Methods, devices, equipment, media, and products for determining fatigue safety factors

Abstract

This invention discloses a method, apparatus, equipment, medium, and product for determining fatigue safety factors, comprising: retrieving a pre-constructed fatigue simulation model corresponding to a target component; determining the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component; determining the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules; and determining the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress at each test point in the fatigue simulation model. This solves the problem in existing technologies where durability testing of vehicle components may result in inaccurate fatigue test results or excessively long testing times due to limitations in testing time or reliance on precise simulation models. It achieves the effect of shortening the testing cycle for components and improving the accuracy of precise fatigue test results.

Description

Technical Field

[0001] This invention relates to the field of vehicle safety testing technology, and in particular to a method, apparatus, equipment, medium, and product for determining the fatigue safety factor. Background Technology

[0002] In vehicle durability testing, accurately determining the fatigue safety factor of each component is a core aspect of evaluating the overall vehicle durability performance.

[0003] Currently, fatigue damage testing of vehicle components can be conducted by collecting road spectrum data from actual road conditions to analyze component fatigue damage, or by using simulation models for virtual iteration to simulate component fatigue damage during testing. However, real-vehicle testing is limited by driving time and road conditions, easily missing key stress conditions, failing to fully reflect the actual stress at each point, and making it difficult to accurately determine local fatigue safety. Furthermore, conventional virtual simulation processes are cumbersome, have low computational efficiency, and are difficult to efficiently complete the detailed calculation of fatigue safety factors at all test points across the entire component domain.

[0004] To solve the above problems, it is necessary to improve the method for determining the fatigue safety factor of components. Summary of the Invention

[0005] This invention provides a method, apparatus, equipment, medium, and product for determining fatigue safety factor, in order to solve the problems of inaccurate fatigue test results or long testing time for vehicle parts in the prior art.

[0006] In a first aspect, embodiments of the present invention provide a method for determining the fatigue safety factor, comprising: Retrieve a pre-constructed fatigue simulation model corresponding to the target component; wherein, the fatigue simulation model includes at least one test point, and each test point corresponds to the position of the actual test point of the target component; Based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component, the comprehensive pseudo-damage of the target component is determined; Based on the comprehensive pseudo-damage and damage equivalence rules, the target load amplitude corresponding to the fatigue simulation model is determined; Based on the target load amplitude and the basic stress at each test point in the fatigue simulation model, the fatigue safety factor corresponding to each test point is determined.

[0007] Secondly, embodiments of the present invention also provide a device for determining the fatigue safety factor, comprising: The model retrieval module is used to retrieve the fatigue simulation model corresponding to the pre-constructed target component; wherein, the fatigue simulation model includes at least one test point, and each test point corresponds to the position of the actual test point of the target component; The comprehensive pseudo-damage determination module is used to determine the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component. The amplitude determination module is used to determine the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules. The fatigue safety factor determination module is used to determine the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress of each test point in the fatigue simulation model.

[0008] Thirdly, embodiments of the present invention also provide an electronic device, comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the fatigue safety factor determination method according to any embodiment of the present invention.

[0009] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute the method for determining the fatigue safety factor as described in any embodiment of the present invention.

[0010] Fifthly, embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the method for determining the fatigue safety factor as described in any of the embodiments of the present invention.

[0011] The technical solution of this invention involves retrieving a pre-constructed fatigue simulation model corresponding to the target component; determining the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component; determining the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules; and determining the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress at each test point in the fatigue simulation model. This technical solution, by constructing a fatigue simulation model corresponding to the target component, can accurately reproduce the stress state and fatigue damage evolution law of components under real road conditions, even without actual vehicle testing scenarios. Furthermore, the fatigue simulation model can reduce the cost and testing cycle of durability testing of target components. Simultaneously, based on the fatigue damage equivalence principle, it can quickly simulate the equivalent fatigue damage of the target component under real road conditions, improving the efficiency of durability testing of target components. Based on this, by equating the forces of different magnitudes experienced by the target component during the testing process to corresponding load amplitudes, and statistically analyzing the number of load cycles for each load amplitude range, the pseudo-damage to be superimposed on the target component under each load amplitude range is determined based on the ratio of the number of load cycles in each load amplitude range to the maximum number of load cycles of the target component under the standard stress-life curve. Then, the comprehensive pseudo-damage corresponding to the target component is obtained based on the sum of all pseudo-damages to be superimposed. Furthermore, by inputting a preset number of load cycles into the fatigue simulation model using the comprehensive pseudo-damage and damage equivalence rules, the equivalent target load amplitude of the target component is determined. This allows for the simulation of the actual fatigue damage of the target component by loading the target load amplitude into the fatigue simulation model. Simultaneously, by combining the base stress at each test point of the target component, the fatigue safety factor corresponding to each test point can be determined, thus determining whether the durability of the target component is qualified and providing effective suggestions for structural optimization of the target component. This invention addresses the problems in existing technologies for durability testing of vehicle components, where limitations in testing time can lead to the loss of key test information or reliance on precise simulation models, resulting in inaccurate fatigue test results or lengthy testing times. By constructing a fatigue simulation model corresponding to the component and simulating comprehensive pseudo-damage of the component using the damage equivalence principle, and by combining the basic stress at each test point of the component, the fatigue safety factor of each test point can be accurately calculated. This shortens the testing cycle of components and improves the accuracy of precise fatigue test results. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0013] Figure 1 This is a flowchart of a method for determining the fatigue safety factor according to Embodiment 1 of the present invention; Figure 2 This is a flowchart of a method for determining the fatigue safety factor according to Embodiment 2 of the present invention; Figure 3 This is a schematic diagram of a fatigue safety factor determination device provided according to Embodiment 3 of the present invention; Figure 4 This is a schematic diagram of the structure of an electronic device that implements the method for determining the fatigue safety factor according to embodiments of the present invention. Detailed Implementation

