Design method of environmental simulation tooling for EOL testing of automotive parts

Abstract

The present invention provides a design method for an environmental simulation tooling for EOL testing of automotive parts, including S1, building a three-dimensional model of the part to be tested; S2, obtaining the moment of inertia J2 and the center of mass M2 of the assembly part; building a three-dimensional model of the assembly part and obtaining the mass distribution data set M of the assembly part. D2 ; Obtain the actual dynamic stiffness curve K2 at each installation point of the assembly parts; S3, obtain the three-dimensional model of the environmental simulation tooling; S4, obtain the three-dimensional model of the assembly parts; calculate the center of mass M3, moment of inertia J3 and mass distribution data set M of the assembly parts D3 ; and perform dynamic stiffness analysis on each installation point of the assembly parts to obtain the simulated dynamic stiffness curve K3; S5, verify whether the parameters of the assembly parts meet the requirements. If they meet the requirements, determine the final environmental simulation tooling; if they do not meet the requirements, optimize the environmental simulation tooling in the assembly parts to obtain the optimized assembly parts until their parameters meet the requirements; the environmental simulation tooling designed by the present invention can basically reproduce the whole vehicle state of the parts to be tested.

Description

Technical Field

[0001] The invention belongs to the technical field of end-of-line testing of automobile parts, and particularly relates to a design method of an environmental simulation tool for end-of-line testing of automobile parts. Background Art

[0002] End-of-line (EOL) testing machines for automotive parts are devices used to evaluate the end-of-line quality of key automotive components (such as engines, gearboxes, transmissions, and motors). A common evaluation method is to set control limits based on one or more objective test parameters as indicators of component compliance. Because key automotive components must be assembled with other automotive parts to form an assembly before being installed on a complete vehicle, the vibration state of a single key automotive component installed on an EOL testing machine differs significantly from that of a component installed on a complete vehicle. This makes it difficult to accurately replicate the vibration performance of key automotive components on a complete vehicle during EOL testing, impacting the effectiveness of subsequent control limit setting.

[0003] Therefore, how to design an environmental simulation tool to replicate the state of automotive parts on the whole vehicle during EOL testing, so as to improve the correlation between the vibration performance of automotive parts during EOL testing and the vibration performance during vehicle testing, is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0004] In view of the above shortcomings of the prior art, the purpose of the present invention is to provide a design method for an environmental simulation tool for EOL testing of automotive parts. The method is used to design an environmental simulation tool to install the parts to be tested during the EOL testing of automotive parts to simulate the state of the parts to be tested on the whole vehicle, thereby improving the correlation between the vibration performance of automotive parts in EOL testing and their vibration performance in whole vehicle testing, laying the foundation for the establishment of effective control limits.

[0005] To achieve the above-mentioned and other related objectives, the present invention provides a design method for an environmental simulation tool for EOL testing of automotive parts, the design method comprising the following steps:

[0006] S1. Build a three-dimensional model of the part to be tested;

[0007] S2. Assemble the part to be tested and the various automotive parts that are directly connected to the part to be tested to form an assembly part; obtain the moment of inertia J2 and the center of mass M2 of the assembly part; and build a three-dimensional model of the assembly part. Slice the three-dimensional model of the assembly part evenly along the width of the vehicle and calculate the mass of each slice to obtain the mass distribution data set M of the assembly part. D2 At the same time, the assembly parts are installed on the vehicle, and the actual dynamic stiffness curve K2 at each installation point of the assembly parts is obtained using vibration testing equipment;

[0008] S3. Using the 3D model of the assembly part as a reference and combining it with the 3D model of the part to be tested, a 3D geometric model of the environmental simulation tooling is obtained. Material properties are assigned based on the material characteristics of the remaining automotive parts of the assembly part, excluding the part to be tested, to obtain a 3D model of the environmental simulation tooling; the environmental simulation tooling is used to install the part to be tested during the EOL test process to simulate the state of the part to be tested on the complete vehicle;

