A method for realizing balanced verification of engine component reliability test

Abstract

The application discloses a method for realizing balanced verification of engine part reliability test, and relates to the field of engine reliability technology, and solves the technical problem that the existing engine reliability test adopts fixed strengthening test specification, leading to unbalanced verification, insufficient verification and low reliability. The method comprises the following steps: establishing key failure mode identification and damage model of parts; collecting engine related damage influence parameters and typical running road spectrum damage parameters of target market users; substituting the engine related damage influence parameters and the typical running road spectrum damage parameters into the key failure mode identification and damage model to obtain test equivalent mileage of each part; and calculating verification reliability of each part according to the test equivalent mileage. The application effectively shortens the test cycle and reduces the research and development cost.

Description

Technical Field

[0001] This invention relates to the field of engine reliability technology, and more specifically, to a method for achieving balanced verification of engine component reliability through testing. Background Technology

[0002] Existing engine reliability testing often employs fixed, rigorous testing specifications. This approach suffers from a "one-size-fits-all" problem, easily leading to unbalanced validation. For some components, this may result in over-validation, wasting testing resources and time; for others, it may lead to insufficient validation, preventing potential failure modes from being triggered and resulting in frequent failures upon entering the market. Furthermore, reliability testing lacks quantitative analysis, and test planning decisions lack data support, making it difficult to design differentiated and precise tests based on the different failure mechanisms and importance of components.

[0003] Although existing technologies employ road spectrum acquisition and damage calculation, they typically focus on comparing the lifespan of individual components, lacking a system-level approach that uses reliability as a unified metric, and thus failing to scientifically guide the rational allocation of experimental resources. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a method for achieving balanced verification of engine component reliability testing, which addresses the shortcomings of the existing technology and solves the technical problems of unbalanced verification, insufficient verification and low reliability caused by the use of fixed and intensified test specifications in existing engine reliability testing.

[0005] The present invention discloses a method for achieving balanced verification of reliability testing of engine components. The method includes, step one: establishing a critical failure mode identification and damage model for the components. Step 2: Collect engine-related damage impact parameters and typical operating path spectrum damage parameters of target market users, and substitute the engine-related damage impact parameters and typical operating path spectrum damage parameters into the critical failure mode identification and damage model to obtain the test equivalent mileage of each component; Step 3: Calculate the verification reliability of each component based on the equivalent mileage of the test; Step 4: Set the target reliability. Based on the target reliability and the verification reliability, obtain the verification results of the component test. If the verification result is not the target result, return to Step 2.

[0006] To make further improvements, in step one, the method for establishing the key failure mode identification and damage model of the component is to identify all components of the engine to be verified and their corresponding failure modes, and to establish the corresponding physical damage model based on the components and failure modes.

[0007] Furthermore, in step two, the method for obtaining the test equivalent mileage of each component is as follows: Substituting the engine-related damage impact parameters into the critical failure mode identification and damage model, we obtain the accumulated damage amount of each component within a unit test time. Substituting the typical operating path spectrum damage parameters into the critical failure mode identification and damage model, we obtain the amount of damage accumulated by each component within a unit mileage. The reliability test acceleration factor for each component is calculated based on the accumulated damage amount of each component within a unit test time and the accumulated damage amount of each component within a unit mileage. The reliability duration corresponding to the bench reliability test is set, and the equivalent test mileage for each component is calculated by combining the reliability duration with the reliability test acceleration factor.

[0008] Furthermore, the expression for the reliability test acceleration factor of each component is calculated as follows: ; Wherein, AF is the reliability testing acceleration factor. D test The amount of damage accumulated for each component within a unit of test time. D ref The amount of damage accumulated for each component per unit mileage.

[0009] Furthermore, the expression for the equivalent test mileage of each component is calculated as follows: ; in, M The test equivalent mileage for each component is given, and AF is the reliability test acceleration factor. t Test This refers to the reliability duration corresponding to the bench reliability test.

[0010] Furthermore, in step three, the method for calculating the verification reliability of each component based on the equivalent mileage of the test is as follows: Set the confidence level, obtain the shape parameters of each component, calculate the scale parameters based on the test equivalent mileage, shape parameters and confidence level, and calculate the verification reliability of each component based on the scale parameters and shape parameters.

[0011] Furthermore, the expression for the scale parameter is calculated as follows: ; in, M i Let C be the time of the i-th reliability test, and C be the confidence level. η These are the dimensional parameters of each component.β These are the shape parameters of each component.

