Design method of standard component for calibrating buckling bench test of automobile connecting rod control arm
By designing standard parts with specific interfaces, reuse, deformation monitoring and strain monitoring properties, the problem of ineffective buckling bench test of automobile connecting rod control arm in the prior art is solved to ensure the effectiveness and consistency of the test.
Patent Information
- Application Number
- CN202411714606.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-27
- Publication Date
- 2025-03-11
AI Technical Summary
The method of calibrating the bending bench of the vehicle connecting rod control arm in the prior art can easily lead to ineffective tests, misleading product production and manufacturing, and wasting manpower, material resources and financial resources.
Design a standard part with the same connection and assembly interface as the actual parts, reusing attributes, deformation monitoring attributes and strain monitoring attributes. The standard parts are used to verify the consistency and stability of the bench to ensure the effectiveness of each test.
Through the design of standard parts, we ensure that the bench built is correct and stable every time, ensure that the preconditions for each round of bench test are unified, ensure the effectiveness of the test, and avoid the occurrence of ineffective tests.
Smart Images
Figure CN119598641A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the field of automobile connecting rod control arm buckling bench test, and in particular to a standard part design method for calibrating an automobile connecting rod control arm buckling bench test. Background Art
[0002] In the existing technology, high-end models have very strict requirements on the buckling performance of the suspension link control arm. High-end models usually require that the failure mode of the suspension remains basically the same after a certain type of accident occurs to the entire vehicle. Usually, the failure mode of the entire chassis suspension is controlled by strictly controlling the failure mode and buckling load of the link control arm. In addition, in order to meet the suspension failure logic, the link buckles when overloaded to protect the subframe and steering knuckle.
[0003] Based on the above two reasons, the buckling load of the connecting rod is required to be within a certain range. In order to control the consistency and stability of the failure problem of the whole vehicle, the range of the buckling load target of the connecting rod is set very small, and the difference between the upper and lower limits is very small. This puts more stringent requirements on the robustness of the buckling performance of the connecting rod. After the mass production of the connecting rod control arm, a buckling bench test is required every week to ensure that each batch of parts can meet the buckling performance requirements.
[0004] In addition, the buckling requirements are strict and the buckling test frequency is high. First of all, we must ensure the consistency and stability of the bench test results. The premise of stable test results is to ensure the stability of the bench test device, including test methods, fixtures, loading devices, etc., to avoid or reduce the deviation of test results caused by the instability of the bench test device itself.
[0005] Existing technologies can ensure the consistency of bench test construction through methods such as levels, laser beams and dimension measurement, but sometimes the test is still invalid, which misleads product production and manufacturing and wastes manpower, material resources and financial resources.
[0006] In view of this, the inventor of the present application designed a standard parts design method for calibrating a vehicle connecting rod control arm buckling bench test, in order to overcome the above technical problems. Summary of the invention
[0007] The technical problem to be solved by the present invention is to overcome the defect that the method for calibrating the automobile connecting rod control arm buckling bench test in the prior art may result in the test being invalid, thereby misleading product manufacturing, and to provide a standard parts design method for calibrating the automobile connecting rod control arm buckling bench test.
[0008] The present invention solves the above technical problems through the following technical solutions:
[0009] A standard part design method for calibrating a vehicle connecting rod control arm buckling bench test, wherein the standard part design method comprises the following steps:
[0010] S1. Design standard parts with the same connection and assembly interfaces as actual parts;
[0011] S2. Design standard parts with the property of being reusable;
[0012] S3. Design standard parts with deformation monitorable properties;
[0013] S4. Design standard parts with strain monitorable properties.
[0014] According to an embodiment of the present invention, step S1 includes: determining the number, coordinate positions and interface matching dimensions of the external interfaces of the standard part according to the number, coordinate positions and interface matching dimensions of the external interfaces of the actual part.
[0015] According to one embodiment of the present invention, the actual part is a vehicle connecting rod control arm.
[0016] According to one embodiment of the present invention, the standard part has the same external point installation interface as the actual part.
[0017] According to an embodiment of the present invention, the installation surface size, bolt hole size, and installation point coordinates of the standard part are consistent with those of the actual part.
