Cab endurance load testing method and device and terminal equipment

Abstract

The invention is suitable for the technical field of testing, and provides a cab endurance load testing method and device and terminal equipment. The cab endurance load test method comprises the following steps: establishing a finite element model of a cab body, and carrying out flexible processing on the finite element model of the cab body to generate a dynamic model of the cab body; establishing a kinetic model of the cab accessory, and generating a kinetic model of the cab assembly according to the kinetic model of the cab body and the kinetic model of the cab accessory, the kinetic model of the cab accessory comprises one or more of a suspension kinetic model, a driver kinetic model and a seat assembly kinetic model; according to the design parameters of the frame assembly and the dynamical model of the cab assembly, a dynamical model of the whole vehicle is established; the dynamic model of the whole vehicle is simulated, the endurance load data of the cab is output, and the problem that the test intervention time is late due to the fact that the endurance load test of the cab needs a real vehicle can be solved.

Description

Technical Field

[0001] The present application belongs to the field of testing technology, and in particular, relates to a method, device and terminal equipment for testing the durability load of a cab. Background Art

[0002] The cab of a commercial vehicle is connected to the frame through a suspension system. The reliable and durable performance of the cab directly affects the service life of the vehicle and the driving safety of the driver. During the design stage, it is necessary to focus on fatigue simulation analysis of the cab to verify whether the durability of the cab can meet the index requirements. A high-precision cab load spectrum is a key input for fatigue analysis. Only accurate loads can accurately evaluate the durability of the cab. The existing technology mainly collects road load spectra based on actual vehicle tests, uses simulation software to build a rigid-flexible coupling model (flexible processing of the cab and frame), and obtains the cab durability load spectrum through virtual iteration technology. The durability load spectrum of the cab is obtained through durability tests and virtual iteration technology. It needs to be carried out after the prototype vehicle comes out, and the intervention time is relatively late. If the fatigue performance does not meet the standards, rectification and optimization will be carried out, which is costly and risky. Summary of the invention

[0003] The embodiments of the present application provide a cab durability load test method, apparatus and terminal device, which can solve the problem that the cab durability load test requires a real vehicle, resulting in a late test intervention time.

[0004] In a first aspect, an embodiment of the present application provides a cab durability load testing method, comprising:

[0005] Establishing a finite element model of the cab body, and performing flexibility processing on the finite element model of the cab body to generate a dynamic model of the cab body;

[0006] Establishing a dynamic model of cab accessories, and generating a dynamic model of the cab assembly according to the dynamic model of the cab body and the dynamic model of the cab accessories, wherein the dynamic model of the cab accessories includes one or more of a dynamic model of a suspension, a dynamic model of a driver, and a dynamic model of a seat assembly;

[0007] Establishing a dynamic model of the whole vehicle according to the design parameters of the frame assembly and the dynamic model of the cab assembly;

[0008] The dynamic model of the whole vehicle is simulated and the durability load data of the cab is output.

[0009] In a possible implementation of the first aspect, establishing a finite element model of a cab body, and performing flexible processing on the finite element model of the cab body to generate a dynamic model of the cab body includes:

[0010] Inputting the design parameters of the cab body into finite element analysis software to generate a finite element model of the cab body; wherein the finite element model of the cab body includes a cab body model, a fairing model, a door model, an interior trim model, and an exterior trim model;

[0011] The finite element model of the cab body is flexibly processed by using a preset flexible body calculation method to generate a dynamic model of the cab body.

[0012] In a possible implementation of the first aspect, the dynamic model of the suspension includes a dynamic model of a suspension airbag;

[0013] The step of establishing the dynamic model of the cab accessories comprises:

[0014] According to the design parameters of the suspension airbag, a dynamic model of the airbag spring and a corresponding inflation and deflation control strategy are established, so that the air pressure stiffness curve of the dynamic model of the airbag spring is consistent with the design parameters of the suspension airbag;

[0015] The dynamic model of the suspension airbag is established according to the dynamic model of the airbag spring and the corresponding inflation and deflation control strategy, so as to simulate the up and down movement of the suspension airbag by controlling the inflation and deflation of the dynamic model of the airbag spring.

[0016] In a possible implementation of the first aspect, the dynamic model of the suspension includes a dynamic model of the suspension connecting bracket;

[0017] The step of establishing the dynamic model of the cab accessories comprises:

[0018] Inputting design parameters of the suspension connection bracket into finite element analysis software to generate a finite element model of the suspension connection bracket;

[0019] The finite element model of the suspension connection bracket is flexibly processed by using a preset flexible body calculation method to generate a dynamic model of the suspension connection bracket.

[0020] In a possible implementation of the first aspect, the dynamic model of the suspension includes a dynamic model of a suspension connection rubber pad;

[0021] The step of establishing the dynamic model of the cab accessories comprises:

[0022] According to the design parameters of the suspension connection rubber pad, a dynamic model of the suspension connection rubber pad is established, so that the stiffness curve of the dynamic model of the suspension connection rubber pad is consistent with the design parameters of the suspension connection rubber pad. The design parameters of the suspension connection rubber pad include the stiffness curve of the rubber pad body and the stiffness mutation curve after the rubber pad body is compressed to the baffle. The stiffness mutation curve after the rubber pad body is compressed to the baffle is determined according to the stiffness curve of the rubber pad body and the gap between the rubber pad body and the baffle.