[0014] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention. The acquisition, transmission, storage, use, and processing of data in the technical solutions of this application comply with the relevant provisions of national laws and regulations. It should be noted that in the embodiments of this application, certain software, components, or models and other existing solutions in the industry may be mentioned. These should be considered as exemplary, and their purpose is only to illustrate the feasibility of implementing the technical solutions of this application, but it does not mean that the applicant has or necessarily used such solutions.

[0015] It should be noted that the collection, gathering, updating, analysis, processing, use, transmission, and storage of user personal information involved in the technical solution disclosed herein all comply with relevant laws and regulations, are used for legitimate purposes, and do not violate public order and good morals. Necessary measures are taken to prevent unauthorized access to user personal information data and to maintain user personal information security and network security. It should also be noted that the collection, gathering, updating, analysis, processing, use, transmission, and storage of user personal information involved in the technical solution disclosed herein are all conducted with the user's knowledge and consent, and comply with relevant privacy protection regulations.

[0016] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0017] Example 1 Figure 1 The flowchart of a method for determining the fatigue safety factor is provided in Embodiment 1 of the present invention. This embodiment is applicable to situations where fatigue simulation models of vehicle components are constructed, and the fatigue damage of the components during actual road testing is simulated by the fatigue simulation models. At the same time, the fatigue safety factor of each test point is accurately calculated by combining the basic stress of each test point of the component, so as to provide optimization suggestions for the structural optimization of the component based on the fatigue safety factor of each test point. This method can be executed by a fatigue safety factor determination device, which can be implemented in hardware and / or software. The fatigue safety factor determination device can be configured in a computing device that can execute the fatigue safety factor determination method.

[0018] like Figure 1 As shown, the method includes: S110: Retrieve the fatigue simulation model corresponding to the pre-built target component.

[0019] The fatigue simulation model includes at least one test point, and each test point corresponds to the position of the actual test point of the target component.

[0020] In this context, a target component refers to an independent manufacturing unit or assembly component used in a vehicle. In practical applications, a target component can be a repairable part that needs replacement during vehicle maintenance, or a test component used for durability testing throughout the vehicle's development cycle. For example, a target component can be a vehicle's body and interior / exterior trim, chassis and running system components, powertrain and transmission system components, or electronic and electrical system components. A fatigue simulation model is a digital analysis model built based on the target component's geometry, material properties, and actual operating loads. It is used to simulate and predict the damage accumulation and fatigue life of the target component under cyclic stress in a virtual environment. Test points refer to specific component areas defined in the fatigue simulation model for monitoring physical responses such as stress, strain, or damage accumulation.

[0021] It is understandable that the fatigue simulation model and the target component are strictly one-to-one simulation models. Based on the structural properties of the component, different regions of the target component will experience different forces in actual applications. In order to accurately calculate the fatigue safety factor for each region of the target component, at least one actual test point is determined based on the force information of the target component. Correspondingly, the location regions in the target component that correspond to each actual test point are the test points in the fatigue simulation model.

[0022] In this technical solution, constructing a fatigue simulation model for the target component is essentially to simulate the actual usable lifespan of the target component in a virtual environment. This approach not only significantly reduces the testing costs of vehicle durability testing but also improves testing efficiency and shortens the development cycle through damage equivalence and other treatments. Furthermore, calculating the corresponding fatigue safety factor for each test point in the target component provides a strong foundation for optimizing the component's structure.

[0023] S120. Based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component, determine the comprehensive pseudo-damage of the target component.

