EP4655572A1 - Procédé, système pour mettre en oeuvre un tel procédé ; programme informatique et support lisible par ordinateur pour générer un profil de test pour un test de vibration d'un équipement de véhicule sur la base d'une acquisition de données pendant des trajets sur un itinéraire - Google Patents

Procédé, système pour mettre en oeuvre un tel procédé ; programme informatique et support lisible par ordinateur pour générer un profil de test pour un test de vibration d'un équipement de véhicule sur la base d'une acquisition de données pendant des trajets sur un itinéraire

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Publication number
EP4655572A1
EP4655572A1 EP24702111.6A EP24702111A EP4655572A1 EP 4655572 A1 EP4655572 A1 EP 4655572A1 EP 24702111 A EP24702111 A EP 24702111A EP 4655572 A1 EP4655572 A1 EP 4655572A1
Authority
EP
European Patent Office
Prior art keywords
damage
pseudo
test
profile
friedrichshafen
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP24702111.6A
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German (de)
English (en)
Inventor
Yuriy Ivanov
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP4655572A1 publication Critical patent/EP4655572A1/fr
Pending legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation

Definitions

  • the invention relates to a method for generating a test profile according to the preamble of claim 1, a system for carrying out such a method according to claim 12, a computer program according to claim 1 and a computer-readable medium according to claim 13.
  • the invention further relates to a system, a computer program and a computer-readable medium according to the independent claims. State of the art As part of the approval processes for newly developed technical products in the automotive industry, the vibration resistance of such products is typically examined, among other things.
  • the products are typically any type of component, assemblies or device that is installed in vehicles and is exposed to vibrations when these vehicles are operated. These can be vibrations generated by the operation of the vehicle or vibrations generated by the products themselves (e.g. in the case of electric motors) or a combination of different types of vibrations.
  • the products are typically exposed to certain vibration patterns on special test benches (e.g. so-called shaker test benches) which are intended to simulate the vibrations during operation of a vehicle in which the products are to be used as closely as possible.
  • vibration patterns are defined by test profiles. Ideally, such test profiles should, on the one hand, describe the vibration stresses for the respective products during their service life as realistically as possible.
  • DE10 2020114973 A1 refers to a method for determining a test profile for tests or simulations on a component or motor vehicle to be tested. Data is measured or calculated and stored as a function of time during different use cases. This data is then analyzed for damage content. The identified damage content of a specific use case is made available to the user. The user can then select and combine specific time periods from different use cases to create an individual test profile.
  • model-based / non-model-based and “damage-based / non-damage-based”.
  • the model-based methods are based on describing the dynamic properties of the component under investigation using a physical system model, e.g. in the form of an FE model [10, 11] (references to the bibliography are given in square brackets at the end of the description), or mathematically, using a set of differential equations [5 - 9].
  • the profile calculation algorithm is defined in such a way that a profile created with it should satisfy the (computational) equality of the damage numbers from operational vibration measurements (e.g. in the vehicle on routes) with those from the shaker test (so-called principle of damage equivalence), it is classified as a damage-based method.
  • the biggest disadvantages of these methods are: ⁇ the profile calculated using a non-damage-based method (regardless of whether it is model-based or not model-based), ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 does not guarantee that the damage that the product experiences during its life cycle in a vehicle (operational damage) is reproduced in a vibration test (test damage).
  • the object of the invention is to eliminate or at least reduce the disadvantages of the prior art.
  • the object is achieved by a method for generating a test profile according to claim 1.
  • test profile is to be understood broadly.
  • a test profile is to be understood as the following functional dependencies: ⁇ the course of the amplitude of an acceleration signal (or another physical quantity) over the frequency (particularly in the case of sweep profiles), ⁇ the course of the power density spectrum (LDS) of an acceleration signal (or another physical quantity) over the frequency (particularly in the case of noise profiles).
  • LDS power density spectrum
  • ASPEN Automated Vibration Profile Development
  • ASPEN-RoMi Automatic Vibration Profile Development
  • ASPEN-RoMi Automatic Vibration Profile Development
  • the routes can be combined in any ratio, from which the name "RoMi" - RouteMix is derived.
  • a well-known representative of the route mix in the passenger car segment is CARLOS [1, 15]. Special tests must be distinguished from route drives.
  • This parameter is usually a speed in the vehicle's drive train, e.g. that of the combustion engine or the electric drive (in electrified vehicles). Since the duration of the driving state parameters in these tests does not usually correspond to typical operational use, they are not suitable for creating test profiles using the ASPEN-RoMi method.
  • the data required for creating the profile are, as described above, preferably recorded in a test vehicle during test drives on one or more routes (route mix). Alternatively, a suitable functional and/or load test bench can be used if it allows the vibrations experienced by the product to be reproduced in a similar way to driving in a vehicle on routes.
  • mechanical-dynamic load and/or stress quantities e.g. vibration acceleration, vibration velocity, dynamic vibration displacement, dynamic forces, mechanical strains, etc.
  • suitable sensors e.g. acceleration, velocity, displacement, force sensors, strain gauges, etc.
  • suitable vibration recording system e.g. ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18
  • the ASPEN method advantageously processes a special time signal, called the reference signal, in addition to the signals recorded on the routes.
  • the reference signal a special time signal
  • all test profiles calculated using the method mathematically fulfill the principle of damage equivalence based on the pseudo-damage spectra calculated in the method.
  • the reference signal processing process runs parallel to the pseudo-damage spectrum calculation process and/or the extrapolation and superposition process.