[0018] According to an embodiment of the present invention, the standard parts in step S2 are made of alloy steel, and the assembly interfaces between the standard parts and other parts are heat treated according to the bolt assembly torque requirements of each interface.
[0019] According to an embodiment of the present invention, in step S3, a displacement measurement bias structure is provided extending outward from the position where the displacement change of the standard part body is the largest, and a laser sensor detection position is provided on the displacement measurement bias structure.
[0020] According to an embodiment of the present invention, a thickness design standard of the displacement measurement bias structure is: no local mode is generated at the bias position.
[0021] According to an embodiment of the present invention, in step S4, the standard part is designed as a plane at the position of maximum strain in CAE simulation analysis, and strain gauges are arranged on the plane to collect process strain.
[0022] According to one embodiment of the present invention, the standard component design method further includes the following steps:
[0023] S5. Design standard parts have basic safety properties.
[0024] The positive and progressive effects of the present invention are:
[0025] The standard parts design method for calibrating the buckling bench test of the automobile connecting rod control arm of the present invention uses the standard parts to check the bench. The standard parts can reflect the consistency and stability of the bench construction and whether the loading device is normal.
[0026] The standard parts design method can ensure that each bench built is correct and stable, ensure that the preconditions for each round of bench tests are unified, and ensure the effectiveness of each round of bench tests. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] The above and other features, properties and advantages of the present invention will become more apparent through the following description in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always represent the same features, wherein:
[0028] Figure 1 In the standard part design method for calibrating the automobile connecting rod control arm buckling bench test of the present invention, the standard part is designed with a front view of the same mounting interface as the part.
[0029] Figure 2 In the standard part design method for calibrating the automobile connecting rod control arm buckling bench test of the present invention, the standard part is designed with a top view of the same installation interface as the part.
[0030] Figure 3 This is a schematic diagram of a displacement monitoring structure in a standard component design method for calibrating a buckling bench test of an automobile connecting rod control arm according to the present invention.
[0031] Figure 4 The present invention is a schematic diagram of the arrangement position of strain gauges in the standard component design method for calibrating the automobile connecting rod control arm buckling bench test.
[0032] Figure 5 This is a schematic diagram of all edge fillets in the standard component design method for calibrating the automobile link control arm buckling bench test of the present invention.
[0033] [Reference Signs]
[0034] Standard Parts 10
[0035] Actual parts 20
[0036] Steering knuckle mounting point 11
[0037] Shock absorber mounting point 12
[0038] Subframe mounting point 13
[0039] Displacement measurement bias structure 30
[0040] Laser sensor detection position 31
[0041] Strain gauge 40 DETAILED DESCRIPTION
[0042] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.
[0043] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Reference will now be made in detail to preferred embodiments of the present invention, examples of which are shown in the accompanying drawings. Wherever possible, the same reference numerals will be used throughout the drawings to represent the same or similar parts.
[0044] Furthermore, although the terms used in the present invention are selected from well-known and commonly used terms, some terms mentioned in the present invention specification may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description of this document.
[0045] Furthermore, it is required that the present invention be understood not only by the actual terms used but also by the meanings connoted by each term.
[0046] like Figure 1 and Figure 2 As shown, the present invention discloses a standard component design method for calibrating a vehicle connecting rod control arm buckling bench test, which comprises the following steps:
[0047] Step S1, designing the standard part 10 to have the same connection and assembly interface as the actual part 20. That is, the standard part should have the same bench assembly properties as the actual part.
[0048] Preferably, the step S1 includes: determining the number, coordinate positions and interface matching dimensions of the external interfaces of the standard part according to the number, coordinate positions and interface matching dimensions of the external interfaces of the actual part 20.
[0049] The actual part 20 is preferably a vehicle linkage control arm.
[0050] like Figure 1 As shown, the standard part 10 has the same external point installation interface as the actual part 20. The installation surface size, bolt hole size, and installation point coordinates of the standard part 10 are consistent with those of the actual part 20. For example, it includes a steering knuckle installation point 11, a spring or shock absorber installation point 12, a subframe installation point 13, etc.
[0051] like Figure 2 As shown, the design of the standard part 10 has the same external point installation interface as the actual part 20, and the installation dimensions of the standard part such as the crotch opening are consistent with the actual part, for example, including the steering knuckle installation point 11, the spring or shock absorber installation point 12, the subframe installation point 13, etc.