[0024] Among them, the actual vehicle load spectrum refers to the data record reflecting the dynamic force, torque, or stress-strain variation of the target component under real driving conditions over time. The standard stress-life curve can be understood as a relationship curve used to characterize the limit number of cycles at which fatigue failure occurs for the target component under different alternating stress amplitudes. The comprehensive pseudo-damage refers to the total fatigue damage value of the target component obtained by calculating the damage step by step based on the stress-life curve without considering the influence of average stress or making average stress correction.

[0025] In this technical solution, taking the centroid acceleration data sequence of the corresponding position of the target component as the data source of the actual vehicle load spectrum as an example, high-precision sensors are deployed on the target component to collect the original road spectrum data of the vehicle driving on real roads or under specified test conditions. After preprocessing the original road spectrum data, the actual vehicle load spectrum corresponding to the target component is obtained.

[0026] Based on this, the load spectrum of the actual vehicle is analyzed and processed, and the continuous time-domain load waveform can be decomposed into multiple sets of independent load cycles. It is understood that each load cycle corresponds to a unique load amplitude range, and the amplitudes of different load cycles differ, thus naturally forming multiple sets of different load amplitudes, and the number of load cycles corresponding to each load amplitude range. The standard stress-number of cycles (SN) curve characterizes the limit number of cycles at which the target component will fail under different alternating stress amplitudes. For each set of load amplitude ranges and its corresponding number of load cycles, the fatigue damage amount under that amplitude can be calculated by combining the stress-number of cycles. Following the same method, the fatigue damage amount of the target component in all load amplitude ranges is determined sequentially, and all damage amounts are superimposed to finally obtain the comprehensive pseudo-damage corresponding to the target component.

[0027] S130. Based on the comprehensive pseudo-damage and damage equivalence rules, determine the target load amplitude corresponding to the fatigue simulation model.

[0028] The damage equivalence rule can be understood as a conversion criterion that keeps the total amount of pseudo-damage to the target component constant, and converts the measured multi-amplitude vehicle load spectrum into a single-amplitude simulated load. The target load amplitude refers to the equivalent single load amplitude assigned to the fatigue simulation model for loading under working conditions after conversion according to the damage equivalence rule.

[0029] In practical applications, the actual vehicle load spectrum of the target component is a time-domain random load signal with random amplitude and complex variations, which cannot be directly used as a constant loading condition input into the fatigue simulation model. Therefore, this technical solution uses damage equivalence rules and the comprehensive pseudo-damage calculated based on the actual vehicle load spectrum of the target component as a benchmark. While keeping the total fatigue damage constant, the actual load effect with multiple levels of variable amplitude is equivalently converted into a single fixed amplitude standard alternating load to obtain the target load amplitude suitable for use in the fatigue simulation model. The advantage of this setting is that it simplifies the simulation loading conditions, reduces computational complexity, and ensures that the simulated fatigue verification effect is consistent with the damage effect of the real road spectrum load, providing a basis for subsequently determining the fatigue safety factor of each test point.

[0030] Optionally, based on the comprehensive pseudo-damage and damage equivalence rules, the target load amplitude corresponding to the fatigue simulation model is determined, including: inputting the comprehensive pseudo-damage and the preset number of load cycles into a pre-set fatigue damage model to obtain the target load amplitude corresponding to the fatigue simulation model.

[0031] The preset load cycle count refers to the number of load cycles that can be customized based on actual needs. For example, the preset load cycle count could be 2 million cycles.

[0032] It is understandable that in the fatigue damage equivalence process, the comprehensive pseudo-damage consists only of the load amplitude and the number of load cycles. Therefore, once the comprehensive pseudo-damage of the target component is determined, the target load amplitude used to simulate the fatigue damage of the target component can be derived from the fatigue damage equivalence rules by custom setting the preset number of load cycles.

[0033] The purpose of this setting is to introduce the equivalent target load amplitude into the fatigue simulation model, which can transform the real and complex random load conditions into standard constant amplitude loading conditions that the fatigue simulation model can adapt to.

[0034] S140. Based on the target load amplitude and the basic stress at each test point in the fatigue simulation model, determine the fatigue safety factor corresponding to each test point.

[0035] Among them, the basic stress refers to the inherent initial stress of the target component in a static assembled state, generated by its own structural weight and installation constraints. The fatigue safety factor is the ratio of the fatigue limit stress at the test point of the target component to the actual working equivalent stress, used to characterize the safety reserve of the test point against fatigue failure.

[0036] Optionally, based on the target load amplitude and the basic stress at each test point in the fatigue simulation model, the fatigue safety factor corresponding to each test point is determined, including: performing static load analysis on the target component to obtain the basic stress at each actual point in the target component, and using the basic stress at each actual point as the basic stress at the test point corresponding to each actual point in the fatigue simulation model; for each test point, the fatigue safety factor corresponding to the current test point is determined based on the basic stress at the current test point, the target load amplitude, and the preset number of load cycles.