[0023] In a possible implementation of the first aspect, establishing a dynamic model of the cab accessories includes:

[0024] According to the design parameters of the seat assembly, a dynamic model of the seat assembly is established;

[0025] The design parameters of the seat assembly include the design parameters of the seat body, the design parameters of the connection structure between the seat body and the cab body, the design parameters of the seat airbag, the design parameters of the seat vertical damping, and the design parameters of the seat travel;

[0026] The step of establishing a dynamic model of the seat assembly according to the design parameters of the seat assembly includes:

[0027] Establishing a dynamic model of the seat body according to the design parameters of the seat body;

[0028] According to the design parameters of the connection structure between the seat body and the cab body, a dynamic model of the seat liner is established between the dynamic model of the seat body and the dynamic model of the cab body, so that the stiffness curve of the dynamic model of the seat liner and the design parameters of the connection structure between the seat body and the cab body are consistent;

[0029] According to the design parameters of the seat airbag, a dynamic model of a seat spring is established inside the dynamic model of the seat body, and a stiffness curve of the dynamic model of the seat spring is fitted with a stiffness curve of the seat airbag so that the stiffness curve of the dynamic model of the seat spring is consistent with the design parameters of the seat airbag;

[0030] According to the seat vertical damping design parameters, a dynamic model of a shock absorber is established inside the dynamic model of the seat body, and a damping curve of the dynamic model of the shock absorber is fitted with a damping curve of the seat, so that the damping curve of the dynamic model of the shock absorber is consistent with the seat vertical damping design parameters;

[0031] Establishing a dynamic model of two upper and lower limit blocks on the dynamic model of the seat body according to the seat stroke design parameters, so that the distance between the dynamic models of the upper and lower limit blocks is consistent with the stroke of the seat during the up and down movement;

[0032] The dynamic model of the seat assembly is generated according to the dynamic model of the seat body, the dynamic model of the seat liner, the dynamic model of the seat spring, the dynamic model of the shock absorber and the dynamic model of the limit block.

[0033] In a possible implementation of the first aspect, establishing a dynamic model of the cab accessories includes:

[0034] According to the design parameters of the driver, a dynamic model of the driver is established;

[0035] The design parameters of the driver include the design parameters of the upper torso, the design parameters of the lower torso, the design parameters of the connection structure between the upper torso and the lower torso, the design parameters of the connection structure between the upper torso and the seat, and the design parameters of the connection structure between the lower torso and the seat;

[0036] The method of establishing a dynamic model of the driver according to the design parameters of the driver comprises:

[0037] Establishing a dynamic model of the upper torso according to the design parameters of the upper torso, and establishing a dynamic model of the lower torso according to the design parameters of the lower torso;

[0038] According to the design parameters of the connection structure between the upper trunk and the lower trunk, a dynamic model of the rotating connection member is established between the dynamic model of the upper trunk and the dynamic model of the lower trunk;

[0039] According to the design parameters of the connection structure between the upper torso and the seat, a dynamic model of the upper bushing is established between the dynamic model of the upper torso and the dynamic model of the seat body, so that the tensile stiffness curve of the dynamic model of the upper bushing is consistent with the restraint force curve of the seat belt on the upper torso;

[0040] According to the design parameters of the connection structure between the lower trunk and the seat, a dynamic model of the lower bushing is established between the dynamic model of the lower trunk and the dynamic model of the seat body, so that the stiffness curve of the dynamic model of the lower bushing is consistent with the stiffness curve of the seat surface.

[0041] In a possible implementation of the first aspect, establishing a dynamic model of the entire vehicle according to design parameters of the frame assembly and the dynamic model of the cab assembly includes:

[0042] According to the design parameters of the frame assembly, a finite element model of the frame assembly is established, and the finite element model of the frame assembly is flexibly processed to generate a dynamic model of the frame assembly;

[0043] The dynamic model of the cab assembly is assembled on the dynamic model of the frame assembly to generate a dynamic model of the entire vehicle.

[0044] In a second aspect, an embodiment of the present application provides a cab durability load testing device, comprising:

[0045] A first model building module is used to build a finite element model of the cab body, and perform flexibility processing on the finite element model of the cab body to generate a dynamic model of the cab body;

[0046] a second model building module, for building a dynamic model of cab accessories, and generating a dynamic model of the cab assembly according to the dynamic model of the cab body and the dynamic model of the cab accessories, wherein the dynamic model of the cab accessories includes one or more of a suspension dynamic model, a driver dynamic model and a seat assembly dynamic model;

[0047] A third model building module is used to build a dynamic model of the whole vehicle according to the design parameters of the frame assembly and the dynamic model of the cab assembly;

[0048] The simulation module is used to simulate the dynamic model of the whole vehicle and output the durability load data of the cab.

[0049] In a third aspect, an embodiment of the present application provides a terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any one of the methods described in the first aspect when executing the computer program.

[0050] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method described in any one of the first aspects is implemented.

[0051] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on a terminal device, enables the terminal device to execute any of the methods described in the first aspect above.