  • the reference signal pseudodamage spectrum is calculated as part of the pseudodamage spectrum calculation process.
  • the extrapolated reference signal pseudodamage spectrum is calculated as part of the extrapolation and superposition process, in particular as part of the extrapolation sub-process.
  • Each measurement signal preferably describes a temporal progression of one and the same measurement variable, typically recorded on different routes of a route mix. This is to be understood in particular in such a way that a measurement variable, for example an acceleration, at a specific point on a component of a ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 vehicle in a certain measuring direction.
  • This measurement quantity is then observed in the context of a plurality of route trips of a test vehicle and for each route trip a measurement signal of this measurement quantity is recorded, always in the same direction.
  • a plurality of measurement signals in other words - a set of measurement signals
  • the measurement signals differ more or less in their course because the route trips each cause different vibrations.
  • a set of measurement signals for only one measurement quantity is processed. The method then delivers (as the main result) only one test profile.
  • the method provides damage-equivalent profiles.
  • the principle of damage equivalence is the basis for the definition of the method and is its most important property.
  • several test profiles are generated within the framework of the method based on a plurality of measurement signal sets, with each measurement signal set being obtained by measuring the signals of a specific measurement variable on the route mix. In other words, the method does not consider just one measurement variable, but a plurality of measurement variables.
  • accelerations at different points on a specific component in a vehicle are to be measured in the same direction.
  • the respective acceleration at each measuring point in one direction is to be considered as a separate measurement quantity.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 route trips of the test vehicle (since in all embodiments of the method, one signal of the same measurement variable is preferably recorded per route).
  • the method after running through the extrapolation and superposition process, provides several profiles, each of which is equivalent to damage in the above-mentioned sense for the location and direction on the component under consideration (i.e. for the respective measurement variable). Furthermore, the method is typically based on the calculation of the so-called pseudo-damage spectra. In typical embodiments, the method generates test profiles of several different types or profiles with different characteristics (depending on the task, the input data and the setting parameters), including excitation and reaction profiles, profiles for single and multi-point control, and profiles that cover the damage on individual routes or on the entire route mix.
  • the pseudo-damage spectrum calculation process comprises the following steps: - a signal filtering step, in which each measurement signal is filtered using a plurality of bandpass filters, so that a plurality of filtered measurement signals are generated, ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 - a classification step, in the context of which a load collective is formed from each filtered measurement signal by means of a classification, typically by dividing an entire amplitude range of each filtered measurement signal into classes, whereby a number of oscillation cycles is determined for the amplitude of each class, preferably using a counting method, - a conversion step, in the context of which an amplitude of each oscillation cycle, which may have an average value (an oscillation cycle may not have an average value equal to zero) is first converted into a damage-equivalent mean-free amplitude, preferably using a Haigh diagram, and then the mean-free amplitudes are sorted in ascending order, - a partial damage contribution calculation step, in the context
  • the filtered measurement signals are preferably narrow-band filtered measurement signals.
  • the classification step comprises a rainflow counting step, in the context of which a rainflow ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 matrix is created.
  • PPS the term “pseudo-damage spectrum” is abbreviated to "PSS" in some places below.
  • a noise profile and/or a sweep profile are calculated as part of the test profile generation process.
  • the sweep profile is calculated according to the following formula: where S U (f) is the desired amplitude of the amplitude-frequency curve (AFV) of the sweep profile, S Ref (f) is the amplitude of the AFV of the monoharmonic reference signal, D U (f) is the ordinate of the PSS which is obtained for monoharmonic oscillation with the desired amplitude S U , D Ref (f) is the ordinate of the PSS of the reference signal with the AFV S Ref (f), and k WL is the slope coefficient of the S-N curve.
  • the noise profile is calculated according to the following formula: where PSD U (f) is the desired height of the power density spectrum (LDS) of the noise profile, PSD Ref (f) is the height of the LDS of the stochastic reference signal, ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 D U (f) is the ordinate of the PSS which is obtained for stochastic oscillation with the desired LDS PSD U , D Ref (f) is the ordinate of the PSS of the reference signal with the LDS PSD Ref (f), and k WL is the slope coefficient of the Wöhler curve.
  • the method is a computer-implemented method. In typical embodiments, the method runs automatically, at least in part.
  • the object is further achieved by a system for carrying out one of the aforementioned methods, wherein the system is preferably suitable for at least partially carrying out and/or coordinating and/or controlling a method for generating a test profile according to at least one of the aforementioned embodiments.
  • the system advantageously comprises suitable components, for example a pseudo-damage spectrum calculation component and/or a spectrum calculation component and/or an extrapolation and superposition component and/or an extrapolation subcomponent and/or superposition subcomponent and/or a test profile generation component and/or a reference signal processing component and/or a signal filter component and/or a classification component and/or a conversion component and/or a partial damage contribution calculation component and/or a total damage calculation component and/or a pseudo-damage spectrum formation component and/or a noise profile calculation component and/or a sweep profile calculation component.
  • suitable components for example a pseudo-damage spectrum calculation component and/or a spectrum calculation component and/or an extrapolation and superposition component and/or an extrapolation subcomponent and/or superposition subcomponent and/or a test profile generation component and/or a reference signal processing component and/or a signal filter component and/or a classification component and/or a conversion component and/or a partial damage contribution calculation component and/or a total
  • a computer-readable medium comprises computer program code for carrying out one of the aforementioned methods.
