CN114491863A - Reliability simulation analysis method for threaded connection pair of main bearing seat of engine - Google Patents
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Abstract
A reliability simulation analysis method for a threaded connection pair of a main bearing seat of an engine is characterized by firstly calculating crankshaft dynamics and then coupling the boundary of an EHD (extreme EHD) load of a crankshaft to a bearing bush of the main bearing seat, so that the stress and fatigue safety coefficient of a global finite element model of the main bearing seat are calculated; and then establishing a threaded connection pair finite element sub-model, so that the coordinates of the main bearing seat global finite element model and the threaded connection pair finite element sub-model are completely consistent. And then, calculating the accurate stress of each thread tooth based on the displacement result of the main bearing seat global finite element model at the boundary of the threaded connection secondary finite element sub-model as the driving input, and then calculating and judging the fatigue safety coefficient of the thread tooth. The method can greatly improve the simulation precision of the threaded connection pair, well identify the potential reliability risk of the heavy thread pair in the early stage of design, and carry out design optimization in time; effectively reducing the development period, reducing the repeated cost of subsequent tests and avoiding the problem of product market quality.
Description
Technical Field
The invention belongs to the technical field of CAE simulation analysis, and particularly relates to an accurate CAE simulation calculation analysis technology for a threaded connection pair of a main bearing seat of an engine.
Background
The bolt connection is used as a main connection mode between parts of automobiles, particularly power assemblies, and the connection reliability is very critical; if the design is not up to standard, the conditions of bolt breakage, tooth slippage and cracking of the connected piece can occur.
In the finite element strength calculation of the power assembly structure which is universal in engineering, the appearance of the threaded connection pair is simplified, and the characteristics of the thread are not considered. Because the typical engineering powertrain finite element size is 2-3mm, while the single common pitch is 1.5 mm. The power assembly body, such as a cylinder body, a cylinder cover and a transmission box body, has a complex geometric model and generally adopts a second-order tetrahedral mesh with high rigidity and automatic division; the mesh transition performance of different areas is poor; and if the unit size of the grid model is too small (< 1 mm), the whole finite element model is huge in scale, the pretreatment time is very long, the calculation time is too long or convergence cannot be realized, and the engineering requirement cannot be met.
For example, the main bearing seat of a six-hybrid supercharged engine with certain performance upgrading has the phenomenon of repeated penetrating cracking of the thread root of a cylinder body in the development process, and the reliability results (stress and safety factor) of the thread root are not concerned and judged due to the calculation accuracy and engineering experience of the traditional CAE analysis of the main bearing seat; and the modeling and calculation precision of the existing main bearing seat strength analysis is low in optimization sensitivity, design optimization cannot be specified, and engineering requirements cannot be met.
Disclosure of Invention
Aiming at the condition that the simulation precision of the reliability of the threaded connection pair of the conventional power assembly is poor, the invention provides a method for simulating and analyzing the reliability of the threaded connection pair of an engine main bearing seat, and based on the design and development of the engine main bearing seat, a simulation method for coupling a global finite element model and a sub-model (locally refined finite elements) is established, so that the calculation precision is improved; and guiding the optimization design of the product and solving the engineering problem.
The technical scheme of the invention is as follows:
a method for simulating and analyzing the reliability of a threaded connection pair of an engine main bearing seat comprises the following steps:
and 2, calculating the strength and fatigue safety factor of the main bearing seat global finite element model based on bearing load input of crankshaft EHD dynamics.
And 3, establishing a threaded connection auxiliary finite element sub-model, and enabling the coordinates of the threaded connection auxiliary finite element sub-model to be completely consistent with the coordinates of the main bearing seat global finite element model. And taking the displacement calculation result of each load step of the main bearing seat global finite element model at the boundary of the threaded connection auxiliary finite element sub-model as the driving boundary of the threaded connection auxiliary finite element sub-model, thereby calculating the accurate stress and displacement of the threaded screw teeth.
And 4, performing fatigue calculation and reliability evaluation on the stress result of the threaded connection pair finite element submodel.
Further, the step 1 specifically includes:
step 1.1, carrying out finite element gridding division and modal compression on the main bearing seat and the crankshaft geometric model, extracting data information files such as a mass matrix and a rigidity matrix of the main bearing seat and the crankshaft geometric model, and cylinder pressure curves of different engine rotating speeds, and inputting the data information files and the cylinder pressure curves into a crankshaft dynamics analysis model.
Step 1.2, mapping the main bearing load calculated by crankshaft three-dimensional EHD dynamics to a bearing bush inner surface node of a main bearing seat global finite element model to be used as load input of main bearing seat finite element analysis.
