated further in this specific embodiment.

[0059] Furthermore, in the method for calculating the remaining service life of a vehicle according to the present invention, the load spectrum of each key component is a true load spectrum. The true load spectrum is the cumulative number of loads obtained by the load counting method for the key component at the current moment. By using the load spectrum as an influencing parameter when calculating the remaining service life of the vehicle, since the load spectrum is the basis for reliability design and a prerequisite for computer-aided design such as component structural life determination, life extension, dynamic simulation, and finite element analysis, the accuracy of the calculated remaining service life is improved.

[0060] Furthermore, in a preferred embodiment of the present invention, the service life influencing parameter also includes the maximum damage value of each key component. The maximum damage value of each key component is obtained based on component fatigue damage experiments. Component fatigue damage experiments include steps such as load data acquisition, obtaining a rainflow matrix, calculating the fatigue damage of each element in the rainflow matrix, and calculating the fatigue damage of each element for one cycle. The specific process of performing component fatigue damage experiments can be referred to in the prior art, and will not be repeated in this specific embodiment.

[0061] Furthermore, in the method for calculating the remaining service life of a vehicle according to the present invention, the service life calculation parameter is a preset frequency for obtaining service life influence parameters and calculating the remaining service life of each key component. In a preferred embodiment of the present invention, the preset frequency for obtaining service life influence parameters and calculating the remaining service life of each key component ranges from 0.5Hz to 2Hz. For example, it can be 0.5Hz, 0.75Hz, 1Hz, 1.5Hz, 2Hz, or other frequencies within this range.

[0062] Furthermore, in the method for calculating the remaining service life of the vehicle according to the present invention, the damage model for key components is a calculation method that uses the two-dimensional statistical criterion for fatigue reliability (Miner's criterion) for cumulative damage analysis. The calculation formula for Miner's criterion is:

[0063]

[0064] In the formula, the cyclic stress for each amplitude variation stage is S. i i = 1, 2, ..., n, n i For S i The number of loops, N ci To be with S i The corresponding constant amplitude fatigue life, α, is a random variable that follows a log-normal distribution and is affected by factors such as material, load spectrum, and loading order. The methods for obtaining and calculating the variables of the Miner criterion can be found in existing technologies, and will not be elaborated in this specific implementation.

[0065] Furthermore, in the method for calculating the remaining service life of a vehicle according to the present invention, after step S100, the following steps are also included:

[0066] S100': Create an empty array for lifetime.

[0067] An empty array is an array of length 0, containing 0 elements. A lifetime empty array is used to store the remaining lifetime of various critical components of a vehicle.

[0068] Following step S200, the following steps are also included:

[0069] S200': Store the remaining service life of all critical components in an empty service life array.

[0070] The remaining service life of all critical components is stored in an empty service life array.

[0071] Step S300 includes:

[0072] The minimum value among the remaining lifespans of all critical components stored in the lifespan empty array is taken as the vehicle's remaining lifespan.

[0073] In other words, when determining the remaining service life of a vehicle, the remaining service life data in the empty service life array is processed directly to determine the vehicle's remaining service life. This process stores the remaining service life of each key component in the empty service life array, and directly retrieves the data from this array when determining the vehicle's remaining service life. This avoids data omissions or duplicate retrievals due to large datasets, and directly accessing the empty array reduces the likelihood of data loss, resulting in higher data processing efficiency.

[0074] Furthermore, in a preferred embodiment of the present invention, steps S200 and S200', calculating the remaining service life of each key component, includes: calculating the remaining service life of each key component separately, and storing the calculated remaining service life of each key component into an empty service life array, until the empty service life array contains the remaining service life of all key components. That is, after calculating the remaining service life of each key component, the remaining service life of that key component is immediately stored in the empty service life array, and then the remaining service life of the next key component is calculated. This approach reduces the likelihood of missing data and repeated calculations, thus improving the accuracy of the calculation.