  • the term "computer-readable medium” is to be understood in particular but not exclusively as meaning hard disks and/or servers and/or memory sticks and/or flash memories and/or DVDs and/or Blu-rays and/or CDs.
  • Figure 1 a schematic representation of a method according to the invention in a first embodiment as a block diagram
  • Figure 2 a schematic representation of a method according to the invention in a second embodiment as a block diagram
  • Figure 3 a schematic representation of a pseudo-damage spectrum calculation process, as is typically used in a method according to the invention, as a block diagram
  • Figure 4 a schematic representation of a method according to the invention in a third embodiment
  • Figure 5 a schematic representation of a pseudo-damage spectrum calculation process, as is typically used in a method according to the invention
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18
  • Figure 6 a schematic representation of an extrapolation and superposition process for a plurality of measured variables
  • Figure 7 a schematic representation of
  • Figure 1 shows a schematic representation of a method according to the invention in a first embodiment as a block diagram.
  • Figure 1 shows a pseudo-damage spectrum calculation process P1, an extrapolation and superposition process P2, a test profile generation process P3 and a reference signal processing process P4.
  • the extrapolation and superposition process P2 comprises an extrapolation sub-process P5 and a superposition sub-process P6.
  • a plurality of measurement signals 1.1, 1.2, ..., 1.n are fed to the pseudo-damage spectrum calculation process.
  • These measurement signals 1.1, 1.2, ..., 1.n are typically recorded during route travel of a test vehicle (not shown) and each reflects the temporal progression of a specific oscillating measurement variable in the test vehicle.
  • Each of the N measurement signals 1.1, 1.2, ..., 1.n is measured on a specific route of the test vehicle, so that there is one measurement signal per route for the profile calculation.
  • a plurality of pseudo-damage spectra 2.1, 2.2, ..., 2.n are calculated from these measurement signals 1.1, 1.2, ..., 1.n using a spectrum calculation algorithm. This results in a pseudo damage spectrum 2.1, 2.2, ..., 2n for each measurement signal 1.1., 1.2, ... 1.n.
  • Details of the ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Pseudodamage spectrum calculation process P1 are explained in more detail below.
  • the pseudodamage spectra 2.1, 2.2, ..., 2n are then fed to the extrapolation and superposition process P2.
  • each pseudodamage spectrum 2.1, 2.2, ..., 2n is first multiplied by a proportionality constant so that a plurality of extrapolated pseudodamage spectra are generated.
  • the extrapolated pseudodamage spectra are not explicitly shown in Figure 1.
  • the extrapolated pseudodamage spectra are then added together in the superposition sub-process P6 to produce a superposed pseudodamage spectrum 3.
  • a single superimposed pseudo-damage spectrum 3 is formed from the plurality of measurement signals 1.1, 1.2, ..., 1.n, which were recorded on different routes of a test vehicle.
  • This superimposed pseudo-damage spectrum 3 is then fed to the test profile generation process P3.
  • the reference signal processing process P4 also runs in the method shown in Figure 1.
  • a reference signal pseudo-damage spectrum is first calculated from a reference signal 5 using the spectrum calculation algorithm, which is also used as part of the pseudo-damage spectrum calculation process P1.
  • This reference signal pseudo-damage spectrum is not explicitly shown in Figure 1 for the sake of clarity.
  • the reference signal pseudo-damage spectrum is then multiplied by the proportionality constant, which was already applied in the extrapolation sub-process P5, so that an extrapolated reference signal pseudo-damage spectrum 6 is generated.
  • This extrapolated reference signal pseudo-damage spectrum 6 is also fed to the test profile generation process P3.
  • the test profile 4 is then generated on the basis of the superimposed pseudo-damage spectrum 3 and the extrapolated reference signal pseudo-damage spectrum.
  • the test profile 4 can then be fed to a test object on a test bench, whereby the test object can be tested on the test bench by applying the ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 the test profile 4 calculated in this way is subjected to a stress which corresponds to the stress from all previous route trips.
  • FIG. 1 shows a schematic representation of a method according to the invention in a second embodiment as a block diagram. The method in Figure 2 is very similar to the method in Figure 1.
  • a plurality of extrapolated pseudodamage spectra 7.1, 7.2, ..., 7n are output by the extrapolation and superposition process P2.
  • These extrapolated pseudodamage spectra 7.1, 7.2, ..., 7n are then also fed to the test profile generation process P3, which processes them in such a way that on the output side of the test profile generation process P3, in addition to the test profile 4, which, as explained, covers the damage on a complete route mix, a plurality of test profiles 8.1, 8.2, ..., 8.n for individual routes are output.
  • test profiles 8.1, 8.2, ..., 8n for individual routes are then available as secondary results of the procedure, in addition to test profile 4 for the route mix (main result of the procedure), and can also be used when testing the same product on test benches.
  • the special feature of test profiles 8.1, 8.2, ..., 8n is that they cover the damage on each individual route (for the full driving time on this route within the route mix), but not on the route mix.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18
  • Figure 3 shows a schematic representation of a pseudo-damage spectrum calculation process P1, as is typically used in a method according to the invention, as a block diagram.
  • the pseudo-damage spectrum calculation process in Figure 3 comprises a signal filter step S1, a classification step S2, a conversion step S3, a partial damage contribution calculation step S4, a total damage calculation step S5 and a pseudo-damage spectrum formation step S6.
  • each measurement signal is filtered using a plurality of bandpass filters, so that a plurality of filtered measurement signals are created.
  • a load collective is formed from each filtered measurement signal by means of a classification. This is typically done by dividing an entire amplitude range of each filtered measurement signal into classes, with a number of oscillation cycles preferably being determined for the amplitude of each class.