[0012] Furthermore, the expression for the verification reliability of each component is calculated as follows: ; in, R(t) To verify the reliability of each component. t For the target service mileage of the engine, η These are the dimensional parameters of each component. β These are the shape parameters of each component.

[0013] Furthermore, in step four, the method for obtaining the verification result of the component test based on the target reliability and the verification reliability is as follows: the target reliability and the verification reliability are compared. When the verification reliability is higher than the target reliability, the verification result is determined to be insufficient verification; when the verification reliability is lower than the target reliability, the verification result is determined to be over-verification; when the verification reliability is equal to the target reliability, the verification result is determined to be verified reliable, and the target result is set as verified reliable.

[0014] Furthermore, when the verification result is over-verification, appropriate reduction measures are taken; when the verification result is under-verification, enhanced verification measures are taken.

[0015] Beneficial effects The advantages of this invention are: This invention establishes a critical failure mode identification and damage model for components; collects engine-related damage impact parameters and typical operating path spectrum damage parameters from target market users; substitutes these parameters into the critical failure mode identification and damage model to obtain the test equivalent mileage for each component; calculates the verification reliability of each component based on the test equivalent mileage; sets a target reliability; and obtains the verification results of component tests based on the target and verification reliability. If the verification result is not the target result, the system continues to collect engine-related damage impact parameters and typical operating path spectrum damage parameters from target market users. This transforms the traditional qualitative judgment of "test pass / fail" into a precise quantitative assessment of "reliability," making the verification level readily apparent. It avoids the system reliability bottleneck caused by the "barrel effect" or the resource waste caused by "over-design" in traditional methods. The resulting closed-loop mechanism can dynamically and scientifically guide the adjustment of the test plan until the optimal state is reached. While ensuring or even improving the overall system reliability, it effectively shortens the test cycle and reduces R&D costs. Attached Figure Description

[0016] Figure 1This is a flowchart of the method for achieving balanced verification of engine component reliability testing according to the present invention; Figure 2 This is a comparison chart of the verification reliability before and after optimization of the method for achieving balanced verification of engine component reliability tests according to the present invention. Detailed Implementation

[0017] The present invention will be further described below with reference to embodiments, but this does not constitute any limitation on the present invention. Any limited modifications made by any person within the scope of the claims of the present invention are still within the scope of the claims of the present invention. See Figure 1 - Figure 2 The present invention provides a method for achieving balanced verification of the reliability of engine components through testing, such as... Figure 1 As shown, the method includes the following steps: Step 1: Establishing a critical failure mode identification and damage model for components.

[0018] In step one, the method for establishing key failure mode identification and damage models for components involves identifying all components of the engine to be verified and their corresponding failure modes, and then establishing corresponding physical damage models based on the components and failure modes. For the engine to be verified, all its key components (such as pistons, cylinder liners, cylinder heads, valves, exhaust pipes, etc.) and their main failure modes (such as fatigue, wear, etc.) are systematically identified. For each component failure mode, a corresponding physical damage model is established. For example: For high-cycle fatigue, the Miner linear cumulative damage model and damage calculation based on the stress-life (SN) curve are used; for low-cycle fatigue, the Coffin-Manson damage calculation is used; and for wear, the Archard wear model can be used.

[0019] Step Two: Collect engine-related damage impact parameters and typical operating path spectrum damage parameters from target market users. Substitute these parameters into the critical failure mode identification and damage model to obtain the test equivalent mileage for each component. Determine the engine-related damage impact parameters for each component based on its failure mechanism.

[0020] In step two, the method for obtaining the test equivalent mileage of each component is as follows: By substituting engine-related damage parameters into the critical failure mode identification and damage model, the accumulated damage of each component within a unit test time is obtained. In this embodiment, the unit test time is 1 hour.

[0021] By substituting typical operating path damage parameters into the critical failure mode identification and damage model, the accumulated damage of each component within a unit mileage is obtained. In this embodiment, the unit mileage is 10,000 kilometers.

[0022] The reliability test acceleration factor for each component is calculated based on the accumulated damage of each component within a unit test time and the accumulated damage of each component within a unit mileage. The reliability duration corresponding to the bench reliability test is then set, and the equivalent test mileage for each component is calculated by combining the reliability duration with the reliability test acceleration factor. The bench reliability test includes thermal shock testing, alternating load cyclic testing, and full-speed full-load testing.