[0052] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0053] The cab durability load test method provided in the embodiment of the present application first establishes a finite element model of the cab body, and performs flexible processing on the finite element model of the cab body to generate a dynamic model of the cab body. Then, a dynamic model of the cab accessories is established, and a dynamic model of the cab assembly is generated according to the dynamic model of the cab body and the dynamic model of the cab accessories. The dynamic model of the cab accessories includes one or more of the dynamic model of the suspension, the dynamic model of the driver and the dynamic model of the seat assembly. Then, according to the design parameters of the frame assembly and the dynamic model of the cab assembly, a dynamic model of the whole vehicle is established. Finally, the dynamic model of the whole vehicle is simulated, and the durable load data of the cab is output to realize the test of the durable load of the cab, and there is no need to test the actual vehicle. Therefore, as long as the design parameters of the vehicle are available, the model is built according to the design parameters of the vehicle, and then the simulation can be performed to realize the test of the durable load of the cab, without the need to manufacture a prototype vehicle, which shortens the test time. If the test does not meet the standards, the design parameters of the vehicle can be rectified, reducing the test cost.

[0054] It can be understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0056] Figure 1 It is a flow chart of a cab durability load testing method provided in one embodiment of the present application;

[0057] Figure 2 is a flow chart of a cab durability load testing method provided by another embodiment of the present application;

[0058] Figure 3 It is a schematic diagram of the durable load spectrum imposed by the dynamic model of the seat assembly on the dynamic model of the cab body;

[0059] Figure 4 It is a structural schematic diagram of a cab durability load testing device provided in an embodiment of the present application;

[0060] Figure 5 It is a schematic diagram of the structure of the terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0061] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0062] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0063] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0064] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0065] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0066] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0067] Figure 1 The flowchart of the cab durability load test method provided by an embodiment of the present application is shown. Figure 1As shown, the cab durability load test method includes steps S101 to S104.

[0068] Step S101: establishing a finite element model of the cab body, and performing flexibility processing on the finite element model of the cab body to generate a dynamic model of the cab body.

[0069] Specifically, during vehicle motion, cab deformation has a significant impact on the load transmitted from the suspension to the cab. When testing the cab's durability load, the impact of cab flexibility on the load needs to be considered. Therefore, it is necessary to establish a finite element model of the cab body based on the design parameters of the cab body, and then perform flexibility processing on the finite element model of the cab body to generate a dynamic model of the cab body.

[0070] In some embodiments, Figure 2 As shown, step S101 includes step S1011 and step S1012.

[0071] Step S1011, inputting the design parameters of the cab body into the finite element analysis software to generate a finite element model of the cab body; wherein the finite element model of the cab body includes a cab body model, a fairing model, a door model, an interior trim model and an exterior trim model.

[0072] Specifically, the design parameters of the cab body are input into the finite element analysis software to generate a finite element model of the cab body. The established finite element model of the cab body includes a cab body model, a fairing model, a door model, an interior trim model, and an exterior trim model, simulating a real cab and improving the authenticity of the simulation.

[0073] Step S1012: Flexibly process the finite element model of the cab body by using a preset flexible body calculation method to generate a dynamic model of the cab body.

[0074] Specifically, after the finite element model of the cab body is established, the finite element model of the cab body is flexibly processed using a preset flexible body calculation method to generate a dynamic model of the cab body.

[0075] Step S102, establishing a dynamic model of cab accessories, and generating a dynamic model of the cab assembly based on the dynamic model of the cab body and the dynamic model of the cab accessories, the dynamic model of the cab accessories including one or more of a suspension dynamic model, a driver dynamic model and a seat assembly dynamic model.

[0076] The cab suspension of commercial vehicles belongs to the secondary vibration reduction system. The vibration generated by road excitation will be transmitted to the vehicle body through the chassis suspension for primary vibration reduction and the cab suspension for secondary vibration reduction. If the suspension modeling is inaccurate, the loads extracted by the virtual test field technology and the virtual iteration method will have a large difference in accuracy, so the suspension needs to be modeled in a refined manner.

[0077] Specifically, firstly, according to the design parameters of the suspension airbag, the dynamic model of the airbag spring and the corresponding inflation and deflation control strategy are established, so that the air pressure stiffness curve of the dynamic model of the airbag spring is consistent with the design parameters of the suspension airbag. Then, according to the dynamic model of the airbag spring and the corresponding inflation and deflation control strategy, the dynamic model of the suspension airbag is established to simulate the up and down movement of the suspension airbag by controlling the inflation and deflation of the dynamic model of the airbag spring, so that the dynamic model of the airbag spring accurately simulates the suspension airbag in the cab.

[0078] Since the flexible deformation of the suspension bracket has a significant impact on the load decomposition of the cab, especially the suspension bracket with low stiffness, it is necessary to generate the bracket flexible body through the finite element model.

[0079] Specifically, the design parameters of the suspension connection bracket are first input into the finite element analysis software to generate a finite element model of the suspension connection bracket. Then, the finite element model of the suspension connection bracket is flexibly processed using a preset flexible body calculation method to generate a dynamic model of the suspension connection bracket, so that the dynamic model of the suspension connection bracket can accurately simulate the suspension connection bracket.

[0080] For the position of the suspension connection rubber pad, it is necessary not only to simulate the stiffness of the suspension connection rubber pad in all directions, but also to refine the stiffness curve according to the installation conditions of the suspension connection rubber pad and the surrounding structure. For example, when designing the gap between the suspension connection rubber pad and the baffle, consider the sudden change in stiffness after the suspension connection rubber pad is compressed to the baffle limit, and accurately simulate the actual structural connection stiffness.