  • an amplitude of each oscillation cycle is then first converted into a damage-equivalent mean-free amplitude.
  • This conversion step is optional in certain embodiments.
  • the conversion in the conversion step S3 is preferably carried out using a Haigh diagram. After the damage-equivalent mean-free amplitudes have been generated, these mean-free amplitudes are sorted in ascending order.
  • a partial damage contribution is calculated for each damage-equivalent mean-free amplitude, preferably using a Wöhler curve.
  • the partial damage contributions are added up to a total damage for each filtered measurement signal, with each total damage being referred to as a pseudo-damage number of the respective filtered measurement signal.
  • the pseudo-damage spectrum formation step S6 the pseudo-damage spectra are formed from the pseudo-damage numbers. This is typically done by representing the pseudo-damage numbers as a function of the bandpass center frequencies of the bandpasses.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18
  • Figure 4 shows a schematic representation of a method according to the invention in a third embodiment. In particular, Figure 4 shows how different computer-implemented components of the method according to the invention are connected to one another and how the profile calculation proceeds in detail.
  • Figure 4 shows a pseudo-damage spectrum calculation process P1, an extrapolation and superposition process P2 and a test profile generation process P3.
  • Figure 4 also shows a pseudo-damage spectrum calculation component 13, an extrapolation sub-component 14, a superposition sub-component 15 and a test profile generation component 16.
  • some of these components 13, 14, 16 are shown more than once, so that a corresponding instance of each component is discussed below.
  • an identical calculation algorithm (FDDC or SPEX or PRGN algorithm - they are explained below) is implemented.
  • the components 13, 14, 16 are active at different points in the method according to the invention, in particular when processing different signals and/or further processing the characteristic values calculated in one of the previous steps.
  • the method in Figure 4 is provided with n measurement files 9.1, 9.2, ..., 9.n on the input side.
  • These measurement files 9.1, 9.2, ..., 9.n are typically created by recording signals only on a small, as representative as possible section of each of the n routes and each include a measurement signal of the same measurement variable (not explicitly shown in Figure 4).
  • the measurement files 9.1, 9.2, ..., 9.n are each fed to an instance of the pseudo-damage spectrum calculation component 13.
  • the pseudodamage spectrum calculation component 13 outputs pseudodamage spectra on the output side.
  • only the first pseudodamage spectrum 2.1 is provided with a reference symbol in order not to overload the figure.
  • the pseudodamage spectra are then fed to the extrapolation and superposition process P2, where they are first processed by the different instances of the extrapolation subcomponent 14 (one instance per pseudodamage spectrum). In total, there are therefore n instances.
  • a plurality of extrapolated pseudodamage spectra 7.1, 7.2, ..., 7.n are then available at the extrapolation subcomponent 14.
  • only the first two extrapolated ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Pseudodamage spectra 7.1, 7.2 are provided with reference symbols for the sake of better clarity.
  • the extrapolated pseudodamage spectra 7.1, 7.2, ..., 7.n are fed to the superposition subcomponent 15 on the one hand and directly to the n instances of the test profile generation component 16 on the other.
  • the superposition subcomponent 15 superposes the extrapolated pseudodamage spectra 7.1, 7.2 (and all other available extrapolated pseudodamage spectra that are not explicitly provided with reference symbols, i.e. a total of n spectra) and thus provides a superposed (and extrapolated) pseudodamage spectrum 3 on the output side.
  • This superposed pseudodamage spectrum 3 is also fed to the test profile generation component 16.
  • This reference signal pseudodamage spectrum 17 is then fed to an instance of the extrapolation subcomponent 14, which generates the extrapolated reference signal pseudodamage spectrum 6. Also shown in Figure 4 are pseudodamage calculation parameters 10, extrapolation and superposition calculation parameters 11, test profile calculation parameters 12 and reference signal extrapolation parameters 18.
  • the pseudodamage calculation parameters 10 typically include one or more definitions for bandpasses (e.g. their corner frequencies, filter order, coverage of the individual filters, etc.), one or more parameters for rainflow counts and/or a Wöhler curve.
  • the pseudodamage calculation parameters 10 are made available to the pseudodamage spectrum calculation component 13.
  • the extrapolation and superposition calculation parameters ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 11 typically include information about the full driving times on each of the routes that make up the route mix, preferably in hours.
  • the extrapolation and superposition calculation parameters 11 are passed to the extrapolation and superposition process P2.
  • the reference signal extrapolation parameters 18 typically include the indication of the intended duration of the vibration testing of the product, preferably in hours. They are passed to the extrapolation subcomponent 14 of the reference signal.
  • the test profile calculation parameters 12 typically include a slope factor of the S-N curve and/or a safety factor and/or a test factor and/or a safety and test factor.
  • the test profile calculation parameters 12 are passed to the test profile generation component 16, in particular as part of the test profile generation process P3.
  • Figure 5 shows a schematic representation of a pseudo-damage spectrum calculation process, as is typically used in a method according to the invention.
  • Figure 5 shows how a plurality of damage numbers are determined from a measurement signal 1.1, which form a pseudo-damage spectrum. This is shown in Figure 1 by a sequence of steps: signal filter step S1, classification step S2, conversion step S3, jointly shown partial damage contribution calculation step S4 and total damage calculation step S5, and pseudo-damage spectrum formation step S6. Further details of Figure 5 are described below.