Further, the step 2 specifically includes:
and 2.1, building a main bearing seat global finite element model.
And 2.2, calculating a finite element result of the main bearing seat global finite element model, including stress and displacement.
And 2.3, calculating a safety coefficient distribution cloud picture according to a stress result of the main bearing seat global finite element model, and finding out an area with a smaller safety coefficient.
Step 2.4, judging whether the design needs to be optimized according to the safety coefficient calculation result of the step 2.3; if so, returning to the step 1.
Further, the step 3 specifically includes:
step 3.1 establishes a fine micron-sized screw connection secondary finite element sub-model, and sets BOUNDARY grid nodes thereof to define driving nodes ([ BOUNDARY, SUBMODEL).
The method specifically comprises the following steps: dividing the geometrical characteristic details of the thread by a micron-sized grid size unit, and setting the contact pair state of the thread pair into a small-sliding contact pair type; and the coordinates of the threaded connection secondary finite element sub-model and the coordinates of the main bearing seat global finite element model are completely consistent.
STEP 3.2, inputting the displacement result of the driving boundary node of the main bearing seat global finite element model defined in STEP 3.1 as the boundary load condition of the threaded connection secondary finite element sub-model in the corresponding crankshaft load STEP by using an 'include, input' command, so as to calculate the stress and displacement result of the threaded connection secondary finite element sub-model.
Step 3.3 difference evaluation: and (4) comparing the calculated displacement values of the main bearing seat global finite element model and the threaded connection secondary finite element sub-model at the driving boundary, and if the difference meets the requirement, such as less than or equal to 5%, performing step 4.
Further, the step 4 specifically includes:
step 4.1, calculating the fatigue safety coefficient of each load crankshaft step based on the stress calculation result of each load crankshaft step of the threaded connection auxiliary finite element sub-model;
step 4.2 index evaluation: if the fatigue safety coefficient calculation result of the threaded connection pair finite element submodel is lower than the judgment standard, for example, more than or equal to 1.05, returning to the step 1 to optimize the main bearing structure; and if the requirements are met, ending.
According to the technical scheme, the invention discloses an accurate simulation calculation method for the reliability of a threaded connection pair of a power assembly (main bearing seat) structure, which comprises the following steps: firstly, calculating three-dimensional EHD dynamics of a crankshaft, and then coupling a load boundary of a main bearing EHD to an inner surface node of a main bearing shell finite element so as to calculate the stress (strength) and fatigue safety coefficient of a main bearing seat global finite element model; and then establishing an accurate threaded connection pair finite element submodel (the dimension of a micron-sized finite element unit, the geometric shape of a screw tooth is accurately divided, and a threaded pair contact pair of a small slip type is arranged), and enabling the coordinates of the threaded connection pair finite element submodel and the coordinates of the main bearing seat global finite element model to be completely consistent. And then inputting the displacement result of the main bearing seat global finite element model at the threaded connection auxiliary finite element boundary as a driving load boundary, so as to calculate the accurate stress value of the thread, and then carrying out fatigue calculation and risk judgment on the accurate stress value.
The CAE simulation analysis method flow can greatly improve the simulation precision of the threaded connection pair, well identify the reliability potential risk of the critical threaded pair in the early stage of design, optimize the design in time, reduce the development period and the test turn cost, and effectively avoid the product market quality problem.
Drawings
Fig. 1 is a structural view of a main bearing of a related art engine.
FIG. 2 is a sub-finite element model of a threaded connection pair.
FIG. 3 is a logic diagram of the method flow of the present invention.
Wherein in the figure:
1-main bearing seat, 2-main bearing cap, 3A-left fastening bolt, 3B-right fastening bolt, 4-upper main bearing bush, 5-lower main bearing bush, 6A-main bearing cap left side spigot positioning, 6B-main bearing cap right side spigot positioning, 7-main journal load, 8-inclined oil duct, 9-screw connection pair finite element sub-model boundary condition, 10A-screw hole geometric model, 10B-screw hole finite element network model, 11A-screw thread geometric model, 11B-screw thread finite element network model, 12A-single screw thread connection pair geometry, 12B-single screw thread connection pair finite element network model.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings:
the sub model (Submodel) analysis technology related to the method is a CAE simulation method based on the Saint-Weinan principle, namely, if the actual distributed load is replaced by the equivalent load, the stress and the strain only change near the position where the load is applied. The stress concentration effect is only generated at the load concentration position, and if the position of the sub-model is far away from the stress concentration position, a more accurate calculation result can be obtained in the sub-model.