[0037] In a specific example, Hypermesh was used to mesh the target component and some connecting parts. Constraints were set for the free ends of the connecting parts, and full constraints were applied to the end faces far from the test component to simulate rigid connections with other parts of the vehicle. This avoided stress distortion in the test component due to excessively close constraint positions, and the target component had no additional constraints. Based on this, gravity loads of 1g (g=9.81m / s²) were applied in the X, Y, and Z directions using the Hypermesh "Gravity Load" tool. 2 In the Optistruct module, perform static load analysis and view the Mises equivalent stress cloud diagram of the H3D file in HyperView to ensure that it conforms to normal patterns.

[0038] Based on this, a new "Static Safety Factor Analysis" task is created in the FEMFAT software. The H3D result file containing stress distribution information is imported, material parameters are set, and in the FEMFAT "Load Association" module, the determined target load amplitude value and the preset load cycle number are associated with the H3D result file in the direction. The analysis is then submitted, and the fatigue safety factor corresponding to each test point is output. The structure of the target component is then optimized based on the fatigue safety factor of each test point.

[0039] The technical solution of this invention involves retrieving a pre-constructed fatigue simulation model corresponding to the target component; determining the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component; determining the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules; and determining the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress at each test point in the fatigue simulation model. This technical solution, by constructing a fatigue simulation model corresponding to the target component, can accurately reproduce the stress state and fatigue damage evolution law of components under real road conditions, even without actual vehicle testing scenarios. Furthermore, the fatigue simulation model can reduce the cost and testing cycle of durability testing of target components. Simultaneously, based on the fatigue damage equivalence principle, it can quickly simulate the equivalent fatigue damage of the target component under real road conditions, improving the efficiency of durability testing of target components. Based on this, by equating the forces of different magnitudes experienced by the target component during the testing process to corresponding load amplitudes, and statistically analyzing the number of load cycles for each load amplitude range, the pseudo-damage to be superimposed on the target component under each load amplitude range is determined based on the ratio of the number of load cycles in each load amplitude range to the maximum number of load cycles of the target component under the standard stress-life curve. Then, the comprehensive pseudo-damage corresponding to the target component is obtained based on the sum of all pseudo-damages to be superimposed. Furthermore, by inputting a preset number of load cycles into the fatigue simulation model using the comprehensive pseudo-damage and damage equivalence rules, the equivalent target load amplitude of the target component is determined. This allows for the simulation of the actual fatigue damage of the target component by loading the target load amplitude into the fatigue simulation model. Simultaneously, by combining the base stress at each test point of the target component, the fatigue safety factor corresponding to each test point can be determined, thus determining whether the durability of the target component is qualified and providing effective suggestions for structural optimization of the target component. This invention addresses the problems in existing technologies for durability testing of vehicle components, where limitations in testing time can lead to the loss of key test information or reliance on precise simulation models, resulting in inaccurate fatigue test results or lengthy testing times. By constructing a fatigue simulation model corresponding to the component and simulating comprehensive pseudo-damage of the component using the damage equivalence principle, and by combining the basic stress at each test point of the component, the fatigue safety factor of each test point can be accurately calculated. This shortens the testing cycle of components and improves the accuracy of precise fatigue test results.

[0040] Example 2 Figure 2 The flowchart shows a method for determining the fatigue safety factor provided in Embodiment 2 of the present invention. Optionally, the comprehensive pseudo-damage of the target component is refined based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component.

[0041] like Figure 2 As shown, the method includes: S210, retrieve the fatigue simulation model corresponding to the pre-built target component.

[0042] S220: Based on the high-precision sensors deployed on the target component, the actual vehicle load spectrum of the target component is obtained, and the actual vehicle load spectrum is preprocessed to obtain the data to be used.

[0043] The data to be used can be understood as the data obtained after preprocessing the actual vehicle load spectrum. The data preprocessing includes noise reduction, zero drift removal, outlier removal, and filtering.

[0044] In a specific example, based on the experimental requirements, high-precision sensors suitable for measuring vehicle dynamic loads are selected. Following the design scheme, the selected accelerometers are installed at the center of mass of the target component within the vehicle. After installation, all sensors are calibrated and debugged to ensure the acquisition system can stably and accurately acquire load signals. Based on this, the test vehicle travels at specified speeds on various reinforced surfaces at the test track, collecting the actual vehicle load spectrum corresponding to the target component. The actual vehicle load spectrum is collected according to the test track's reinforced durability test specifications and stored in the storage device. Each test involves at least 3-6 cycles, with the most stable data cycles selected as the basis for subsequent analysis. To facilitate data processing and analysis, the stored data is rationally named and categorized. The naming rules should include key information such as the test track name, vehicle model, vehicle status, operating condition type, and acquisition time.