[0075] Of course, in other embodiments of the present invention, after calculating the remaining service life of each key component, all remaining service life data can be uniformly stored in an empty service life array. This step, storing all remaining service life data uniformly after calculation, improves processing efficiency.

[0076] Further, refer to Figure 2 In the method for calculating the remaining service life of the vehicle according to the present invention, step S200 includes:

[0077] S210: Obtain the vehicle's mileage at the current moment and the load spectrum of each key component at the current moment, and determine the cumulative damage of each key component at the current moment based on the key component damage model and the load spectrum of each key component at the current moment.

[0078] The cumulative damage to each critical component at the current moment is calculated using the following formula:

[0079] d i =X i (A i (l))

[0080] d i For cumulative damage, X i For the damage model of key components, A i (l) represents the actual load spectrum of each key component.

[0081] S220: Based on the service life calculation parameters, determine the vehicle's mileage at multiple times prior to the current time, as well as the load spectrum of each key component at each time. Based on the key component damage model and the load spectrum of each key component at each time, determine the cumulative damage of each key component at each time.

[0082] In other words, to obtain a sufficient amount of data to ensure the accuracy of the calculation results, after obtaining the cumulative damage at the current moment, it is also necessary to calculate the cumulative damage according to the service life calculation parameters, i.e., the preset frequency, by obtaining multiple sets of vehicle mileage and load spectra. The method for calculating the cumulative damage is the same as the method for calculating the cumulative damage at the current moment described above.

[0083] S230: Based on the vehicle's mileage at the current moment, the cumulative damage of each key component at the current moment, the vehicle's mileage at multiple moments before the current moment, and the cumulative damage of each key component at each moment, a mileage-cumulative damage fitting curve is determined using a preset fitting formula.

[0084] In other words, after obtaining sufficient data, a fitting formula can be used to fit the data. Furthermore, in this specific embodiment, the fitting formula is a polynomial. For example, Y... i =β0+β1X i +ε i In the formula, (X i Y i Let represent the i-th observation of (X, Y), where β0 and β1 are parameters, and β0 + β1Xi To reflect the components of the statistical relationship line, ε i Let β0 and β1 be random components that wander around the statistical relationship line and follow an overall distribution. β0 and β1 are both unknowns and satisfy the univariate linear equation Y = b0 + b1X, where b0 and b1 are estimates of β0 and β1, respectively.

[0085] S240: Determine the remaining service life of each key component based on the mileage-cumulative damage fitting curve, the maximum damage value of each key component, and the mileage already driven by the vehicle.

[0086] Furthermore, step S240 includes:

[0087] S241: Calculate the mileage of each key component at the point of maximum damage based on the mileage-cumulative damage fitting curve and the maximum damage value of each key component.

[0088] S242: Determine the remaining service life of each critical component based on the mileage at which each critical component is at maximum damage and the mileage already driven by the vehicle.

[0089] Furthermore, in step S241, the mileage of each critical component at the point of maximum damage is calculated according to the following formula:

[0090] L imax =Z -1 (D 0i )

[0091] Among them, L imax Let D be the mileage of the i-th critical component at the point of maximum damage, where i is a positive integer; 0i Z represents the maximum damage value of the i-th critical component. -1 It is the inverse function of the mileage-cumulative damage fitting curve.

[0092] Furthermore, in step S242, the remaining service life of each key component is calculated according to the following formula:

[0093] ΔL imax =LL imax

[0094] Where, ΔL imax Let L be the remaining service life of the i-th critical component, and L be the vehicle's mileage. imax Let be the mileage of the i-th critical component at the point of maximum damage.

[0095] Furthermore, prior to step S210, the following steps are also included:

[0096] S210': Create an empty array for driving mileage and an empty array for cumulative damage.

[0097] The mileage empty array is used to store the vehicle's mileage, and the cumulative damage empty array is used to store the cumulative damage of each critical component.