[0009] S4. Assemble the 3D model of the part to be tested and the 3D model of the environmental simulation tooling to form a 3D model of the assembly part; calculate the center of mass M3 and moment of inertia J3 of the assembly part, and slice the 3D model of the assembly part uniformly along the vehicle width direction, calculate the mass of each slice, and obtain the mass distribution data set M of the assembly part. D3 Then, the 3D model of the assembly part is imported into the CAE software to obtain the dynamic model of the assembly part. The dynamic stiffness analysis and calculation are performed on each mounting point on the dynamic model of the assembly part to obtain the simulated dynamic stiffness curve K3 of each mounting point. The slicing parameters of the 3D model of the assembly part are consistent with the slicing parameters of the 3D model of the assembly part.

[0010] S5, the center of mass M2 of the assembly parts, the mass distribution data set M D2 , moment of inertia J2 and actual dynamic stiffness curve K2 as the basis, verify the center of mass M3 of the assembly parts, mass distribution data set M D3 , moment of inertia J3 and simulated dynamic stiffness curve K3 meet the requirements. If so, determine the final environmental simulation tooling; if not, optimize the environmental simulation tooling in the assembly part according to the deviation value between each parameter of the assembly part and the corresponding parameter of the assembly part to obtain the optimized assembly part, and re-analyze and calculate the optimized assembly part until its parameters meet the requirements; the optimization of the environmental simulation tooling in the assembly part includes structural optimization and / or material property optimization.

[0011] Preferably, qualified assembly parts must meet the following conditions simultaneously:

[0012] (1) The position deviation rate between the center of mass M3 of the assembly part and the center of mass M2 of the assembly part in three directions is not greater than a first preset value;

[0013] (2) Mass distribution dataset M of assembly parts D3 and the mass distribution dataset M of the assembly parts D2 The mass deviation rate at the corresponding slice is no greater than a second preset value;

[0014] (3) The deviation rate between the moment of inertia J3 of the assembly part and the moment of inertia J2 of the assembly part is not greater than a third preset value;

[0015] (4) The deviation rate of the amplitude deviation value and the frequency deviation value of the simulated dynamic stiffness curve K3 of the assembly part and the actual dynamic stiffness curve K2 of the assembly part at the peaks of the two are not greater than the fourth preset value, and the deviation rate of the amplitude deviation value and the frequency deviation value of the simulated dynamic stiffness curve K3 of the assembly part and the actual dynamic stiffness curve K2 of the assembly part at the troughs of the two are not greater than the fourth preset value.

[0016] Preferably, the first preset value, the second preset value, the third preset value and the fourth preset value are all 10%.

[0017] Preferably, the method for obtaining the actual dynamic stiffness curve K2 at the assembly part installation point includes the following steps:

[0018] (1) Installing a vibration sensor on the assembly part, wherein the vibration sensor is located near the installation point of the assembly part to obtain the vibration acceleration a(t) at the installation point of the assembly part;

[0019] (2) Use a hammer with a force sensor to strike the mounting point of the assembly part to obtain the striking force N(t); then obtain the frequency response function FRF of the mounting point: FRF = F(a(t)) / F(N(t)); where F(a(t)) is the Fourier transform of the vibration acceleration at the mounting point of the assembly part; and F(N(t)) is the Fourier transform of the striking force at the mounting point of the assembly part.

[0020] (3) Perform a second integration of the FRF to obtain the actual dynamic stiffness curve K2 at the installation point of the assembly parts.

[0021] Preferably, the moment of inertia J2 of the assembly parts is obtained by measuring with a three-wire pendulum or by measuring with a moment of inertia tester.

[0022] Preferably, the center of mass M2 of the assembly part is obtained by a suspension method combined with a three-dimensional coordinate measuring machine, or by a static center of mass measurement method, or by a dynamic center of mass measurement method.