[0045] Based on this, during the actual data acquisition process at the test site, the original signal will inevitably be subject to various types of noise interference. This noise will distort the signal and seriously affect the accuracy of subsequent fatigue damage analysis of components. Therefore, targeted suppression is necessary. For example, a Butterworth low-pass filter can be selected, whose amplitude-frequency characteristics satisfy the formula: Where n is the filter order. For the amplitude-frequency response of the filter, The frequency of the input signal, It is the cutoff frequency.

[0046] By reasonably adjusting n and It can effectively preserve the characteristics of the actual vehicle load spectrum while filtering out high-frequency noise to the maximum extent and avoiding signal distortion.

[0047] Zero drift refers to the phenomenon where the zero point of a signal slowly shifts when there is no external stimulus change. This is mainly caused by factors such as sensor temperature drift, circuit aging, and changes in ambient temperature and humidity. To eliminate zero drift, a mean-based zero drift correction method is used. Let the acquired original signal sequence be... (That is, the filtered vehicle load spectrum), the signal sequence is divided into several time periods of length N, and the mean of the signal is calculated in each time period. : Then each data point within that time period Subtract the mean The corrected signal is obtained. : Furthermore, outliers are detected and handled using the statistically based 3σ principle. When a data point... satisfy When the value is determined to be outlier, then... Let σ be the data mean and σ be the data standard deviation. For detected outliers, the mean or median of nearby data can be used as a replacement, depending on the specific circumstances.

[0048] In summary, the data to be used is obtained by preprocessing the load spectrum of the actual vehicle.

[0049] S230. Perform rainflow statistical processing on the data to be used to obtain the rainflow matrix.

[0050] In this matrix, the row dimension corresponds to the load amplitude range, the column dimension corresponds to the load mean range, and the matrix elements are the load cycle number under the corresponding combination of load amplitude range and load mean range.

[0051] Building upon the example above, when performing rainflow statistical processing on the data to be used, the data is arranged strictly in chronological order, with the first load peak or trough as the starting point of the "raindrop." The "raindrop" flows vertically downwards along the load curve. Its flow terminates when it encounters a trough lower than the starting point (if starting from a peak), a higher peak (if starting from a trough), or reaches the end of the data sequence, corresponding to a complete load cycle. Each cycle contains two key parameters: load amplitude and load mean. By traversing the entire load time history, comprehensive information on all load cycles can be obtained. To systematically summarize this information, a rainflow matrix R is introduced. The rainflow matrix uses rows and columns to correspond to different load amplitude and load mean intervals, respectively. Matrix elements... Record the number of times the amplitude is in the i-th interval and the mean is in the j-th interval.

[0052] S240. Based on the load amplitude range, load cycle number and standard stress-life curve of the target component, determine the comprehensive pseudo-damage of the target component.

[0053] Based on the above example, without considering the specific structure, we directly treat all load signals as generalized stress, take the generalized stress as input, use the specified standard SN curve, and then perform cyclic counting and damage accumulation in the same way as calculating the real fatigue damage. The damage value obtained in this way is called pseudo damage, also known as nominal damage.

[0054] The generalized stress signal is processed by peak-valley value editing and rainflow counting to extract stress cycles. Since the calculation of pseudo-damage value only considers stress amplitude and does not need to consider the influence of average stress, the standard SN curve and Miner's linear damage accumulation criterion are used to calculate the damage value of each stress cycle without average stress correction. The summation of these values ​​gives the pseudo-damage value of the load signal.

[0055] The standard SN curve formula used is as follows: In the formula, N is the fatigue life of the specimen under the action of amplitude S; S is the generalized stress amplitude; C is the material constant; and k is the fatigue strength index.

[0056] Optionally, based on the load amplitude range, the number of load cycles, and the standard stress-life curve of the target component, the comprehensive pseudo-damage of the target component is determined, including: traversing each load amplitude range in the rainflow matrix, determining the pseudo-damage to be superimposed for each load amplitude range according to the number of load cycles corresponding to each load amplitude range and the number of fatigue failure cycles corresponding to the corresponding load amplitude range; and accumulating the pseudo-damage to be superimposed for all load amplitude ranges to obtain the comprehensive pseudo-damage corresponding to the target component.

[0057] The fatigue failure cycle count is obtained from the standard stress-life curve of the target component. The fatigue failure cycle count can be understood as the ultimate load cycle that the target component can withstand under a given load amplitude to achieve fatigue failure under standard test conditions. The spurious damage to be superimposed can be understood as the amount of single-stage fatigue damage obtained by the ratio of the actual load cycle count to the corresponding fatigue failure cycle count within a single load amplitude range.