[0098] Following step S210, the following steps are also included:

[0099] S210”: Store the vehicle’s mileage at the current moment into an empty mileage array, and store the cumulative damage of each key component at the current moment into an empty cumulative damage array.

[0100] It should be noted that the data in the empty arrays for mileage and cumulative damage correspond one-to-one according to the order in which they were added.

[0101] Following step S220, the following steps are also included:

[0102] S220': Store the vehicle's mileage at multiple times prior to the current time into an empty mileage array, and store the cumulative damage of each critical component at each time into an empty cumulative damage array.

[0103] Step S230 includes:

[0104] The mileage-cumulative damage fitting curve is determined based on the mileage data stored in the empty mileage array and the cumulative damage data stored in the empty cumulative damage array, using a preset fitting formula.

[0105] With these steps, the vehicle's mileage is stored in an empty mileage array, and the cumulative damage of each key component at each time point is stored in an empty cumulative damage array. When determining the mileage-cumulative damage fitting curve, the data in the empty mileage array and the empty cumulative damage array are directly called. This avoids missing or repeatedly obtaining data due to the large amount of data, and directly calling the empty arrays makes it less likely to miss data, resulting in higher data processing efficiency.

[0106] The embodiments of the present invention also provide a specific method for calculating the remaining service life of a vehicle. As described in the background art, fatigue damage analysis and life prediction are important methods for evaluating the fatigue strength and effective life of important structural components of a vehicle, including numerical simulation and experimental verification. However, during actual use, vehicles are affected by real loads, causing the service life of various components to deviate from expectations. Furthermore, due to the unique driving style and routes of drivers, the remaining service life of vehicles predicted by simulation or experiment is often not accurate enough.

[0107] Therefore, this specific embodiment provides a method for calculating the remaining service life of a vehicle, which is a vehicle remaining service life prediction method based on a damage model. The method includes:

[0108] L100: Get the list of key vehicle components. The list of key vehicle components refers to the set of key components that affect the service life of the vehicle.

[0109] L200: Create an empty array ΔL; the empty array ΔL is used to store the remaining service life ΔL of critical vehicle components. imax The subscript i indicates the type of key vehicle component;

[0110] L300: Calculate the remaining service life ΔL of a critical component i of the vehicle. imax ;

[0111] L400: The remaining service life ΔL of a key component i of the vehicle. imax Add to array ΔL;

[0112] L500: Iteratively calculates the remaining service life ΔL of a critical component i of the vehicle. imax And the remaining service life ΔL of a key component i of the vehicle. imax Add to array ΔL until array ΔL contains the remaining service life of all critical components in the list of critical components for the vehicle;

[0113] L600: Calculate the vehicle's remaining service life ΔL based on the array ΔL. max =Min(ΔL); Remaining vehicle service life ΔL max The remaining service life of a vehicle is determined by the minimum value in the array ΔL, which represents the key component with the smallest remaining service life.

[0114] In the above steps, L300 calculates the remaining service life ΔL of a critical component i of the vehicle. imax The steps include:

[0115] L301: Obtain the maximum damage value D of key vehicle components 0i Maximum damage value D of key vehicle components 0i The maximum damage that this critical component can withstand, as determined by component fatigue damage testing.

[0116] L302: Obtaining the damage model X of key vehicle components i (a); Damage model of key vehicle components X i (a) The calculation method for cumulative damage analysis of the critical component using the Miner criterion;

[0117] L303: Set the vehicle's remaining useful life update frequency F; the vehicle's remaining useful life update frequency F is used to obtain the vehicle's mileage l and the true load spectrum A of the vehicle's key components. i (l) Calculate the cumulative damage d of key vehicle components i Obtain the mileage-damage fitting curve d i=Z(l i And finally calculate the remaining service life ΔL of the vehicle's key components. imax The calculated frequency, such as F = 1Hz;

[0118] L304: Create empty arrays L and D. These arrays will be used to store the vehicle's mileage (l) and the cumulative damage to critical vehicle components (d). i ;

[0119] L305: Obtain the vehicle's mileage and the true load spectrum of key vehicle components. i (l); The vehicle's mileage l is the cumulative mileage of the vehicle at the current calculation time, and the true load spectrum A of the vehicle's key components. i (l) represents the cumulative load count of the critical component at the current calculation time, obtained using the load counting method.