[0052] Step S2: Design standard parts with the property of being reusable.
[0053] Preferably, in step S2, the standard part 10 is made of alloy steel, and the assembly interfaces between the standard part 10 and other parts are heat treated according to the requirements of the bolt assembly torque of each interface.
[0054] Since the stability and consistency of the test bench must be determined before each control arm buckling test, standard parts must be used frequently, so the deformation of the standard parts must be recoverable.
[0055] Theoretically, under a specified load, the stress of a standard part is less than the yield limit of its material, and the part only undergoes elastic deformation without plastic deformation.
[0056] However, in actual application, a certain safety margin needs to be reserved. The parts are subjected to large loads. After simulation analysis, the stress of standard parts is relatively large, so standard parts are preferably made of alloy steel with high mechanical properties. The assembly interface between standard parts and other parts cannot be crushed, and the mounting surface must have a certain hardness, so heat treatment is performed according to the requirements of the bolt assembly torque of each interface to increase the surface hardness. In this way, the assembly interface will not be damaged during repeated use. When the parts are subjected to load calibration bench testing, the deformation can be completely restored.
[0057] Step S3: Design standard parts with deformation monitorable properties.
[0058] Preferably, in step S3, a displacement measurement bias structure 30 is extended outward from the position where the displacement change of the standard part body is the largest, and a laser sensor detection position 31 is arranged on the displacement measurement bias structure 30. The thickness design standard of the displacement measurement bias structure 30 is: no local mode is generated at the bias position.
[0059] like Figure 3 As shown in the figure, when using standard parts to verify the consistency and stability of the test bench, the standard parts will undergo a certain elastic deformation. Since the load applied each time is the same, the stability of the deformation of the standard parts reflects the stability of the test bench from a macroscopic perspective. This requires the design of one or more structures that can detect their displacement using laser sensors.
[0060] The layout position of the displacement measurement bias structure 30 should be selected from the position with the largest displacement according to the CAE simulation analysis results. At the same time, considering the spatial limitations of the overall gantry layout and the layout position of the laser sensor, the displacement measurement bias structure can be derived from the position with the largest displacement change of the standard part body.
[0061] In order to prevent the offset structure from being disturbed by other vibration factors or its own vibration factors, causing errors in displacement measurement, the displacement measurement offset structure 30 needs to have a certain rigidity to resist interference from external factors. Therefore, the thickness of the offset structure cannot be too small, and it is best to avoid generating local modes at the offset position.
[0062] Step S4: Designing standard parts with strain monitorable properties.
[0063] Preferably, in step S4, the standard part is designed as a plane at the position of maximum strain in CAE simulation analysis, and a strain gauge 40 is arranged on the plane to collect process strain.
[0064] like Figure 4 As shown, the standard part 10 will generate strain when it is loaded and deformed, and the strain stability of the standard part 10 reflects the stability of the test bench from a microscopic perspective. A plane is designed at the maximum strain position in CAE simulation analysis, and a strain gauge 40 is deployed on the plane to collect process strain.
[0065] In addition, the standard component design method further comprises the following steps:
[0066] Step S5: Design standard parts with basic safety attributes.
[0067] like Figure 5 As shown, usually there are very few standard parts, the precision requirements are very high, and only 1-2 pieces are needed, so the most reasonable production method is machining. In order to ensure the safety of workers during transportation and testing, the edges need to be rounded.
[0068] According to the above description, the precautions for using the standard parts for calibrating the automobile chassis link control arm buckling test are as follows:
[0069] When used for the first time, the usage is as follows, after calibrating the force and displacement of the actuator (here the actuator is a loading device that can feedback force and displacement):
[0070] Step 1: Use standard parts to build a bench test, apply the load specified in the part test to the external interface position of the standard parts, collect the laser sensor displacement and strain gauge strain through digital acquisition equipment, and record the relationship curves between force and displacement and force and strain during the loading process.
[0071] Step 2: Use a connecting rod control arm to build a bench test and conduct a connecting rod buckling test. Apply the load specified in the part test to the external interface position of the connecting rod control arm that is the same as the standard part, and record the buckling force and displacement process curve.