[0058] Based on the above example, according to Miner's linear cumulative damage theory, the comprehensive pseudo-damage of the target component is obtained by the cumulative amount of damage caused to the target component by each stress cycle. Wherein, the pseudo-damage of a single stress cycle is 1 / N, then the damage caused by n constant amplitude loads is n / N.

[0059] Specifically, the overall pseudo-damage D of the target component can be determined using the following formula: In the formula, D represents the comprehensive pseudo-damage, and i is the stress level number of the variable amplitude load. This represents the number of load cycles corresponding to the i-th load amplitude range. This represents the fatigue damage amount corresponding to the i-th level load amplitude range.

[0060] S250. Based on the comprehensive pseudo-damage and damage equivalence rules, the target load amplitude corresponding to the fatigue simulation model is determined.

[0061] S260. Based on the target load amplitude and the basic stress at each test point in the fatigue simulation model, determine the fatigue safety factor corresponding to each test point.

[0062] Optionally, for each test point, the optimization information corresponding to the current test point is determined based on the comparison between the current fatigue safety factor and the preset fatigue safety factor; based on the optimization information of all test points, a structural optimization report corresponding to the target component is generated.

[0063] The "information to be optimized" can be understood as improvement suggestions for structural adjustments or material replacements targeting weak points in the fatigue resistance of the test points. Simply put, the information to be optimized is guidance information that can be used to improve the overall durability and fatigue resistance of the test points. The structural optimization report is a document containing the optimization information for all test points.

[0064] In practical applications, the basic stress at each test point of the target component is different, therefore the fatigue safety factor corresponding to each test point is also different during the testing process. To ensure the overall stability and safety of the target component, the fatigue safety factor corresponding to each test point can be compared with the preset fatigue safety factor corresponding to each test point, and optimization information corresponding to each test point can be generated based on the comparison results. For example, the target load amplitude corresponding to the target component can be associated with the static load analysis results of the target component according to the actual force direction. If the fatigue safety factor corresponding to the test point is less than the corresponding preset fatigue safety factor, it indicates that the durability of the corresponding test point is insufficient. Optimization information corresponding to the test point is then generated, and all optimization information corresponding to the test points is summarized to generate a structural optimization report, providing developers with a reference direction for optimizing the target component.

[0065] The technical solution of this invention involves retrieving a pre-constructed fatigue simulation model corresponding to the target component; determining the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component; determining the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules; and determining the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress at each test point in the fatigue simulation model. This technical solution, by constructing a fatigue simulation model corresponding to the target component, can accurately reproduce the stress state and fatigue damage evolution law of components under real road conditions, even without actual vehicle testing scenarios. Furthermore, the fatigue simulation model can reduce the cost and testing cycle of durability testing of target components. Simultaneously, based on the fatigue damage equivalence principle, it can quickly simulate the equivalent fatigue damage of the target component under real road conditions, improving the efficiency of durability testing of target components. Based on this, by equating the forces of different magnitudes experienced by the target component during the testing process to corresponding load amplitudes, and statistically analyzing the number of load cycles for each load amplitude range, the pseudo-damage to be superimposed on the target component under each load amplitude range is determined based on the ratio of the number of load cycles in each load amplitude range to the maximum number of load cycles of the target component under the standard stress-life curve. Then, the comprehensive pseudo-damage corresponding to the target component is obtained based on the sum of all pseudo-damages to be superimposed. Furthermore, by inputting a preset number of load cycles into the fatigue simulation model using the comprehensive pseudo-damage and damage equivalence rules, the equivalent target load amplitude of the target component is determined. This allows for the simulation of the actual fatigue damage of the target component by loading the target load amplitude into the fatigue simulation model. Simultaneously, by combining the base stress at each test point of the target component, the fatigue safety factor corresponding to each test point can be determined, thus determining whether the durability of the target component is qualified and providing effective suggestions for structural optimization of the target component. This invention addresses the problems in existing technologies for durability testing of vehicle components, where limitations in testing time can lead to the loss of key test information or reliance on precise simulation models, resulting in inaccurate fatigue test results or lengthy testing times. By constructing a fatigue simulation model corresponding to the component and simulating comprehensive pseudo-damage of the component using the damage equivalence principle, and by combining the basic stress at each test point of the component, the fatigue safety factor of each test point can be accurately calculated. This shortens the testing cycle of components and improves the accuracy of precise fatigue test results.

[0066] Example 3 Figure 3 This is a schematic diagram of a device for determining the fatigue safety factor provided in Embodiment 3 of the present invention. Figure 3As shown, the device includes: a model retrieval module 310, a comprehensive pseudo-damage determination module 320, a loading amplitude determination module 330, and a fatigue safety factor determination module 340.