  • Figure 6 shows a schematic representation of an extrapolation and superposition process P2 for a plurality of measured variables. Details of Figure 6 are described below.
  • Figure 7 shows a schematic representation of a test profile generation process P3 for a plurality of measured variables.
  • Figure 8 shows an example of load spectra and a Wöhler curve. Details of Figure 8 are described below.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18
  • Figure 9 shows a schematic representation of a method according to the invention in its fourth, most complex embodiment as a block diagram. In contrast to the methods shown in Figures 1, 2 and 4, in the method shown in Figure 9, several measurement signals measured on several routes are processed, whereby the signals belong to different measurement variables. In this embodiment, it is assumed that measurements were carried out on a total of m routes in a test vehicle (not shown), and n signals were recorded on each route.
  • a total of mxn measurement signals MS 1,1 , MS 1,2 , ..., MS 1,n , MS 2,1 , MS 2,2 , ..., MS 2,n , ..., MS m,1 , MS m,2 , ..., MS m,n are fed to the method according to the invention, whereby the signals measured on a route (synchronously) are stored in the same measurement file (digitized).
  • measurement file 2 recorded during the journey on route 2 contains n measurement signals MS 2,1 , MS 2,2 , ..., MS 2,n .
  • the number of measurement files m is therefore equal to the number of routes.
  • this embodiment of the method assumes that signals with the same last index have been created by recording the same measurement value on different routes, e.g. the signals MS 1,1 , MS 2,1 , ..., MS m,1 - by recording the measurement value 1, the signals MS 1,2 , MS 2,2 , ..., MS m,2 - by recording the measurement value 2, etc.
  • mxn extrapolated pseudodamage spectra ES 1,1 , ES 1,2 , ..., ES 1,n , ES 2,1 , ES 2,2 , ..., ES 2,n , ..., ES m,1 , ES m,2 , ..., ES m,n are calculated from these pseudodamage spectra instead of n; each of them describes the damage for a measuring point and direction on the component (product) under consideration on each individual route (but not on a complete route mix), ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 ⁇
  • each of them covers the damage for a measuring point and direction on the component under consideration on each individual route (but not on a complete route mix) and is suitable for carrying out a vibration test of the component with the profile control at this point, with the vibration introduction in this direction; in such a test, the damage equivalent to the corresponding route is applied at the corresponding point on the component and in the corresponding direction.
  • ⁇ in the superposition sub-process P6 of the extrapolation and superposition process P2 a plurality of superposed (and extrapolated) pseudodamage spectra SS 1 , SS 2 , ..., SS n are calculated instead of one. Namely, one pseudodamage spectrum per measured variable.
  • n test profiles SPP 1 , SPP 2 , ..., SPP n are calculated from these n pseudodamage spectra SS 1 , SS 2 , ..., SS n , among others. They all cover the damage to the component on the complete route mix - each profile for its measuring point and direction on the component, and are suitable for carrying out a vibration test of the component in question with the profile control at the corresponding point (the location of the sensor), with the introduction of the vibrations according to the profile in the corresponding direction.
  • a method according to the invention is based on the calculation and equivalence of the damage numbers; thus, it belongs to the group of damage-based methods. They are calculated using the following procedure, which is well known in fatigue strength: - forming a load collective from the time variable under consideration (using a classification or counting method) and - converting it into a damage number using the hypothesis of material fatigue according to Wöhler (mathematically described by a Wöhler curve) and the hypothesis of linear damage accumulation (Palmgren-Miner rule).
  • the Wöhler curve used to calculate the damage numbers is based on an assumption in most practical cases and is not necessarily correct for the measured variable and/or the stress state under consideration. It is therefore fictitious.
  • the damage numbers calculated in this way are not meaningful for an absolute failure time or a remaining service life of the component under consideration and, for this reason, they are referred to in the document as pseudo-damage numbers (abbreviated below: PSZ).
  • PSZ pseudo-damage numbers
  • the PSZ can be usefully used for comparative damage-based calculations and analyses, such as in the ASPEN method.
  • the test profile created for vibration testing of a component should mathematically ensure the equality of the two following PSS at each vibration frequency f: - the PSS that comes about in the route mix driven, after extrapolation and, if necessary, superposition to the required component service life, and - the PSS that the component will experience in a vibration test with the created profile for the specified test time in a spatial axis.
  • the ASPEN-RoMi method provides damage-equivalent test profiles. The damage equivalence applies individually to each point considered at which signals were measured for profiling - e.g. on the component or on its supports.
  • the ASPEN-RoMi method comprises three calculation modules, as shown in Figure 4: - an FDDC (Frequency Dependent Damage Calculation) module, also referred to as pseudo-damage spectrum calculation component 13, - a SPEX (SuperPosition and EXtrapolation) module, also referred to as extrapolation and superposition component, which comprises an extrapolation subcomponent 14 and a superposition subcomponent 15, and - a PRGN (PRofile GeNeration) module, also referred to as test profile generation component 16.
  • FDDC Frequency Dependent Damage Calculation
  • SPEX SuperPosition and EXtrapolation
  • PRGN PRofile GeNeration
  • acceleration signals are measured (with the ASPEN method, profiles can be created for any oscillating measured variable; for the sake of simplicity, acceleration is discussed here as the input variable for the profile calculation) during the test drives on the routes, and on the other hand, a specially generated time signal - the reference signal - is evaluated. For this reason, the two modules of three - FDDC and SPEX - are executed twice for the profile calculation using the method, see Figure 4. The evaluation of both the measurement signals from the route drives and that of the reference signal is carried out in the same way.