[0023] As described above, the design method of the environmental simulation tooling for EOL testing of automotive parts of the present invention has the following beneficial effects:

[0024] The present invention provides a design method for an environmental simulation tool for EOL testing of automotive components. A basic 3D model of the environmental simulation tool is constructed based on a 3D model of the component to be tested and a 3D model of the assembly component. The basic 3D model of the environmental simulation tool is then optimized based on the center of mass, moment of inertia, and mass distribution of the assembly component, as well as the dynamic stiffness characteristics of the assembly component's mounting point on the vehicle. This method ensures that the correlation between the center of mass, moment of inertia, and mass distribution of the assembly component, formed by the environmental simulation tool and the component to be tested, and the assembly component, meets requirements. This allows the environmental simulation tool to essentially replicate the state of the automotive component on the vehicle during EOL testing, ensuring that the vibration performance of the automotive component during EOL testing closely matches that of the component on the vehicle, thereby improving the effectiveness of subsequently established control limits. DETAILED DESCRIPTION

[0025] The following describes the implementation of the present invention through specific embodiments. People skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0026] It should be noted that the structures, proportions, sizes, etc. illustrated in this specification are only used to match the contents disclosed in the specification for understanding and reading by those familiar with this technology, and are not used to limit the conditions for implementation of the present invention. Therefore, they have no substantial technical significance. Any modification of the structure, change in the proportion relationship, or adjustment of the size should still fall within the scope of the technical content disclosed in the present invention without affecting the efficacy and purpose that can be achieved by the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description and are not used to limit the scope of implementation of the present invention. Changes or adjustments in their relative relationships should also be regarded as the scope of implementation of the present invention without substantially changing the technical content.

[0027] The present invention provides a method for designing an environmental simulation tool for EOL testing of automotive parts, the method comprising the following steps:

[0028] S1. Build a three-dimensional model of the part to be tested;

[0029] When building a 3D model of the part to be tested, you can directly build the 3D model of the part to be tested in 3D modeling software such as Catia, AutoCAD, Solidworks, etc. The center of mass and moment of inertia of the 3D model of the part to be tested must be consistent with the center of mass and moment of inertia of the actual part to be tested.

[0030] S2. Assemble the part to be tested and the various automotive parts that are directly connected to the part to be tested to form an assembly part; obtain the moment of inertia J2 and the center of mass M2 of the assembly part, and build a three-dimensional model of the assembly part; slice the three-dimensional model of the assembly part evenly along the width of the vehicle, calculate the mass of each slice, and obtain the mass distribution data set M of the assembly part. D2 At the same time, the assembly parts are installed on the vehicle, and the actual dynamic stiffness curve K2 at each installation point of the assembly parts is obtained using vibration testing equipment;

[0031] The moment of inertia J2 of the assembly parts can be measured and obtained by various devices that can measure the moment of inertia of rigid bodies, such as a three-wire pendulum and a moment of inertia tester. There is no limitation to this. In this embodiment, a three-wire pendulum is preferably used to measure the moment of inertia J2 of the assembly parts. Since the three-wire pendulum is an existing technology for measuring the moment of inertia, it will not be described in detail.

[0032] The center of mass M2 of the assembly part can be obtained by a suspension method combined with a three-dimensional coordinate measuring machine, or by a static center of mass measurement method (such as an unbalanced moment method), or by a dynamic center of mass measurement method (such as a rotational balance method or a moment of inertia method). There is no limitation to this. In this embodiment, the suspension method combined with a three-dimensional coordinate measuring machine is preferably used to obtain the center of mass M2 of the assembly part. The specific operation steps are as follows:

[0033] Select any position on the assembly part as hanging point 1 for connecting the suspension line, so that the assembly part is freely suspended to reach a static state; and mark the first vertical line passing through the suspension point 1 on the assembly part; then select any position on the assembly part other than the first vertical line as hanging point 2 for suspension, and mark the second vertical line passing through the suspension point 2 on the assembly part; then use a three-dimensional coordinate measuring machine to collect data on the suspended assembly part, generate an appearance model of the assembly part, and obtain the coordinate position of the intersection of the first vertical line and the second vertical line. The coordinate position of the intersection is the center of mass M2 of the assembly part.