[0067] The model retrieval module 310 is used to retrieve the fatigue simulation model corresponding to the pre-constructed target component; wherein the fatigue simulation model includes at least one test point, and each test point corresponds to the position of the actual test point of the target component. The comprehensive pseudo-damage determination module 320 is used to determine the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component. The load amplitude determination module 330 is used to determine the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules. The fatigue safety factor determination module 340 is used to determine the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress of each test point in the fatigue simulation model.

[0068] The technical solution of this invention involves retrieving a pre-constructed fatigue simulation model corresponding to the target component; determining the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component; determining the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules; and determining the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress at each test point in the fatigue simulation model. This technical solution, by constructing a fatigue simulation model corresponding to the target component, can accurately reproduce the stress state and fatigue damage evolution law of components under real road conditions, even without actual vehicle testing scenarios. Furthermore, the fatigue simulation model can reduce the cost and testing cycle of durability testing of target components. Simultaneously, based on the fatigue damage equivalence principle, it can quickly simulate the equivalent fatigue damage of the target component under real road conditions, improving the efficiency of durability testing of target components. Based on this, by equating the forces of different magnitudes experienced by the target component during the testing process to corresponding load amplitudes, and statistically analyzing the number of load cycles for each load amplitude range, the pseudo-damage to be superimposed on the target component under each load amplitude range is determined based on the ratio of the number of load cycles in each load amplitude range to the maximum number of load cycles of the target component under the standard stress-life curve. Then, the comprehensive pseudo-damage corresponding to the target component is obtained based on the sum of all pseudo-damages to be superimposed. Furthermore, by inputting a preset number of load cycles into the fatigue simulation model using the comprehensive pseudo-damage and damage equivalence rules, the equivalent target load amplitude of the target component is determined. This allows for the simulation of the actual fatigue damage of the target component by loading the target load amplitude into the fatigue simulation model. Simultaneously, by combining the base stress at each test point of the target component, the fatigue safety factor corresponding to each test point can be determined, thus determining whether the durability of the target component is qualified and providing effective suggestions for structural optimization of the target component. This invention addresses the problems in existing technologies for durability testing of vehicle components, where limitations in testing time can lead to the loss of key test information or reliance on precise simulation models, resulting in inaccurate fatigue test results or lengthy testing times. By constructing a fatigue simulation model corresponding to the component and simulating comprehensive pseudo-damage of the component using the damage equivalence principle, and by combining the basic stress at each test point of the component, the fatigue safety factor of each test point can be accurately calculated. This shortens the testing cycle of components and improves the accuracy of precise fatigue test results.

[0069] Optionally, the comprehensive pseudo-damage determination module includes: a data processing unit, used to acquire the actual vehicle load spectrum of the target component based on high-precision sensors deployed on the target component, and to preprocess the actual vehicle load spectrum to obtain the data to be used; The rainflow matrix determination unit is used to perform rainflow statistical processing on the data to be used to obtain the rainflow matrix; wherein, the row dimension of the rainflow matrix corresponds to the load amplitude interval, the column dimension corresponds to the load mean interval, and the matrix element is the load cycle number under the combination of the corresponding load amplitude interval and load mean interval. The comprehensive pseudo-damage determination unit is used to determine the comprehensive pseudo-damage of the target component based on the load amplitude range, the number of load cycles, and the standard stress-life curve of the target component.

[0070] Optionally, the comprehensive pseudo-damage determination unit includes: a pseudo-damage determination sub-unit to be superimposed, used to traverse each load amplitude interval in the rainflow matrix, and determine the pseudo-damage to be superimposed for each load amplitude interval based on the load cycle number corresponding to each load amplitude interval and the fatigue failure cycle number corresponding to the corresponding load amplitude interval; wherein, the fatigue failure cycle number is obtained from the standard stress-life curve of the target component. The comprehensive pseudo-damage determination sub-unit is used to accumulate the pseudo-damages to be superimposed corresponding to all load amplitude ranges to obtain the comprehensive pseudo-damage corresponding to the target component.

[0071] Optionally, an amplitude determination module is added to input the comprehensive pseudo-damage and the preset number of load cycles into a pre-set fatigue damage model to obtain the target load amplitude corresponding to the fatigue simulation model.

[0072] Optionally, the fatigue safety factor determination module includes: a basic stress determination unit, which is used to perform static load analysis on the target component, obtain the basic stress at each actual point in the target component, and use the basic stress at each actual point as the basic stress at the test point corresponding to each actual point in the fatigue simulation model. The fatigue safety factor determination unit is used to determine the fatigue safety factor corresponding to each test point based on the foundation stress, target load amplitude, and preset load cycle number of the current test point.

[0073] Optionally, the fatigue safety factor determination device further includes: an optimization information determination module, used to determine the optimization information corresponding to the current test point based on the comparison result between the current fatigue safety factor of the test point and the preset fatigue safety factor for each test point; The report generation unit is used to generate a structural optimization report for the target component based on the optimization information of all test points.