  • Typical calculation steps of the method are: - Calculation of a PSS for each individual signal (FDDC module), - Extrapolation and superposition of the individual PSS to form a PSS (SPEX module) and - Generation of a test profile (PRGN module).
  • FDDC module - Calculation of a PSS for each individual signal
  • SPEX module Extrapolation and superposition of the individual PSS to form a PSS
  • PRGN module - Generation of a test profile
  • ⁇ (t) Measuring point (measurement location) is a spatially limited, local point on the component or on its supports that is selected to measure a measurement variable. ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 record. For this purpose, a sensor (e.g. acceleration sensor) is attached at this point.
  • ⁇ Measurement signal is the result of the measurement of a measured variable; it is generated while driving on a section (measurement section) of a route, after the measurement has been triggered and stopped once by the measuring system, and is available in digital form.
  • Measurement file is a file with measurement signals of all measured variables which are recorded synchronously by the measuring system while driving on a measurement section of a route, digitized and saved on a data carrier.
  • the measurement file has a name and the measurement signals appear there stored in digital form under the name of the respective measured variable. It is assumed that a route mix consisting of n different design-relevant routes has been defined for the vibration approval of a component (intended for operation in a motor vehicle).
  • the component in question should reach its full service life T LD by driving the vehicles on this route mix (possibly cyclically).
  • T LD full service life
  • ⁇ e.g. acceleration in one direction
  • each input signal ⁇ i (t) is filtered with them.
  • a load collective is then formed from each bandpass-filtered signal using a counting method.
  • a classification method that provides not only the amplitudes but also mean values of the vibration cycles (so-called two-parameter load collective) is preferred.
  • rainflow counting is used for classification, which provides rainflow collectives in the form of rainflow matrices.
  • Each such two-parameter load collective is then converted into a damage-equivalent, mean-free single-parameter amplitude collective using an amplitude transformation according to Haigh [15] (Haigh diagram).
  • a PSS is then calculated from this using a simple Wöhler curve and a linear damage accumulation hypothesis (e.g. in the form of “Miner elementary”).
  • each PSS calculated in this way is assigned to the center frequency of the passband of the corresponding bandpass.
  • the sequence of these PSSs in ascending order of the filter center frequencies finally gives the PSS D ⁇ i (f) of the signal ⁇ i (t).
  • t ⁇ i is usually significantly smaller than the actual travel time T Ri that the vehicle will complete on this route (within the required service life T LD ): t ⁇ i ⁇ ⁇ T Ri .
  • the proportionality constant k ⁇ i is calculated as the ratio of the two travel times explained above: This procedure is called the extrapolation of the PSS.
  • the total damage that the component will experience in the complete mix consisting of n different routes must be determined. Since the travel time on the route mix is made up of travel times T Ri on individual routes, see relation (3.1), the damage measure of the route mix can also be calculated as the sum of the damage measures of the individual routes. Therefore, the individual extrapolated PSS D ⁇ can now be added up to a total PSS D ⁇ ,SPEX (f): ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 This procedure is called the superposition of the PSS. It is again based on the method known in fatigue strength of superposition of the damage numbers or the PSZ of individual operating states (here: routes) to the total damage.
  • the superposition of the PSS is also carried out in the SPEX module, in particular in the superposition subcomponent 16, see Figure 4. d) Generation of the reference signal Now the question arises as to how to determine the damage-equivalent height of the test profile.
  • the problem of converting a PSS into damage-equivalent profile amplitudes is that the relationship between these two quantities must be known, and it depends, among other things, on the specified type of vibration test (sweep or noise).
  • r(t) was called the reference signal. It is nothing other than a control signal which a vibration test system sends to ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 the implementation of the test profile of a certain type (sweep or noise profile). It can, for example, be generated as a real vibration signal on a vibration test bench equipped with a suitable control system and recorded with a suitable measuring system. An alternative option for this is also offered by many PC-based signal processing tools, e.g. Matlab, Famos, Labview.
  • the reference signal can be generated as a fictitious, digital signal (e.g. for creating the noise profiles using an algorithm for generating random numbers). This is a time-saving and cost-effective option, as it does not require a vibration test bench for generating the vibrations or a measuring system for recording the signals.
  • the procedure for generating such a signal, together with the next steps e) and f), has been called the concept of the reference signal. It is described in detail below.
  • the ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Both relationships (3.16) and (3.17) were developed independently and called ASPEN transformation (AT).
  • the PRGN module also referred to as test profile generation component 16
  • a sweep or noise profile calculated in this way is the result of the procedure. It is suitable for damage-equivalent vibration testing of the component under consideration with profile control at the point at which the acceleration value x(t) was measured in the route trips (single-point control).
  • the method is therefore primarily suitable for vibration tests on test benches with the option of generating vibrations in one spatial axis only (e.g. on electrodynamic shaker test benches).
  • a vibration test device allows vibrations to be generated simultaneously in three spatial directions (as is typically the case on servo-hydraulic test benches, for example), profiles can first be created separately for each direction using the procedure described above. Then, during the test, vibrations generated by the vibration control system according to these profiles in mutually perpendicular directions can be introduced into the test object at the same time ⁇ the reference signal can also be a multisweep (for creating a multisweep test profile) or a sine with a fixed frequency (for creating a profile with which residence time testing can be carried out) ⁇ excitation and response profiles are created using this standardized procedure; it only distinguishes between the use of signals from different measuring points – on the component itself (for creating a reaction profile) or on its supports (for creating a ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 excitation profile).