[0081] Specifically, according to the design parameters of the suspension connection rubber pad, a dynamic model of the suspension connection rubber pad is established so that the stiffness curve of the dynamic model of the suspension connection rubber pad is consistent with the design parameters of the suspension connection rubber pad. The design parameters of the suspension connection rubber pad include the stiffness curve of the rubber pad body and the stiffness mutation curve after the rubber pad body is compressed to the baffle. The stiffness mutation curve after the rubber pad body is compressed to the baffle is determined according to the stiffness curve of the rubber pad body and the gap between the rubber pad body and the baffle, so that the dynamic model of the suspension connection rubber pad can accurately simulate the suspension connection rubber pad.

[0082] The design parameters of the seat assembly include the design parameters of the seat body, the design parameters of the connection structure between the seat body and the cab body, the design parameters of the seat airbag, the design parameters of the seat vertical damping, and the design parameters of the seat travel.

[0083] According to the design parameters of the seat body, a dynamic model of the seat body is established. According to the design parameters of the connection structure between the seat body and the cab body, a dynamic model of the seat liner is established between the dynamic model of the seat body and the dynamic model of the cab body, so that the stiffness curve of the dynamic model of the seat liner is consistent with the design parameters of the connection structure between the seat body and the cab body. The dynamic model of the seat liner simulates the connection structure between the seat and the cab body.

[0084] According to the design parameters of the seat airbag, a dynamic model of the seat spring is established inside the dynamic model of the seat body, and the stiffness curve of the dynamic model of the seat spring is fit with the stiffness curve of the seat airbag, so that the stiffness curve of the dynamic model of the seat spring is consistent with the design parameters of the seat airbag, and the dynamic model of the seat spring accurately simulates the seat airbag.

[0085] According to the vertical damping design parameters of the seat, the dynamic model of the shock absorber is established inside the dynamic model of the seat body, and the damping curve of the dynamic model of the shock absorber is fit with the damping curve of the seat so that the damping curve of the dynamic model of the shock absorber is consistent with the vertical damping design parameters of the seat. The dynamic model of the shock absorber can accurately simulate the vertical damping effect of the seat.

[0086] According to the seat stroke design parameters, the dynamic models of the upper and lower limit blocks are established on the dynamic model of the seat body, so that the spacing between the dynamic models of the upper and lower limit blocks is consistent with the stroke of the seat during the up and down movement, so that the dynamic models of the upper and lower limit blocks simulate the upper and lower limit blocks of the seat.

[0087] After the dynamic models of the seat body, the seat liner, the seat spring, the shock absorber and the limit block are established, the dynamic model of the seat assembly is generated based on the dynamic models of the seat body, the seat liner, the seat spring, the shock absorber and the limit block. The final dynamic model of the seat assembly can accurately simulate the actual seat assembly.

[0088] Therefore, the present application refines the model of the seat assembly by designing the dynamic model of the seat body, the dynamic model of the seat liner, the dynamic model of the seat spring, the dynamic model of the shock absorber and the dynamic model of the limit block, which can more realistically simulate the actual seat assembly and improve the accuracy of the cab durability load test.

[0089] The accuracy of the driver and seat model directly affects the durable load that the structure of the seat mounting floor can bear. Conventional analysis fixes the mass of the seat and the driver directly at the seat mounting point, ignoring the changes in the driver's posture during movement. Therefore, this application refines the model of the relationship between the driver and the seat to accurately simulate the connection relationship between the driver and the seat.

[0090] Firstly, a dynamic model of the driver is established according to the design parameters of the driver; the design parameters of the driver include the design parameters of the upper torso, the design parameters of the lower torso, the design parameters of the connection structure between the upper torso and the lower torso, the design parameters of the connection structure between the upper torso and the seat, and the design parameters of the connection structure between the lower torso and the seat.

[0091] The dynamic model of the upper torso is established according to the design parameters of the upper torso, and the dynamic model of the lower torso is established according to the design parameters of the lower torso.

[0092] According to the design parameters of the connection structure between the upper torso and the lower torso, a dynamic model of the rotating connection is established between the dynamic model of the upper torso and the dynamic model of the lower torso. The dynamic model of the rotating connection can simulate the driver's actions (for example, turning, side swing, etc.).

[0093] According to the design parameters of the connection structure between the upper torso and the seat, a dynamic model of the upper bushing is established between the dynamic model of the upper torso and the dynamic model of the seat body, so that the tensile stiffness curve of the dynamic model of the upper bushing is consistent with the restraint force curve of the seat belt on the upper torso. The dynamic model of the upper bushing can simulate the restraint force of the seat back and the seat belt on the driver's upper torso.

[0094] According to the design parameters of the connection structure between the lower torso and the seat, a dynamic model of the lower bushing is established between the dynamic model of the lower torso and the dynamic model of the seat body, so that the stiffness curve of the dynamic model of the lower bushing is consistent with the stiffness curve of the seat surface. The dynamic model of the lower bushing can simulate the support force of the seat surface on the driver.

[0095] By refining the driver's dynamic model, the relationship between the driver and the seat can be realistically simulated, which helps to improve the accuracy of cab durability load testing.