[0120] L306: Based on the vehicle critical component damage model X i (a) Calculate the cumulative damage d of critical vehicle components. i =Xi(A) i (l)), cumulative damage to key vehicle components d i This represents the cumulative damage suffered by the critical component at the current calculation moment;

[0121] L307: The vehicle's mileage (l) and cumulative damage to key vehicle components (d) are included. i Add them to arrays L and D respectively, with the data in arrays L and D corresponding one-to-one in the order of addition;

[0122] L308: Based on arrays L and D, use the fitting formula to obtain the mileage-damage fitting curve d. i =Z(l), the fitting formula is a polynomial;

[0123] L309: Based on the mileage-damage fitting curve d i =Z(l), calculate the mileage L when the vehicle's critical components suffer maximum damage. imax =Z -1 (D 0i ); function Z -1 Let L be the inverse function of the mileage-damage fitting curve Z, representing the mileage L at which a critical vehicle component suffers maximum damage. imax For this critical component to reach the maximum damage value D 0i The vehicle mileage corresponding to that time;

[0124] L310: Based on the mileage L at which critical vehicle components suffer maximum damage. imax =Z -1 (D 0i), calculate the remaining service life △L of key vehicle components. imax =lL imax The remaining service life of a vehicle's critical components is the difference between the mileage at which the critical components suffer maximum damage and the mileage already driven by the vehicle.

[0125] In summary, the method for calculating the remaining service life of a vehicle provided in this embodiment first creates a list of key components that constrain the remaining service life of the vehicle. By calculating the remaining service life of all key components in the list, the remaining service life of the vehicle is finally obtained. Specifically, the calculation of the remaining service life of key components begins by obtaining the maximum damage value and damage model of the key components. Then, based on the current mileage of the vehicle and the actual load spectrum of the key components, the cumulative damage of the key components is obtained using the damage model. By integrating the mileage and the cumulative damage of the key components, a mileage-damage fitting curve is obtained using a fitting formula. Finally, the mileage at which the key components suffer maximum damage is obtained using the fitting curve. This calculation method is repeated for all key components in the list to obtain the remaining service life of all key components, thereby achieving the goal of predicting the remaining service life of the vehicle. Since the mileage-damage fitting curve is obtained by fitting the vehicle's mileage and the actual cumulative damage of the key components, the method for predicting the remaining service life of the vehicle based on the damage model comprehensively considers both the damage model of the key components and the actual load during vehicle operation. This makes the mileage-damage fitting curve more consistent with the actual situation of the vehicle, improving the accuracy of the remaining service life prediction.

[0126] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A method for calculating the remaining service life of a vehicle, characterized in that, Includes the following steps: S100: Identify all critical components of the vehicle; wherein, the critical components are those components on the vehicle that affect the vehicle's service life; S200: Obtain service life impact parameters, service life calculation parameters, and key component damage models, and calculate the remaining service life of each key component based on the service life impact parameters, the service life calculation parameters, and the key component damage models; wherein, the service life impact parameters include the vehicle's mileage, the load spectrum of each key component, and the maximum damage value of each key component; S300: The minimum of the remaining service life of all the aforementioned critical components shall be taken as the remaining service life of the vehicle; and Step S200 includes: S210: Obtain the vehicle's mileage at the current moment and the load spectrum of each of the key components at the current moment, and determine the cumulative damage of each of the key components at the current moment based on the key component damage model and the load spectrum of each of the key components at the current moment. S220: Determine the vehicle's mileage at multiple times prior to the current time and the load spectrum of each key component at each time based on the service life calculation parameters, and determine the cumulative damage of each key component at each time based on the key component damage model and the load spectrum of each key component at each time. S230: Based on the vehicle's mileage at the current moment, the cumulative damage of each of the key components at the current moment, the vehicle's mileage at multiple moments before the current moment, and the cumulative damage of each of the key components at each moment, a mileage-cumulative damage fitting curve is determined using a preset fitting formula. S240: Determine the remaining service life of each of the key components based on the mileage-cumulative damage fitting curve, the maximum damage value of each of the key components, and the mileage already driven by the vehicle.