[0074] The fatigue safety factor determination device provided in this embodiment of the invention can execute the fatigue safety factor determination method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0075] Example 4 Figure 4 A schematic diagram of the structure of an electronic device 10 according to an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0076] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0077] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0078] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as methods for determining fatigue safety factors.

[0079] In some embodiments, the method for determining the fatigue safety factor may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the method for determining the fatigue safety factor described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the method for determining the fatigue safety factor by any other suitable means (e.g., by means of firmware).

[0080] Various implementations of the systems and techniques described above herein can be implemented in digital circuit systems, integrated circuits, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-chips (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0081] Computer programs used to implement the method for determining the fatigue safety factor of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The computer programs can be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0082] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0083] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0084] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0085] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0086] Example 5 This invention also provides a computer program product, including a computer program that, when executed by a processor, implements the method for determining the fatigue safety factor as provided in any embodiment of this application.

[0087] In implementing the computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0088] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0089] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for determining the fatigue safety factor, characterized in that, include: Retrieve a pre-constructed fatigue simulation model corresponding to the target component; wherein, the fatigue simulation model includes at least one test point, and each test point corresponds to the position of the actual test point of the target component; Based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component, the comprehensive pseudo-damage of the target component is determined; Based on the comprehensive pseudo-damage and damage equivalence rules, the target load amplitude corresponding to the fatigue simulation model is determined; Based on the target load amplitude and the basic stress at each test point in the fatigue simulation model, the fatigue safety factor corresponding to each test point is determined.

2. The method according to claim 1, characterized in that, The determination of the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component includes: The actual vehicle load spectrum of the target component is obtained based on the high-precision sensors deployed on the target component, and the actual vehicle load spectrum is preprocessed to obtain the data to be used. Rainflow statistics are performed on the data to be used to obtain a rainflow matrix; wherein, the row dimension of the rainflow matrix corresponds to the load amplitude range, the column dimension corresponds to the load mean range, and the matrix elements are the load cycle number under the combination of the corresponding load amplitude range and load mean range. Based on the load amplitude range, the number of load cycles, and the standard stress-life curve of the target component, the comprehensive pseudo-damage of the target component is determined.

3. The method according to claim 2, characterized in that, The determination of the comprehensive pseudo-damage of the target component based on the load amplitude range, the number of load cycles, and the standard stress-life curve of the target component includes: The load amplitude ranges in the rainflow matrix are traversed, and the pseudo-damage to be superimposed for each load amplitude range is determined based on the number of load cycles corresponding to each load amplitude range and the number of fatigue failure cycles corresponding to the corresponding load amplitude range; wherein, the number of fatigue failure cycles is obtained from the standard stress-life curve of the target component. The pseudo-damage to be superimposed corresponding to all load amplitude ranges is accumulated to obtain the comprehensive pseudo-damage corresponding to the target component.

4. The method according to claim 1, characterized in that, The determination of the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules includes: The combined pseudo-damage and the preset number of load cycles are input into a pre-set fatigue damage model to obtain the target load amplitude corresponding to the fatigue simulation model.

5. The method according to claim 1, characterized in that, The determination of the fatigue safety factor for each test point based on the target load amplitude and the foundation stress at each test point in the fatigue simulation model includes: Static load analysis is performed on the target component to obtain the basic stress at each actual point in the target component, and the basic stress at each actual point is used as the basic stress at the test point corresponding to each actual point in the fatigue simulation model. For each test point, the fatigue safety factor corresponding to the current test point is determined based on the basic stress, target load amplitude, and preset load cycle number of the current test point.

6. The method according to claim 1, characterized in that, Also includes: For each test point, the optimization information corresponding to the current test point is determined based on the comparison between the fatigue safety factor of the current test point and the preset fatigue safety factor. Based on the optimization information of all test points, a structural optimization report corresponding to the target component is generated.

7. A device for determining the fatigue safety factor, characterized in that, include: The model retrieval module is used to retrieve the fatigue simulation model corresponding to the pre-constructed target component; wherein, the fatigue simulation model includes at least one test point, and each test point corresponds to the position of the actual test point of the target component; The comprehensive pseudo-damage determination module is used to determine the comprehensive pseudo-damage of the target component based on the actual vehicle load spectrum and standard stress-life curve corresponding to the target component. The amplitude determination module is used to determine the target load amplitude corresponding to the fatigue simulation model based on the comprehensive pseudo-damage and damage equivalence rules. The fatigue safety factor determination module is used to determine the fatigue safety factor corresponding to each test point based on the target load amplitude and the basic stress of each test point in the fatigue simulation model.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the method for determining the fatigue safety factor according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the method for determining the fatigue safety factor as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the method for determining the fatigue safety factor as described in any one of claims 1-6.

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