[0023] The expression for the reliability test acceleration factor of each component is calculated as follows: ; Wherein, AF is the reliability testing acceleration factor. D test The amount of damage accumulated for each component within a unit of test time. D ref The amount of damage accumulated for each component per unit mileage.

[0024] The expression for the equivalent test mileage of each component is calculated as follows: ; in, M The test equivalent mileage for each component is given, and AF is the reliability test acceleration factor. t Test This refers to the reliability duration corresponding to the bench reliability test.

[0025] Based on damage models for different components, the equivalent mileage calculations for the initially planned reliability test are performed, yielding the following results: For the piston damage model, reliability test 1 calculated the acceleration factor and equivalent mileage as follows: AF 活塞1 and M 活塞1 The acceleration factor and equivalent mileage calculated from reliability test 2 are: AF 活塞2 and M 活塞2 Other reliability tests were also calculated in the same way to obtain the equivalent mileage for each reliability test: M 活塞1 = AF 活塞1 · t Test1 , M 活塞2 = AF 活塞2 · t Test2 ... Equivalent mileage for cylinder head damage model: M 缸盖1= AF 缸盖1 · t Test1 , M 缸盖2 = AF 缸盖2 · t Test2 ... The equivalent mileage calculation for the damage model of other key components is similar.

[0026] Step 3: Calculate the verification reliability of each component based on the equivalent mileage of the test.

[0027] In step three, the method for calculating the verification reliability of each component based on the equivalent mileage of the test is as follows: By setting confidence levels and obtaining shape parameters for each component, and calculating dimensional parameters based on the equivalent mileage, shape parameters, and confidence levels, the verification reliability of each component can be calculated using the dimensional and shape parameters. The lifespan of most mechanical products follows a Weibull distribution, and based on historical market quality data analysis, the lifespan mileage of their parts conforms to a two-parameter Weibull distribution. Therefore, the verification reliability of components can be calculated using the Weibull distribution.

[0028] The expression for the calculated scale parameter is as follows: ; in, M i Let C be the time of the i-th reliability test, and C be the confidence level, which is 0.9. η These are the dimensional parameters of each component. β These are the shape parameters of each component.

[0029] The expression for the verification reliability of each component is calculated as follows: ; in, R(t) To verify the reliability of each component. t For the target service mileage of the engine, η These are the dimensional parameters of each component. β These are the shape parameters of each component.

[0030] Shape parameters β This can be obtained by analyzing and fitting market quality data of key components of historical models, or by using empirical values, such as... β=2 These are commonly used empirical shape parameters.

[0031] Step 4: Set the target reliability. Based on the target reliability and the verification reliability, obtain the verification results of the component tests. If the verification result is not the target result, return to Step 2. Continue until the predicted verification reliability of all key components reaches and is balanced near the target reliability range, thereby achieving the optimal balance between system-level reliability and test resource efficiency.

[0032] The verification results of component tests are obtained based on target reliability and verification reliability. This transforms the traditional qualitative judgment of "test pass / fail" into a precise quantitative assessment of "reliability," making the verification level readily apparent and achieving a shift from qualitative to quantitative analysis. For the first time, a unified indicator of reliability is proposed to achieve a balanced verification across components and failure modes, avoiding system reliability bottlenecks caused by the "weakest link effect" or resource waste caused by "over-design" in traditional methods.

[0033] Setting up a return step two forms a closed-loop process of "analysis-calculation-optimization-re-verification", which can dynamically and scientifically guide the adjustment of the experimental plan until the optimal state is reached.

[0034] The verification reliability R(t) of all key components is compared and displayed to clearly identify the "verification weaknesses" (components with low reliability) and the "verification strengths" (components with high reliability).

[0035] The method for obtaining the verification results of component tests based on target reliability and verification reliability is as follows: compare the target reliability and verification reliability. When the verification reliability is higher than the target reliability, the verification result is determined to be insufficient verification; when the verification reliability is lower than the target reliability, the verification result is determined to be over-verification; when the verification reliability is equal to the target reliability, the verification result is determined to be verification reliable, and the target result is set as verification reliable.

[0036] When the verification result indicates over-verification, appropriate reduction measures should be taken. For example, while ensuring the overall verification objectives are met, the load level for the component during the test can be appropriately reduced, or the overall test time can be slightly shortened to save costs.