  • PSS is a fundamental, central characteristic value of the ASPEN method. If one considers an oscillating time signal, the PSS represents a distribution of the PSZ of its individual harmonic components over the oscillation frequency. Since the dependence of a function on the frequency is a physical analogy to the ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 The term spectrum has the same meaning (as it is calculated from a time signal in the classical way by the Fourier transformation [14]), the term PSS uses the word spectrum. In terms of its physical content, PSS is similar to the FDS (Fatigue Damage Spectrum) parameter.
  • FDS Fatigue Damage Spectrum
  • FDS is widely used for the analysis of the fatigue behavior of components and for the synthesis of damage-equivalent profiles using damage- and model-based methods that are based on the model of a linear weakly damped EMS [6-9].
  • FDS therefore absolutely requires the model of such an EMS (with the acceleration of the base point as the input variable, and the relative deflection amplitude of the EMS as the vibration response).
  • ASPEN method the calculation of a PSS is not tied to a mathematical model of the component for which the test profile is to be created. This is the difference between FDS and PSS. Since a PSS consists of individual PSZs, a PSS is not a real damage, but a fictitious one.
  • a PSS is not suitable for an absolute service life prediction of the component. Only by comparing two PSSs with each other, calculated for two different time signals, for example, can the PSSs be meaningfully interpreted. In the following sense: "at a certain vibration frequency, the load on a component by one time sequence is more damaging (harder) than by the other". However, the calculation of the two PSSs must always be carried out under the same conditions. This applies to all calculation parameters of the PSS, especially the parameters of the Wöhler curve and the width of the passband of the bandpasses. If (in rare cases) an appropriate Wöhler curve is actually known for the component, material, measured variable and load case under consideration, then it can be set and used in the ASPEN method.
  • the FDDC algorithm includes the following, see Figure 5: a) Filtering the signal x(t) with a set of several narrow bandpass filters in the signal filtering step S1:
  • the passband of the bandpasses is only a few Hertz, so that they can be described as narrowband.
  • the bandpass filters can have a passband of the same width or a variable one. Regardless of this, these parameters must be chosen so that the passbands of the neighboring filters neither overlap nor have gaps between them. From this point of view, the filter order and type (conventional or "zero-phase" filtering) can be freely selected. Filtering an input signal x(t) with the set of m such bandpass filters produces m output signals.
  • Classification of the bandpass-filtered signals in classification step S2 A load collective is then formed from the output signal x BP,j (t) of each filter by means of a classification.
  • a load spectrum N OP N(a, m) calculated in this way therefore describes the frequency of occurrence of the cycles with certain amplitudes a and average values m in the time signal x BP,j (t) under consideration.
  • the rainflow classification is used in the ASPEN method to form the load spectrum; it provides rainflow spectrums in the form of rainflow matrices.
  • each counted cycle is characterized by its amplitude (half a span) and the mean value (for example, for an acceleration signal with the ordinate unit m/s2, the two abscissas of the rainflow matrix are also scaled in m/s2, the ordinate contains the number of closed cycles). Any residue that may exist is counted into the matrix after the rainflow count has been completed.
  • the parameter N i is determined using a simple Wöhler curve; this is described by the following equation: where N A , a A – the number of cycles leading to component failure at a certain load amplitude a A and this amplitude (such a point A with the coordinates (N A , a A ) is known as a so-called support point of the Wöhler curve), k WL – the slope coefficient (slope factor) of the Wöhler curve.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18
  • the parameters k WL , N A , a A of the Wöhler curve are first determined.
  • D GS is the PSZ of the time sequence f)
  • D GS is the PSZ of the time sequence f)
  • each measurement signal in the FDDC module (also referred to as pseudo-damage spectrum calculation component 13) is evaluated according to this same algorithm independently of the signal from another measuring point or from the same point measured on a different route.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Therefore, if, for example, several variables (signals from several measuring points) were recorded during the route trips, this does not change anything in the FDDC algorithm.
  • Extrapolation and superposition of the PSS SPEX algorithm: A PSS D ⁇ i (f), calculated with the FDDC algorithm from a time signal ⁇ i (t) recorded during a trip on route i, only refers to its measurement duration t ⁇ i .
  • the SPEX algorithm was developed for this purpose. The extrapolation and superposition of the PSS in the ASPEN-RoMi method is based on a procedure known in fatigue strength, with which (real or fictitious) damage numbers are extrapolated and superposed.
  • the extrapolation consists in multiplying the damage numbers, determined from tests on individual routes, with appropriately calculated extrapolation factors, and the superposition - in adding the extrapolated damage numbers to one another. Since each ordinate of a PSS is a PSZ, this method can be transferred unchanged to the extrapolation and superposition of the PSS.
  • SPEX SPEX algorithm
  • the extrapolated PSS D ⁇ i,EX (f) is always a scaled copy of D ⁇ i (f). Physically, this extrapolation method corresponds to the following - idealized - interpretation: the test vehicle repeats the journey on the measured section of a route i k ⁇ i times. With each repeated journey, exactly the same PSS D ⁇ i (f) is achieved for the measurement signal under consideration. Then, at the end of all these repeated journeys, the specified travel time T Ri and the corresponding damage, expressed by the PSS D ⁇ i,EX (f), are reached for the measurement signal ⁇ i(t) under consideration.