[0034] When building a 3D model of assembly parts, you can directly build the 3D model of the assembly parts in 3D modeling software such as Catia, AutoCAD, Solidworks, etc. The center of mass and moment of inertia of the 3D model of the assembly parts must be consistent with the center of mass and moment of inertia of the actual assembly parts; in order to ensure construction efficiency and construction accuracy.

[0035] Mass distribution dataset M of assembly parts D2 This can be achieved using CATIA software. Specifically, the assembly model of the assembly parts is first converted into a part model, and then the part model is cut into multiple slices along the vehicle width direction to obtain the quality of each slice.

[0036] The method for obtaining the actual dynamic stiffness curve K2 at the installation point of the assembly parts is as follows:

[0037] (1) Installing a vibration sensor on the assembly part, wherein the vibration sensor is located near the mounting point of the assembly part to obtain the vibration acceleration a(t) at the mounting point of the assembly part; the installation position of the vibration sensor is required to be as close to the mounting point as possible while not affecting the excitation application at the mounting point;

[0038] (2) Use a hammer with a force sensor to strike the mounting point of the assembly part to obtain the hammer striking force N(t), and then obtain the frequency response function FRF of the mounting point: FRF = F(a(t)) / F(N(t)); where F(a(t)) is the Fourier transform of the vibration acceleration at the mounting point of the assembly part; and F(N(t)) is the Fourier transform of the striking force at the mounting point of the assembly part.

[0039] (3) Perform a second integration of the FRF to obtain the actual dynamic stiffness curve K2 at the installation point of the assembly parts.

[0040] S3. Using the 3D model of the assembly part as a reference and combining it with the 3D model of the part to be tested, a 3D geometric model of the environmental simulation tooling is obtained. Material properties are assigned based on the material characteristics of the remaining automotive parts of the assembly part, excluding the part to be tested, to obtain a 3D model of the environmental simulation tooling; the environmental simulation tooling is used to install the part to be tested during the EOL test process to simulate the state of the part to be tested on the complete vehicle;

[0041] Specifically, the three-dimensional geometric model of the environmental simulation tooling is a basic three-dimensional geometric model obtained by removing the three-dimensional model of the part to be tested from the three-dimensional model of the assembly part. After assigning material properties, the three-dimensional model of the environmental simulation tooling can be obtained.

[0042] S4. Assemble the 3D model of the part to be tested and the 3D model of the environmental simulation tooling to form a 3D model of the assembly part; calculate the center of mass M3 and moment of inertia J3 of the assembly part, and slice the 3D model of the assembly part uniformly along the vehicle width direction, calculate the mass of each slice, and obtain the mass distribution data set M of the assembly part. D3 Then, the 3D model of the assembly parts is imported into CAE software such as Ansys, Abacus, and LMS Virtual Lab to obtain the dynamic model of the assembly parts. The dynamic stiffness analysis and calculation are performed on each mounting point on the dynamic model of the assembly parts to obtain the simulated dynamic stiffness curve K3 of each mounting point. The slicing parameters of the 3D model of the assembly parts are consistent with the slicing parameters of the 3D model of the assembly parts.

[0043] S5, the center of mass M2 of the assembly parts, the mass distribution data set M D2, moment of inertia J2 and actual dynamic stiffness curve K2 as the basis, verify the center of mass M3 of the assembly parts, mass distribution data set M D3 , moment of inertia J3 and simulated dynamic stiffness curve K3 meet the requirements. If so, determine the final environmental simulation tooling; if not, optimize the environmental simulation tooling in the assembly part according to the deviation value between each parameter of the assembly part and the corresponding parameter of the assembly part to obtain the optimized assembly part, and re-analyze and calculate the optimized assembly part until its parameters meet the requirements; the optimization of the environmental simulation tooling in the assembly part includes structural optimization and / or material property optimization.