[0037] When the verification result indicates insufficient verification, enhanced verification measures are implemented. These measures may include extending the test time or repeating the test to increase the cumulative damage; designing a specific enhanced test for the component to increase its damage accumulation rate in that test; extending the proportion of the overall test time under load conditions specific to the component; or changing the operating conditions to increase the load on the component and improve the acceleration factor. Figure 2 As shown, by precisely "increasing" and "decreasing," the testing cycle can be effectively shortened and R&D costs reduced while ensuring or even improving the overall reliability of the system.

[0038] The above description is only a preferred embodiment of the present invention. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention, and these will not affect the effectiveness of the implementation of the present invention or the practicality of the patent.

Claims

1. A method for achieving balanced verification of reliability testing for engine components, characterized in that, The method includes, step one: establishing a critical failure mode identification and damage model for components; Step 2: Collect engine-related damage impact parameters and typical operating path spectrum damage parameters of target market users, and substitute the engine-related damage impact parameters and typical operating path spectrum damage parameters into the critical failure mode identification and damage model to obtain the test equivalent mileage of each component; Step 3: Calculate the verification reliability of each component based on the equivalent mileage of the test; Step 4: Set the target reliability. Based on the target reliability and the verification reliability, obtain the verification results of the component test. If the verification result is not the target result, return to Step 2.

2. The method for achieving balanced verification of engine component reliability testing according to claim 1, characterized in that, In step one, the method for establishing the key failure mode identification and damage model of the component is to identify all components of the engine to be verified and their corresponding failure modes, and to establish the corresponding physical damage model based on the components and failure modes.

3. The method for achieving balanced verification of engine component reliability testing according to claim 1, characterized in that, In step two, the method for obtaining the test equivalent mileage of each component is as follows: Substituting the engine-related damage impact parameters into the critical failure mode identification and damage model, we obtain the accumulated damage amount of each component within a unit test time. Substituting the typical operating path spectrum damage parameters into the critical failure mode identification and damage model, we obtain the accumulated damage amount of each component within a unit mileage. The reliability test acceleration factor for each component is calculated based on the accumulated damage amount of each component within a unit test time and the accumulated damage amount of each component within a unit mileage. The reliability duration corresponding to the bench reliability test is set, and the equivalent test mileage for each component is calculated by combining the reliability duration with the reliability test acceleration factor.

4. The method for achieving balanced verification of engine component reliability testing according to claim 3, characterized in that, The expression for the reliability test acceleration factor of each component is calculated as follows: ； Wherein, AF is the reliability testing acceleration factor. D test The amount of damage accumulated for each component within a unit of test time. D ref The amount of damage accumulated for each component per unit mileage.

5. The method for achieving balanced verification of engine component reliability testing according to claim 3, characterized in that, The expression for the equivalent test mileage of each component is calculated as follows: ； in, M The test equivalent mileage for each component is given, and AF is the reliability test acceleration factor. t Test This refers to the reliability duration corresponding to the bench reliability test.

6. The method for achieving balanced verification of engine component reliability testing according to claim 3, characterized in that, In step three, the method for calculating the verification reliability of each component based on the equivalent mileage of the test is as follows: Set the confidence level, obtain the shape parameters of each component, calculate the scale parameters based on the test equivalent mileage, shape parameters and confidence level, and calculate the verification reliability of each component based on the scale parameters and shape parameters.

7. The method for achieving balanced verification of engine component reliability testing according to claim 6, characterized in that, The expression for the calculated scale parameter is as follows: ； in, M i Let C be the time of the i-th reliability test, and C be the confidence level. η These are the dimensional parameters of each component. β These are the shape parameters of each component.

8. The method for achieving balanced verification of engine component reliability testing according to claim 6, characterized in that, The expression for the verification reliability of each component is calculated as follows: ； in, R(t) To verify the reliability of each component. t For the target service mileage of the engine, η These are the dimensional parameters of each component. β These are the shape parameters of each component.

9. The method for achieving balanced verification of engine component reliability testing according to claim 1, characterized in that, In step four, the method for obtaining the verification result of the component test based on the target reliability and the verification reliability is as follows: the target reliability and the verification reliability are compared. When the verification reliability is higher than the target reliability, the verification result is determined to be insufficient verification; when the verification reliability is lower than the target reliability, the verification result is determined to be over-verification; when the verification reliability is equal to the target reliability, the verification result is determined to be verified reliable, and the target result is set as verified reliable.

10. The method for achieving balanced verification of engine component reliability testing according to claim 9, characterized in that, When the verification result is over-verification, appropriate reduction measures are taken; when the verification result is under-verification, enhanced verification measures are taken.

Images