The method has the advantages that 1) the traditional analysis method needs to re-model the modified parts and place the parts in the whole analysis model for re-analysis, so that the result of the region of interest is obtained, and the pretreatment and calculation time is long. 2) The sub-model analysis technology (Submodel) can avoid the whole model and only perform local special technical treatment on the concerned part of the model, extracts boundary conditions from the result of the previous complete calculation for calculation, can reduce or even cancel the complex stress transmission area required in the finite element solid model, thereby obtaining the simulation result of the concerned area, can perform rapid analysis and comparison on multiple design schemes (such as different fillet radii), saves a large amount of calculation time, and has accurate result.
The general design structure schematic diagram of the main bearing seat of the engine shown in fig. 1: the main bearing cover 2 is fixed on a main bearing seat 1 of the cylinder body through a left fastening bolt 3A and a right fastening bolt 3B, and meanwhile, the allowance height of an upper main bearing shell 4 and a lower main bearing shell 5 needs to be considered during the assembling working condition; the rabbet positioning 6A and 6B on the left side and the right side of the main bearing cap are provided with interference magnitude, and the pin bush type main bearing cap 2 is provided with pin bush interference magnitude. The main bearing seat 1 structure bears the gas explosion pressure of the crankshaft main shaft diameter 7 and the action of the crankshaft system rotation inertia force in the running process of an engine. In general, the main bearing housing 1 strength analysis is as described in the introduction of the background art, the finite element mesh model is also basically the same as that of fig. 1, and the cylinder body 1 is a complete geometric model; due to the limitation of modeling and calculation period, the geometrical details of the threads of the thread pair are generally not considered, and the TIED mode is adopted for binding, so that the finite element calculation result at the threads has poor precision and is generally not considered. Practice shows that the main bearing seat global finite element model has low optimization sensitivity on the thread position and cannot meet engineering requirements.
Therefore, the invention builds a micron-sized accurate finite element submodel of the hexahedral threaded connection pair based on engineering practice. The left side view of figure 2 is a cross-sectional view of the primary bearing-housing threaded connection secondary local geometric model sectioned from the primary bearing-housing global geometric model. The middle diagram of FIG. 2 is a grid section of the threaded connection secondary finite element submodel. In order to improve the calculation precision, the method adopts a hexahedral unit with the highest simulation precision divided in a full manual mode to divide the geometric appearance of each screw tooth in detail. The right side of FIG. 2 is a detailed enlarged view of a finite element mesh model 12B of a single thread screw connection pair; the method adopts micrometer unit size for the finite element mesh of the screw thread connecting secondary screw thread, namely the minimum unit width is only 50 μm. Therefore, the actual working stress of the screw teeth can be simulated extremely accurately. The number of units of the thread pair finite element submodel reaches 32 ten thousand, and the number of nodes reaches 35 ten thousand; even more than the main bearing housing global finite element model (19 ten thousand elements, 30 ten thousand nodes). To improve convergence, the mesh nodes of the thread contact pairs are spatially in one-to-one correspondence.
The following detailed description is made on the method for accurately simulating and calculating the reliability of the threaded connection pair of the main bearing seat of the engine based on the method flow chart of the invention shown in fig. 3:
s301 and S303, preparing a primary conceptual design geometric assembly model of the main bearing seat and a geometric model of the crankshaft system.
S302, finite element meshing and modal compression are carried out on the main bearing seat and the crankshaft system by using finite element software, and data information files such as mass matrixes, rigidity matrixes and the like of the main bearing seat and the crankshaft system are extracted.
And S305, inputting the mass and rigidity matrix file of S302 and cylinder pressure curves of S304 at different engine speeds into the crankshaft dynamics analysis model.
S306, projecting the calculation result of the main shaft radial load EHD (Elastic Hydraulic Dynamics) of the crankshaft Dynamics on a grid model of the main shaft bushing.
The steps can be implemented as follows, for example, by AVL-Excite software crankshaft dynamics EHD (Elasto Hydrodynamics) load analysis, the stress of the main bearing in each direction under the rated speed working condition is obtained. And selecting a maximum load working condition point of the main bearing in the direction of Y, Z, and mapping the main bearing load corresponding to the working condition point to a finite element model node of the main bearing shell to be used as the load input of the finite element analysis of the main bearing seat. For structural fatigue calculations, bearing load outputs at least four operating point times are typically selected during an engine operating cycle.
S307, establishing a main bearing seat global finite element model, applying bolt assembling axial force S308, bearing bush interference assembling S309 and main bearing cover spigot or pin sleeve type interference assembling S310, and inputting the mapping input of the main bearing EHD calculation result of the main bearing bush in the step S306.