[0044] Specifically, the parameters of qualified assembly parts must meet the following conditions at the same time:

[0045] (1) The position deviation rate between the center of mass M3 of the assembly part and the center of mass M2 of the assembly part in three directions is not greater than a first preset value; in this embodiment, the first preset value is preferably set to 10%;

[0046] The vehicle length direction is defined as the X direction, the vehicle width direction is defined as the Y direction, and the vehicle height direction is defined as the Z direction. To facilitate understanding of the calculation method of the deviation rate, the position deviation rate of the center of mass M3 of the assembly part and the center of mass M2 of the assembly part in the X direction is used as an example: the coordinate of the center of mass M3 in the X direction is marked as x3, and the coordinate of the center of mass M2 in the X direction is marked as x2, then the deviation rate The calculation method of the deviation rate in other directions can refer to the deviation rate in the X direction, which will not be elaborated here.

[0047] (2) Mass distribution dataset M of assembly parts D3 and the mass distribution dataset M of the assembly parts D2 The mass deviation rate at the corresponding slice is no greater than a second preset value;

[0048] In this embodiment, the second preset value is preferably set to 10%.

[0049] (3) The deviation rate between the moment of inertia J3 of the assembly part and the moment of inertia J2 of the assembly part is not greater than a third preset value;

[0050] The moment of inertia here includes the principal inertia in the X, Y, and Z directions.

[0051] The third preset value in this embodiment is preferably set to 10%.

[0052] (4) The deviation rate of the amplitude deviation value and the frequency deviation value of the simulated dynamic stiffness curve K3 of the assembly part and the actual dynamic stiffness curve K2 of the assembly part at the peaks of the two are not greater than the fourth preset value, and the deviation rate of the amplitude deviation value and the frequency deviation value of the simulated dynamic stiffness curve K3 of the assembly part and the actual dynamic stiffness curve K2 of the assembly part at the troughs of the two are not greater than the fourth preset value.

[0053] The fourth preset value in this embodiment is preferably set to 10%.

[0054] In summary, the present invention constructs a basic 3D model of the environmental simulation tooling based on the structure formed by other components directly coupled to the part to be tested, and assembles this model with the 3D model of the part to be tested to obtain a 3D model of the assembly part. The 3D model of the environmental simulation tooling is then optimized based on the center of mass, moment of inertia, and mass distribution parameters of the assembly part, combined with the actual dynamic stiffness curve at the mounting point of the assembly part when installed on the vehicle, until the deviation rate between the various parameters of the 3D model of the assembly part and the corresponding parameters of the assembly part meets the requirements. This results in a design of an environmental simulation tool that meets the requirements and is used to help automotive parts essentially replicate their state on the vehicle during EOL testing.

[0055] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed herein are intended to be covered by the claims of the present invention.

Claims

1. The design method of environmental simulation tooling for EOL testing of automotive parts is characterized by: The design approach includes the following steps: S1. Build a three-dimensional model of the part to be tested; S2. Assemble the part to be tested and the various automotive parts that are directly connected to the part to be tested to form an assembly part; obtain the moment of inertia J2 and the center of mass M2 of the assembly part, and build a three-dimensional model of the assembly part; slice the three-dimensional model of the assembly part evenly along the width of the vehicle, calculate the mass of each slice, and obtain the mass distribution data set M of the assembly part. D2 At the same time, the assembly parts are installed on the vehicle, and the actual dynamic stiffness curve K2 at each installation point of the assembly parts is obtained using vibration testing equipment; S3. Using the 3D model of the assembly part as a reference and combining it with the 3D model of the part to be tested, a 3D geometric model of the environmental simulation tooling is obtained. Material properties are assigned based on the material characteristics of the remaining automotive parts of the assembly part, excluding the part to be tested, to obtain a 3D model of the environmental simulation tooling; the environmental simulation tooling is used to install the part to be tested during the EOL test process to simulate the state of the part to be tested on the complete vehicle; S4. Assemble the 3D model of the part to be tested and the 3D model of the environmental simulation tooling to form a 3D model of the assembly part; calculate the center of mass M3 and moment of inertia J3 of the assembly part, and slice the 3D model of the assembly part uniformly along the vehicle width direction, calculate the mass of each slice, and obtain the mass distribution data set M of the assembly part. D3 Then, the 3D model of the assembly part is imported into the CAE software to obtain the dynamic model of the assembly part. The dynamic stiffness analysis and calculation are performed on each mounting point on the dynamic model of the assembly part to obtain the simulated dynamic stiffness curve K3 of each mounting point. The slicing parameters of the 3D model of the assembly part are consistent with the slicing parameters of the 3D model of the assembly part. S5, the center of mass M2 of the assembly parts, the mass distribution data set M D2 , moment of inertia J2 and actual dynamic stiffness curve K2 as the basis, verify the center of mass M3 of the assembly parts, mass distribution data set M D3 , moment of inertia J3 and simulated dynamic stiffness curve K3 meet the requirements. If so, determine the final environmental simulation tooling; if not, optimize the environmental simulation tooling in the assembly part according to the deviation value between each parameter of the assembly part and the corresponding parameter of the assembly part to obtain the optimized assembly part, and re-analyze and calculate the optimized assembly part until its parameters meet the requirements; the optimization of the environmental simulation tooling in the assembly part includes structural optimization and / or material property optimization.