[0096] This application refines the model of the relationship between the driver and the seat to accurately simulate the connection relationship between the driver and the seat.

[0097] By establishing the suspension dynamics model, the driver's dynamics model and the seat assembly dynamics model as described above, the final generated dynamics model of the cab assembly is more consistent with the real cab, so that the real cab can be simulated more realistically and the accuracy of the cab durability load test can be improved.

[0098] Step S103, establishing a dynamic model of the entire vehicle according to the design parameters of the frame assembly and the dynamic model of the cab assembly.

[0099] Specifically, the frame assembly is a flexible body, and the influence of the flexible deformation of the frame assembly on the load transmitted from the chassis to the vehicle body is considered. Therefore, firstly, a finite element model of the frame assembly is established according to the design parameters of the frame assembly, and then the finite element model of the frame assembly is flexibly processed to generate a dynamic model of the frame assembly. In order to improve the authenticity of the dynamic model of the frame assembly in simulating the frame assembly, it is necessary to refine the design parameters of the frame assembly. For example, the design parameters of the frame assembly include the design parameters of the frame, the design parameters of the car box, the design parameters of the tires, the design parameters of the fuel tank, and the design parameters of the axle, etc. The tester can also perform parameter design on other components of the frame assembly according to the needs, so that the dynamic model of the frame assembly established according to the above-mentioned design parameters of the frame assembly is more consistent with the real frame assembly, and improve the authenticity and accuracy of the dynamic model of the frame assembly in simulating the frame assembly.

[0100] After the dynamic models of the cab assembly and the frame assembly are established, it is necessary to perform corresponding weighting on the berth, storage box, toolbox and other positions in the dynamic model of the cab assembly according to the relevant requirements of the vehicle's durability test, and to perform corresponding weighting on the fuel tank, car box and other positions in the dynamic model of the frame assembly.

[0101] Finally, the dynamic model of the cab assembly is assembled on the dynamic model of the frame assembly to generate the dynamic model of the whole vehicle. When the dynamic model of the whole vehicle is established, it is necessary to check and ensure that the communicators between the subsystems are correctly matched, and the center of mass, mass and moment of inertia of the subsystems are input according to the design values. At the same time, the dynamic model of the whole vehicle is debugged to make the center of mass position and axle load distribution of the dynamic model of the whole vehicle consistent with the design values ​​to ensure the simulation accuracy. In addition, the output load spectrum needs to be defined, and the time domain load spectrum files of each connection point that need to be output are specified.

[0102] Step S104, simulating the dynamic model of the whole vehicle and outputting the durability load data of the cab.

[0103] Specifically, after the dynamic model of the whole vehicle is established, a virtual test field is built to simulate the dynamic model of the whole vehicle. The tire model in the dynamic model of the whole vehicle is the Ftire model. The simulation analysis of each characteristic road surface in each cycle is completed in the virtual test field in turn.

[0104] After all characteristic road surface simulations are completed in each cycle, check whether the load level of each channel is reasonable and whether the simulation animation is normal. When the check is completed, the durability load data of the cab is found in the post-processing output file. For example, Figure 3 As shown, it is a schematic diagram of the durability load spectrum imposed by the dynamic model of the seat assembly on the dynamic model of the cab body.

[0105] Finally, based on the extracted cab durability load data, the cab durability analysis can be carried out to identify durability risk points and complete the cab durability load test method.

[0106] In summary, the cab durability load test method provided in the embodiment of the present application has the following advantages:

[0107] (1) The cab durability load test method provided in the embodiment of the application uses the design parameters of the vehicle to establish a model for simulation testing, thereby realizing the cab durability load test, without the need to test the actual vehicle. Therefore, as long as the design parameters of the cab and the design parameters of the entire vehicle are known, the cab durability load test can be realized, without the need to manufacture a prototype vehicle, thus shortening the test time. If the test does not meet the standards, the design parameters can be rectified, thus reducing costs.

[0108] (2) The cab durability load test method provided in the embodiment of the application establishes a dynamic model of the cab body, and creates a dynamic model of the suspension, a dynamic model of the driver, and a dynamic model of the seat assembly, which more realistically simulates the actual cab and improves the accuracy of the cab durability load test.

[0109] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0110] Figure 4 A schematic structural diagram of a cab durability load testing device provided in an embodiment of the present application is shown.

[0111] See also Figure 4 As shown, the cab durability load test device includes:

[0112] The first model building module 31 is used to build a finite element model of the cab body, and perform flexibility processing on the finite element model of the cab body to generate a dynamic model of the cab body;

[0113] A second model building module 32 is used to build a dynamic model of cab accessories, and generate a dynamic model of the cab assembly according to the dynamic model of the cab body and the dynamic model of the cab accessories, wherein the dynamic model of the cab accessories includes one or more of a suspension dynamic model, a driver dynamic model and a seat assembly dynamic model;

[0114] A third model building module 33 is used to build a dynamic model of the whole vehicle according to the design parameters of the frame assembly and the dynamic model of the cab assembly;

[0115] The simulation module 34 is used to simulate the dynamic model of the whole vehicle and output the durability load data of the cab.