S311 and S312, calculating the stress and displacement results of the main bearing seat global finite element model, inputting the stress and displacement results into professional fatigue simulation software, calculating a safety coefficient distribution cloud chart of the main bearing seat global finite element model, and finding out an area with a smaller safety coefficient.
And S313, evaluating whether the main bearing seat structure needs to be designed and optimized according to the evaluation standard.
And S314, extracting boundary conditions of the threaded connection secondary finite element sub-model from the calculation result of the main bearing seat global finite element model in S311, as shown by a 9-dotted line box in FIG. 1.
S315, establishing a micron-grade fine screw thread connection pair finite element submodel, and in order to improve the calculation precision, adopting a hexahedral unit with the highest simulation precision divided in a full manual mode, setting a unit size Small enough as shown in FIG. 2, dividing the thread geometric morphology of the screw thread pair in detail, and setting a Small Sliding contact pair type closer to the actual type between the hexahedral unit and the screw thread pair. The right side of FIG. 2 is a detailed enlarged view of a finite element mesh model 12B of a single thread screw connection pair; the method adopts micrometer unit size for the finite element grid of the screw thread connecting auxiliary screw teeth, and the minimum unit width is only 50 mu m. To improve convergence, the mesh nodes of the thread contact pairs are spatially in one-to-one correspondence.
And S316, defining the boundary grid node set of the threaded connection pair finite element submodel as displacement driving input, and inputting the boundary displacement calculation result of the main bearing seat global finite element model in the S315 as the boundary condition of the corresponding load STEP of the threaded connection pair finite element submodel, so as to calculate the stress and displacement result of the threaded connection pair finite element submodel.
And S317, comparing the displacement values of the calculation results of the main bearing seat global finite element model and the threaded connection pair finite element submodel, and if the difference is less than 5%, indicating that the boundary condition of the threaded connection pair finite element submodel is accurately set and the simulation calculation result is credible.
And S318 and S319, respectively calculating the stress (displacement) and fatigue safety coefficient of the threaded connection auxiliary finite element sub-model.
For example, in actual operation, in order to ensure the simulation precision, the meshes of the threaded connection auxiliary finite element sub-model adopt hexahedral mesh units which are divided by hands and have the highest quality level; the minimum meshing unit size of the thread contact surface is only 50 mu m; in order to improve the convergence of calculation, the positions of the nodes of the finite element grids of the thread contact pairs are in one-to-one correspondence. Applying a command of 'SUBMODEL' of DS _ ABAQUS, taking a displacement calculation result of a boundary (an interface shown as a 9-dotted line frame in figure 1) of a main bearing seat global finite element model as node displacement drive, and solving stress and displacement values of working condition loads of each crankshaft of the threaded connection auxiliary finite element SUBMODEL; and then, calculating the fatigue safety coefficient of the screw threads of the threaded connection auxiliary finite element sub-model by using a TransMAX module of FEMFAT software.
Finally, judging the index in S320: if the calculation results of the thread tooth stress and the fatigue safety coefficient of the thread connection pair finite element submodel cannot meet the judgment standard, the reliability of the thread connection pair is indicated to have a risk; the length of the screw thread, the rigidity of the main bearing cap or the assembling and positioning mode, the length of the bolt, the rigidity of the bolt and the like need to be optimized.
After the method is adopted in actual design, the applicant accurately calculates and evaluates the improvement effect of an optimization scheme (increasing the rigidity of the main bearing cover, increasing the length of a bolt and the like): the safety factor of the concerned position (the bottom of the last screwed thread groove of the threaded hole) is improved to 1.16 from 0.91 of the original scheme (repeated penetrating type cracking occurs in a bench test); namely, the method improves the yield by 27.5 percent and meets the design requirement; the engine adopting the optimized scheme successfully passes reliability test verification of all the racks, and all the inspections of the main bearing seat of the cylinder body are normal/crack-free.
As can be seen from the above description, the method has high simulation precision and good engineering applicability, and can effectively guide the design optimization of products; meanwhile, the test verification and manufacturing cost can be reduced, the research and development efficiency is improved, and the project progress is ensured.
While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure.