2. The design method of environmental simulation tooling for EOL testing of automotive parts according to claim 1, characterized in that: Qualified assembly parts must meet the following conditions simultaneously: (1) The position deviation rate between the center of mass M3 of the assembly part and the center of mass M2 of the assembly part in three directions is not greater than a first preset value; (2) Mass distribution dataset M of assembly parts D3 and the mass distribution dataset M of the assembly parts D2 The mass deviation rate at the corresponding slice is no greater than a second preset value; (3) The deviation rate between the moment of inertia J3 of the assembly part and the moment of inertia J2 of the assembly part is not greater than a third preset value; (4) The deviation rate of the amplitude deviation value and the frequency deviation value of the simulated dynamic stiffness curve K3 of the assembly part and the actual dynamic stiffness curve K2 of the assembly part at the peaks of the two are not greater than the fourth preset value, and the deviation rate of the amplitude deviation value and the frequency deviation value of the simulated dynamic stiffness curve K3 of the assembly part and the actual dynamic stiffness curve K2 of the assembly part at the troughs of the two are not greater than the fourth preset value.

3. The design method of environmental simulation tooling for EOL testing of automotive parts according to claim 2, characterized in that: The first preset value, the second preset value, the third preset value and the fourth preset value are all 10%.

4. The method for designing an environmental simulation tool for EOL testing of automotive parts according to any one of claims 1 to 3, characterized in that: The method for obtaining the actual dynamic stiffness curve K2 at the assembly part installation point includes the following steps: (1) Installing a vibration sensor on the assembly part, wherein the vibration sensor is located near the installation point of the assembly part to obtain the vibration acceleration a(t) at the installation point of the assembly part; (2) Use a hammer with a force sensor to strike the mounting point of the assembly part to obtain the striking force N(t); then obtain the frequency response function FRF of the mounting point: FRF = F(a(t)) / F(N(t)); where F(a(t)) is the Fourier transform of the vibration acceleration at the mounting point of the assembly part; and F(N(t)) is the Fourier transform of the striking force at the mounting point of the assembly part. (3) Perform a second integration of the FRF to obtain the actual dynamic stiffness curve K2 at the installation point of the assembly parts.

5. The design method of environmental simulation tooling for EOL testing of automotive parts according to claim 1, characterized in that: The moment of inertia J2 of the assembly parts is obtained by measuring with a three-wire pendulum or by measuring with a moment of inertia tester.

6. The method for designing an environmental simulation tool for EOL testing of automotive parts according to claim 1, characterized in that: The center of mass M2 of the assembly parts is obtained by a suspension method combined with a three-dimensional coordinate measuring machine, or by a static center of mass measurement method, or by a dynamic center of mass measurement method.