[0116] In some embodiments, the first model building module 31 is further used to:

[0117] Inputting the design parameters of the cab body into finite element analysis software to generate a finite element model of the cab body; wherein the finite element model of the cab body includes a cab body model, a fairing model, a door model, an interior trim model, and an exterior trim model;

[0118] The finite element model of the cab body is flexibly processed by using a preset flexible body calculation method to generate a dynamic model of the cab body.

[0119] In some embodiments, the dynamic model of the suspension includes a dynamic model of a suspended airbag;

[0120] The second model building module 32 is also used for:

[0121] According to the design parameters of the suspension airbag, a dynamic model of the airbag spring and a corresponding inflation and deflation control strategy are established, so that the air pressure stiffness curve of the dynamic model of the airbag spring is consistent with the design parameters of the suspension airbag;

[0122] The dynamic model of the suspension airbag is established according to the dynamic model of the airbag spring and the corresponding inflation and deflation control strategy, so as to simulate the up and down movement of the suspension airbag by controlling the inflation and deflation of the dynamic model of the airbag spring.

[0123] In some embodiments, the dynamic model of the suspension includes a dynamic model of the suspension connecting bracket;

[0124] The second model building module 32 is also used for:

[0125] Inputting design parameters of the suspension connection bracket into finite element analysis software to generate a finite element model of the suspension connection bracket;

[0126] The finite element model of the suspension connection bracket is flexibly processed by using a preset flexible body calculation method to generate a dynamic model of the suspension connection bracket.

[0127] In some embodiments, the dynamic model of the suspension includes a dynamic model of a suspension connection rubber pad;

[0128] The second model building module 32 is also used for:

[0129] According to the design parameters of the suspension connection rubber pad, a dynamic model of the suspension connection rubber pad is established, so that the stiffness curve of the dynamic model of the suspension connection rubber pad is consistent with the design parameters of the suspension connection rubber pad. The design parameters of the suspension connection rubber pad include the stiffness curve of the rubber pad body and the stiffness mutation curve after the rubber pad body is compressed to the baffle. The stiffness mutation curve after the rubber pad body is compressed to the baffle is determined according to the stiffness curve of the rubber pad body and the gap between the rubber pad body and the baffle.

[0130] In some embodiments, the second model building module 32 is further configured to:

[0131] According to the design parameters of the seat assembly, a dynamic model of the seat assembly is established;

[0132] The design parameters of the seat assembly include the design parameters of the seat body, the design parameters of the connection structure between the seat body and the cab body, the design parameters of the seat airbag, the design parameters of the seat vertical damping, and the design parameters of the seat travel;

[0133] The step of establishing a dynamic model of the seat assembly according to the design parameters of the seat assembly includes:

[0134] Establishing a dynamic model of the seat body according to the design parameters of the seat body;

[0135] According to the design parameters of the connection structure between the seat body and the cab body, a dynamic model of the seat liner is established between the dynamic model of the seat body and the dynamic model of the cab body, so that the stiffness curve of the dynamic model of the seat liner and the design parameters of the connection structure between the seat body and the cab body are consistent;

[0136] According to the design parameters of the seat airbag, a dynamic model of a seat spring is established inside the dynamic model of the seat body, and a stiffness curve of the dynamic model of the seat spring is fitted with a stiffness curve of the seat airbag so that the stiffness curve of the dynamic model of the seat spring is consistent with the design parameters of the seat airbag;

[0137] According to the seat vertical damping design parameters, a dynamic model of a shock absorber is established inside the dynamic model of the seat body, and a damping curve of the dynamic model of the shock absorber is fitted with a damping curve of the seat, so that the damping curve of the dynamic model of the shock absorber is consistent with the seat vertical damping design parameters;

[0138] Establishing a dynamic model of two upper and lower limit blocks on the dynamic model of the seat body according to the seat stroke design parameters, so that the distance between the dynamic models of the upper and lower limit blocks is consistent with the stroke of the seat during the up and down movement;

[0139] The dynamic model of the seat assembly is generated according to the dynamic model of the seat body, the dynamic model of the seat liner, the dynamic model of the seat spring, the dynamic model of the shock absorber and the dynamic model of the limit block.

[0140] In some embodiments, the second model building module 32 is further configured to:

[0141] According to the design parameters of the driver, a dynamic model of the driver is established;

[0142] The design parameters of the driver include the design parameters of the upper torso, the design parameters of the lower torso, the design parameters of the connection structure between the upper torso and the lower torso, the design parameters of the connection structure between the upper torso and the seat, and the design parameters of the connection structure between the lower torso and the seat;

[0143] The method of establishing a dynamic model of the driver according to the design parameters of the driver comprises:

[0144] Establishing a dynamic model of the upper torso according to the design parameters of the upper torso, and establishing a dynamic model of the lower torso according to the design parameters of the lower torso;

[0145] According to the design parameters of the connection structure between the upper trunk and the lower trunk, a dynamic model of the rotating connection member is established between the dynamic model of the upper trunk and the dynamic model of the lower trunk;

[0146] According to the design parameters of the connection structure between the upper torso and the seat, a dynamic model of the upper bushing is established between the dynamic model of the upper torso and the dynamic model of the seat body, so that the tensile stiffness curve of the dynamic model of the upper bushing is consistent with the restraint force curve of the seat belt on the upper torso;

[0147] According to the design parameters of the connection structure between the lower trunk and the seat, a dynamic model of the lower bushing is established between the dynamic model of the lower trunk and the dynamic model of the seat body, so that the stiffness curve of the dynamic model of the lower bushing is consistent with the stiffness curve of the seat surface.