Claims (8)
1. An accurate simulation analysis method for reliability of a threaded connection pair of an engine main bearing seat is characterized by comprising the following steps:
step 1, calculating crankshaft three-dimensional EHD dynamics, and coupling the boundary of a crankshaft EHD dynamics load to the surface of a bearing bush of a main bearing seat;
step 2, calculating the strength and fatigue result of the main bearing seat global finite element model;
step 3, establishing a threaded connection auxiliary finite element sub-model with fine grid size, and enabling the threaded connection auxiliary finite element sub-model to be consistent with the coordinates of the main bearing seat global finite element model; taking the displacement calculation result of each load step of the main bearing seat global finite element model at the boundary of the threaded connection auxiliary finite element sub-model as the driving boundary of the threaded connection auxiliary finite element sub-model, and calculating the accurate stress and displacement of the threaded screw teeth;
and 4, carrying out fatigue calculation and reliability evaluation on the stress result of the threaded connection pair finite element submodel.
2. The method for simulation analysis of reliability of threaded connection pair of engine main bearing seat according to claim 1, wherein the step 1 comprises:
step 1.1, carrying out integral gridding division and modal compression on a main bearing seat and a crankshaft geometric model, extracting data information such as a mass matrix and a rigidity matrix of the main bearing seat and the crankshaft geometric model, and cylinder pressure curves of different engine rotating speeds, and inputting the data information into a crankshaft dynamics analysis model;
step 1.2, main bearing load is calculated through crankshaft dynamics, and the main bearing load is mapped to a bearing bush inner surface node of a main bearing seat global finite element model.
3. The method for simulation analysis of reliability of the threaded connection pair of the engine main bearing seat according to claim 1, wherein the step 2 comprises:
step 2.1, building a main bearing seat global finite element model;
step 2.2, calculating stress and displacement results of the main bearing seat global finite element model based on bearing load input of crankshaft EHD dynamics;
step 2.3, calculating a safety coefficient distribution cloud chart according to the stress result of the main bearing seat global finite element model in the step 2.2, and finding out an area with a smaller safety coefficient;
and 2.4, judging whether design optimization is needed or not, if so, returning to the step 1, and optimizing and modifying the structure of the spindle seat.
4. The method for simulation analysis of reliability of the threaded connection pair of the engine main bearing seat according to claim 3, wherein bolt axial force assembly, bearing bush interference assembly, main bearing cap spigot or pin bush type interference assembly are considered when the main bearing seat global finite element model is built in the step 2.1, and crankshaft dynamics EHD load mapping is input.
5. The method for simulation analysis of reliability of the threaded connection pair of the engine main bearing seat according to claim 1, wherein the step 3 comprises:
step 3.1, establishing a thread connection pair finite element sub-model, and setting boundary grid nodes thereof to define driving nodes;
STEP 3.2, inputting the displacement result of the driving boundary node of the main bearing seat global finite element model defined in STEP 3.1 as the boundary load condition of the threaded connection auxiliary finite element sub-model in the corresponding crankshaft load STEP by using an 'include, input' command, so as to calculate the stress and displacement result of the threaded connection auxiliary finite element sub-model;
step 3.3 difference evaluation: and (4) comparing the calculated displacement values of the main bearing seat global finite element model and the threaded connection secondary finite element sub-model at the driving boundary, and if the difference meets the requirement, entering the step 4.
6. The method for simulation analysis of reliability of the threaded connection pair of the engine main bearing seat according to claim 5, wherein the threaded connection pair finite element model established in the step 3.1 is in a micron order, and comprises: dividing the geometrical characteristic details of the thread by a micron-sized grid size unit, and setting the contact pair state of the thread pair into a small-sliding contact pair type; and the coordinates of the threaded connection secondary finite element sub-model and the coordinates of the main bearing seat global finite element model are completely consistent.
7. The method for simulation analysis of reliability of the threaded connection pair of the engine main bearing seat according to claim 1, wherein the step 4 comprises:
step 4.1, calculating the fatigue safety coefficient of each load crankshaft step based on the stress calculation result of each load crankshaft step of the threaded connection auxiliary finite element sub-model;
step 4.2 index evaluation: if the fatigue safety coefficient calculation result of the threaded connection pair finite element submodel is lower than the judgment standard, returning to the step 1 to optimize the main bearing structure; and if the requirements are met, ending.
8. The method of claim 1, wherein the difference criterion of step 3.3 is a difference of less than 5%.
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| CN116227297A (en) * | 2023-03-14 | 2023-06-06 | 宁波均胜新能源研究院有限公司 | Electronic product reliability verification method and system |
| CN116227297B (en) * | 2023-03-14 | 2023-08-15 | 宁波均胜新能源研究院有限公司 | Electronic product reliability verification method and system |
| CN116341136A (en) * | 2023-03-21 | 2023-06-27 | 中国农业大学 | Engine crankshaft optimization design method |
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