[0072] Step 3. Repeat steps 1 and 2 above twice. In order to avoid the influence of differences between parts from different production batches on the results, please note that parts from the same production batch must be used when building the connecting rod control arm bench test three times.
[0073] Step 4: Compare the connecting rod control arm force and displacement curves of the three tests to confirm the stability of the results. If the difference is less than 5%, the test process is considered stable.
[0074] The displacement and strain results of the standard parts collected three times were compared to confirm the stability of the results. If the difference was less than 5%, the test process was considered stable.
[0075] If both comparison results are stable, the displacement and strain results of the standard part in this state are taken as the standard state. When setting up the bench test later, step 1 is performed first to ensure that the deviation between the collected displacement and strain and the initial test results is within the specified range before performing the part buckling test.
[0076] In summary, the standard parts design method for calibrating the automobile connecting rod control arm buckling bench test of the present invention uses standard parts to calibrate the bench. The standard parts can reflect the consistency and stability of the bench construction and whether the loading device is normal.
[0077] The standard parts design method can ensure that each bench built is correct and stable, ensure that the preconditions for each round of bench tests are unified, and ensure the effectiveness of each round of bench tests.
[0078] For those skilled in the art, the above invention disclosure is only used as an example and does not constitute a limitation of the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements and amendments to the present application. Such modifications, improvements and amendments are suggested in the present application, so such modifications, improvements and amendments still belong to the spirit and scope of the exemplary implementation of the present application.
[0079] At the same time, the present application uses specific words to describe the embodiments of the present application. For example, "one embodiment", "an embodiment", and / or "some embodiments" refer to a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more in different positions in this specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the present application can be appropriately combined.
[0080] Similarly, it should be noted that in order to simplify the description disclosed in this application and thus help understand one or more embodiments of the invention, in the foregoing description of the embodiments of the present application, multiple features are sometimes merged into one embodiment, drawing or description thereof. However, this disclosure method does not mean that the subject matter of this application requires more features than those mentioned in the claims. In fact, the features of the implementation are less than all the features of the single implementation disclosed above. In some implementations, numbers are used to describe the number of components and attributes. It should be understood that such numbers used to describe the implementations are modified in some examples using the modifiers "approximately", "approximately" or "substantially".
[0081] Although the specific embodiments of the present invention are described above, it should be understood by those skilled in the art that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but these changes and modifications all fall within the protection scope of the present invention.
Claims
1. A standard component design method for calibrating a vehicle link control arm buckling bench test, characterized in that: The standard component design method comprises the following steps: S1. Design standard parts with the same connection and assembly interfaces as actual parts; S2. Design standard parts with the property of being reusable; S3. Design standard parts with deformation monitorable properties; S4. Design standard parts with strain monitorable properties.
2. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 1, characterized in that: The step S1 includes: determining the number, coordinate positions and interface matching dimensions of the external interfaces of the standard part according to the number, coordinate positions and interface matching dimensions of the external interfaces of the actual part.
3. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 2, characterized in that: The actual part described is an automobile connecting rod control arm.
4. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 2, characterized in that: The standard part has the same external point installation interface as the actual part.
5. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 2, characterized in that: The installation surface dimensions, bolt hole dimensions, and installation point coordinates of the standard part are consistent with those of the actual part.
6. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 1, characterized in that: The standard parts in step S2 are made of alloy steel, and the assembly interfaces between the standard parts and other parts are heat treated according to the bolt assembly torque requirements of each interface.
7. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 2, characterized in that: In the step S3, a displacement measurement bias structure is provided extending outward from the position where the displacement change of the standard part body is the largest, and a laser sensor detection position is provided on the displacement measurement bias structure.
8. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 7, characterized in that: The thickness design standard of the displacement measurement bias structure is: no local mode is generated at the bias position.
9. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 2, characterized in that: In the step S4, the standard part is designed as a plane at the position of maximum strain in CAE simulation analysis, and strain gauges are arranged on the plane to collect process strain.
10. The method for designing a standard part for calibrating a vehicle link control arm buckling bench test according to claim 2, characterized in that: The standard component design method further comprises the following steps: S5. Design standard parts have basic safety properties.