[0148] In some embodiments, the third model building module 33 is further used to:

[0149] According to the design parameters of the frame assembly, a finite element model of the frame assembly is established, and the finite element model of the frame assembly is flexibly processed to generate a dynamic model of the frame assembly;

[0150] The dynamic model of the cab assembly is assembled on the dynamic model of the frame assembly to generate a dynamic model of the entire vehicle.

[0151] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0152] Figure 5 This is a schematic diagram of the structure of the terminal device provided in the embodiment of the present application. Figure 5 As shown, the terminal device of this embodiment may include: at least one processor 40 ( Figure 5 Only one processor 40 is shown in the figure), a memory 41, and a computer program 42 stored in the memory 41 and executable on the at least one processor 40. When the processor 40 executes the computer program 42, the steps in any of the above-mentioned method embodiments are implemented, for example Figure 1 Steps S101 to S104 in the illustrated embodiment. Alternatively, when the processor 40 executes the computer program 42, the functions of each module / unit in the above-mentioned device embodiments are implemented, for example Figure 4 The functions of the modules 31 to 34 are shown.

[0153] Exemplarily, the computer program 42 may be divided into one or more modules / units, which are stored in the memory 41 and executed by the processor 40 to complete the present application. The one or more modules / units may be a series of computer program 42 instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program 42 in the terminal device.

[0154] The terminal device may include, but is not limited to, a processor 40 and a memory 41. Those skilled in the art will appreciate that Figure 5 It is only an example of a terminal device and does not constitute a limitation on the terminal device. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, it may also include input and output devices, network access devices, etc.

[0155] The processor 40 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0156] In some embodiments, the memory 41 may be an internal storage unit of the terminal device, such as a hard disk or memory of the terminal device. In other embodiments, the memory 41 may also be an external storage device of the terminal device, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the terminal device. Further, the memory 41 may also include both an internal storage unit of the terminal device and an external storage device. The memory 41 is used to store an operating system, an application program, a boot loader (Boot Loader), data and other programs, such as the program code of the computer program 42. The memory 41 may also be used to temporarily store data that has been output or is to be output.

[0157] The embodiment of the present application further provides a computer-readable storage medium, which stores a computer program 42. When the computer program 42 is executed by the processor 40, the steps in the above-mentioned method embodiments can be implemented.

[0158] An embodiment of the present application provides a computer program product. When the computer program product runs on a terminal device, the terminal device can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0159] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program 42, and the computer program 42 can be stored in a computer-readable storage medium. When the computer program 42 is executed by the processor 40, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program 42 includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium can at least include: any entity or device that can carry the computer program code to the terminal device, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, RandomAccess Memory), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0160] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0161] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0162] In the embodiments provided in the present application, it should be understood that the disclosed devices / network equipment and methods can be implemented in other ways. For example, the device / network equipment embodiments described above are merely schematic. For example, the division of the modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0163] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0164] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A cab durability load test method, characterized in that: include: Establishing a finite element model of the cab body, and performing flexibility processing on the finite element model of the cab body to generate a dynamic model of the cab body; Establishing a dynamic model of cab accessories, and generating a dynamic model of the cab assembly according to the dynamic model of the cab body and the dynamic model of the cab accessories, wherein the dynamic model of the cab accessories includes one or more of a dynamic model of a suspension, a dynamic model of a driver, and a dynamic model of a seat assembly; Establishing a dynamic model of the whole vehicle according to the design parameters of the frame assembly and the dynamic model of the cab assembly; The dynamic model of the whole vehicle is simulated and the durability load data of the cab is output.

2. The cab durability load testing method according to claim 1, characterized in that: The step of establishing a finite element model of the cab body and performing flexible processing on the finite element model of the cab body to generate a dynamic model of the cab body includes: Inputting the design parameters of the cab body into finite element analysis software to generate a finite element model of the cab body; wherein the finite element model of the cab body includes a cab body model, a fairing model, a door model, an interior trim model, and an exterior trim model; The finite element model of the cab body is flexibly processed by using a preset flexible body calculation method to generate a dynamic model of the cab body.

3. The cab durability load testing method according to claim 1, characterized in that: The dynamic model of the suspension includes a dynamic model of the suspension airbag; The step of establishing the dynamic model of the cab accessories comprises: According to the design parameters of the suspension airbag, a dynamic model of the airbag spring and a corresponding inflation and deflation control strategy are established, so that the air pressure stiffness curve of the dynamic model of the airbag spring is consistent with the design parameters of the suspension airbag; The dynamic model of the suspension airbag is established according to the dynamic model of the airbag spring and the corresponding inflation and deflation control strategy, so as to simulate the up and down movement of the suspension airbag by controlling the inflation and deflation of the dynamic model of the airbag spring.

4. The cab durability load testing method according to claim 1, characterized in that: The dynamic model of the suspension includes a dynamic model of the suspension connecting bracket; The step of establishing the dynamic model of the cab accessories comprises: Inputting design parameters of the suspension connection bracket into finite element analysis software to generate a finite element model of the suspension connection bracket; The finite element model of the suspension connection bracket is flexibly processed by using a preset flexible body calculation method to generate a dynamic model of the suspension connection bracket.