2. The method for calculating the remaining service life of a vehicle as described in claim 1, characterized in that, Following step S100, the following steps are also included: S100': Create an empty array for lifetime; Following step S200, the following steps are also included: S200': Store the remaining service life of all the key components into the service life empty array; Step S300 includes: The minimum value among the remaining lifespans of all the critical components stored in the empty lifespan array is taken as the remaining lifespan of the vehicle.

3. The method for calculating the remaining service life of a vehicle as described in claim 2, characterized in that, In steps S200 and S200', calculating the remaining service life of each of the key components includes: The remaining service life of each of the key components is calculated separately, and the calculated remaining service life of each key component is stored in the service life empty array, until the service life empty array contains the remaining service life of all the key components.

4. The method for calculating the remaining service life of a vehicle as described in claim 1, characterized in that, The service life calculation parameters are preset parameters for obtaining the service life influence parameters and calculating the remaining service life of each key component.

5. The method for calculating the remaining service life of a vehicle as described in claim 4, characterized in that, Step S240 includes: S241: Calculate the mileage of each key component at the point of maximum damage based on the mileage-cumulative damage fitting curve and the maximum damage value of each key component; S242: Determine the remaining service life of each critical component based on the mileage at which each critical component is at maximum damage and the mileage already driven by the vehicle.

6. The method for calculating the remaining service life of a vehicle as described in claim 5, characterized in that, In step S241, the mileage of each of the key components at the point of maximum damage is calculated according to the following formula: L imax =Z -1 (D 0i ) Among them, L imax Let D be the mileage of the i-th critical component at the point of maximum damage, where i is a positive integer; 0i Z represents the maximum damage value of the i-th critical component. -1 It is the inverse function of the mileage-cumulative damage fitting curve.

7. The method for calculating the remaining service life of a vehicle as described in claim 5, characterized in that, In step S242, the remaining service life of each of the key components is calculated according to the following formula: △L imax LL imax Among them, △L imax L represents the remaining service life of the i-th critical component, and L represents the mileage already traveled by the vehicle. imax Let be the mileage of the i-th critical component at the point of maximum damage.

8. The method for calculating the remaining service life of a vehicle as described in any one of claims 4-7, characterized in that, Before step S210, the following steps are also included: S210': Create empty arrays for driving mileage and cumulative damage; Following step S210, the following steps are also included: S210”: Store the vehicle's mileage at the current moment into the mileage empty array, and store the cumulative damage of each of the key components at the current moment into the cumulative damage empty array; Following step S220, the following steps are also included: S220': Store the vehicle's mileage at multiple times prior to the current time into the mileage empty array, and store the cumulative damage of each of the key components at each time point into the cumulative damage empty array; and Step S230 includes: The mileage data stored in the empty mileage array and the cumulative damage data stored in the empty cumulative damage array are used to determine the mileage-cumulative damage fitting curve using a preset fitting formula.

9. The method for calculating the remaining service life of a vehicle as described in any one of claims 4-7, characterized in that, The maximum damage values ​​of each of the key components were obtained from fatigue damage experiments on the components. The preset frequency range for obtaining the service life impact parameters and calculating the remaining service life of each key component is 0.5Hz to 2Hz.

10. The method for calculating the remaining service life of a vehicle as described in any one of claims 1-7, characterized in that, The damage model for the key components is a calculation method that uses a two-dimensional statistical criterion for fatigue reliability to perform cumulative damage analysis. The load spectra of each of the key components are all true load spectra.

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