5. The cab durability load testing method according to claim 1, characterized in that: The dynamic model of the suspension includes a dynamic model of the suspension connection rubber pad; The step of establishing the dynamic model of the cab accessories comprises: According to the design parameters of the suspension connection rubber pad, a dynamic model of the suspension connection rubber pad is established, so that the stiffness curve of the dynamic model of the suspension connection rubber pad is consistent with the design parameters of the suspension connection rubber pad. The design parameters of the suspension connection rubber pad include the stiffness curve of the rubber pad body and the stiffness mutation curve after the rubber pad body is compressed to the baffle. The stiffness mutation curve after the rubber pad body is compressed to the baffle is determined according to the stiffness curve of the rubber pad body and the gap between the rubber pad body and the baffle.

6. The cab durability load testing method according to claim 1, characterized in that: The method of establishing a dynamic model of the cab accessories includes: According to the design parameters of the seat assembly, a dynamic model of the seat assembly is established; The design parameters of the seat assembly include the design parameters of the seat body, the design parameters of the connection structure between the seat body and the cab body, the design parameters of the seat airbag, the design parameters of the seat vertical damping, and the design parameters of the seat travel; The step of establishing a dynamic model of the seat assembly according to the design parameters of the seat assembly includes: Establishing a dynamic model of the seat body according to the design parameters of the seat body; According to the design parameters of the connection structure between the seat body and the cab body, a dynamic model of the seat liner is established between the dynamic model of the seat body and the dynamic model of the cab body, so that the stiffness curve of the dynamic model of the seat liner and the design parameters of the connection structure between the seat body and the cab body are consistent; According to the design parameters of the seat airbag, a dynamic model of a seat spring is established inside the dynamic model of the seat body, and a stiffness curve of the dynamic model of the seat spring is fitted with a stiffness curve of the seat airbag so that the stiffness curve of the dynamic model of the seat spring is consistent with the design parameters of the seat airbag; According to the seat vertical damping design parameters, a dynamic model of a shock absorber is established inside the dynamic model of the seat body, and a damping curve of the dynamic model of the shock absorber is fitted with a damping curve of the seat, so that the damping curve of the dynamic model of the shock absorber is consistent with the seat vertical damping design parameters; Establishing a dynamic model of two upper and lower limit blocks on the dynamic model of the seat body according to the seat stroke design parameters, so that the distance between the dynamic models of the upper and lower limit blocks is consistent with the stroke of the seat during the up and down movement; The dynamic model of the seat assembly is generated according to the dynamic model of the seat body, the dynamic model of the seat liner, the dynamic model of the seat spring, the dynamic model of the shock absorber and the dynamic model of the limit block.

7. The cab durability load testing method according to claim 6, characterized in that: The method of establishing a dynamic model of the cab accessories includes: According to the design parameters of the driver, a dynamic model of the driver is established; The design parameters of the driver include the design parameters of the upper torso, the design parameters of the lower torso, the design parameters of the connection structure between the upper torso and the lower torso, the design parameters of the connection structure between the upper torso and the seat, and the design parameters of the connection structure between the lower torso and the seat; The method of establishing a dynamic model of the driver according to the design parameters of the driver comprises: Establishing a dynamic model of the upper torso according to the design parameters of the upper torso, and establishing a dynamic model of the lower torso according to the design parameters of the lower torso; According to the design parameters of the connection structure between the upper trunk and the lower trunk, a dynamic model of the rotating connection member is established between the dynamic model of the upper trunk and the dynamic model of the lower trunk; According to the design parameters of the connection structure between the upper torso and the seat, a dynamic model of the upper bushing is established between the dynamic model of the upper torso and the dynamic model of the seat body, so that the tensile stiffness curve of the dynamic model of the upper bushing is consistent with the restraint force curve of the seat belt on the upper torso; According to the design parameters of the connection structure between the lower trunk and the seat, a dynamic model of the lower bushing is established between the dynamic model of the lower trunk and the dynamic model of the seat body, so that the stiffness curve of the dynamic model of the lower bushing is consistent with the stiffness curve of the seat surface.

8. The cab durability load testing method according to claim 1, characterized in that: The dynamic model of the whole vehicle is established according to the design parameters of the frame assembly and the dynamic model of the cab assembly, including: According to the design parameters of the frame assembly, a finite element model of the frame assembly is established, and the finite element model of the frame assembly is flexibly processed to generate a dynamic model of the frame assembly; The dynamic model of the cab assembly is assembled on the dynamic model of the frame assembly to generate a dynamic model of the entire vehicle.

9. A cab durability load testing device, characterized in that: include: A first model building module is used to build a finite element model of the cab body, and perform flexibility processing on the finite element model of the cab body to generate a dynamic model of the cab body; a second model building module, for building a dynamic model of cab accessories, and generating a dynamic model of the cab assembly according to the dynamic model of the cab body and the dynamic model of the cab accessories, wherein the dynamic model of the cab accessories includes one or more of a suspension dynamic model, a driver dynamic model and a seat assembly dynamic model; A third model building module is used to build a dynamic model of the whole vehicle according to the design parameters of the frame assembly and the dynamic model of the cab assembly; The simulation module is used to simulate the dynamic model of the whole vehicle and output the durability load data of the cab.

10. A terminal device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

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