  • the extrapolation algorithm of the ASPEN-RoMi method calculates an extrapolated PSS D ⁇ i,EX (f) per measurement signal ⁇ i (t) and measurement file. If a measurement file is available for each route driven and T Ri was specified as the total driving time on route i, the extrapolated PSS D ⁇ i,EX (f) shows, depending on the frequency, the pseudo-damage that is calculated to occur at the point under consideration (of the component or its supports, and only at this point) for the entire driving time T Ri on the route under consideration.
  • the extrapolated PSS D ⁇ i,EX (f) form a side result of the SPEX algorithm.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Nevertheless, the extrapolated PSS D ⁇ i,EX (f) have an important practical significance. They enable the comparison of the hardness of different routes in a route mix. If D ⁇ i,EX (f), calculated for the same measuring point from journeys on different routes, are placed on top of each other (e.g.
  • the superposed PSS D ⁇ ,SPEX (f) which applies to the entire route mix, is always more damaging at all frequencies than any of the extrapolated PSS D ⁇ i,EX (f), which represent the pseudo-damage only on individual routes. This is understandable, because the total travel time on the route mix T RM is longer than the travel time on each individual route T Ri , see formula (3.1).
  • the superposition algorithm of the ASPEN-RoMi method calculates one superposed PSS D ⁇ ,SPEX (f) for each measured variable ⁇ . This PSS D ⁇ ,SPEX (f) determines the pseudo damage that the component will theoretically experience at the respective measuring point for the full specified lifetime T LD at each vibration frequency f.
  • the total travel time T Ri on each route i is specified (the ratio T Ri to the required service life of the component T LD . is still determined by (3.1)), and according to (3.3) the extrapolation factors k xi and k yi are calculated.
  • the PSS D xi , D yi are extrapolated by multiplying them by the corresponding extrapolation factor k xi and k yi according to formula (3.2).
  • the results of executing the SPEX algorithm in the example considered (see Figure 6) are therefore: ⁇ several extrapolated PSS D xi,EX (f), D yi,EX (f) (two PSS per route i, the secondary result), and ⁇ the extrapolated and superposed PSS D x,SPEX (f), D y,SPEX (f) (a total of 2 PSS, the main result). They can all be fed to the PRGN algorithm for calculating various profiles.
  • PRGN algorithm The PRGN algorithm is used to determine the profile amplitudes from the PSS.
  • the ASPEN transformation (AT) is used for this.
  • the PRGN algorithm is first described in detail in “Description”.
  • Input data The input data of the PRGN algorithm are: i) the extrapolated PSS D ⁇ i,EX (f), or extrapolated and superposed PSS D ⁇ ,SPEX (f) for route runs (calculated in the SPEX algorithm) ii) the extrapolated PSS D r,EX (f) of the reference signal r(t) (also calculated in the SPEX algorithm) iii) Parameters of the reference signal r(t): o the amplitude S Ref , if the reference signal r(t) is to be used as a sweep (for creating a sweep profile), or ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 o the height of the LDS PSD Ref if the reference signal r(t) was generated as white noise (for creating a noise profile).
  • the profile calculation in the PRGN module is carried out using the same algorithm.
  • the only thing that is important for carrying out the PRGN calculations is the distinction between the measurement signals ⁇ i (t), if profiles are to be created from the extrapolated, non-superposed PSS D ⁇ i,EX (f), or that of the measured variables ⁇ (see definition of the term measured variable above), if profiles are to be created from extrapolated and superposed PSS D ⁇ ,SPEX (f); and this is only the case if multi-point control is defined.
  • ASPEN transformation First, the height of an individual profile PR U,k is calculated from each extrapolated, or extrapolated and superposed PSS D U,k , and given the extrapolated PSS D r,EX (f) of the reference signal, its amplitude S Ref or its LDS PSD Ref and the slope coefficient k WL of the simple S- N curve (which is described by equation (3.8)). Depending on the type of test profile to be created, this is done using AT (3.16) or (3.17).
  • the individual profiles PR U,k of these q measuring points are now calculated to form a profile PR U,MP .
  • the calculated profiles PR U,k and PR U,MP can already be used in this form for vibration testing (with profile control at the appropriate points).
  • the result of component testing with such profiles may often not offer sufficient confidence, as is necessary for series approval.
  • these profiles do not take into account the scatter of the stress and stress capacity of the test objects, nor the uncertainty of the test result due to a limited sample size (i.e. the uncertainty due to testing a limited number of test objects). Therefore, in order to increase confidence in the test result, and in line with a corresponding procedure in fatigue strength, the ASPEN RoMi method provides an option of increasing the calculated profile amplitudes.
  • PR U,k and PR U,MP are curves of the amplitude of a harmonic oscillation over the frequency, as they are known from a usual definition of a sweep profile (e.g. for an acceleration quantity they are scaled in m/s2), whereas in the case of a noise profile they are the LDS (for the acceleration their unit is then (m/s2)2/Hz).
  • An LDS has a physical similarity to the squared signal amplitudes.
  • the safety and test factor j STF must be determined on the basis of engineering considerations and/or taken from known literature on fatigue strength, e.g. [15].
  • the profile PR MP is defined by means of the ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Multi-point control of the signals from the two sensors, placed as precisely as possible at the points where the variables x(t) and y(t) are recorded in the route trips.
  • the strategy for profile control at these two points depends on whether formula (3.10) or (3.11) was used to calculate the amplitudes of the profile PR MP .
  • Types of result profiles Depending on the input data and the parameterization, the PRGN algorithm (and thus the entire ASPEN RoMi process, if necessary in one run) calculates test profiles of several different types or profiles with different characteristics.
  • Sweep and noise profiles profiles for dwell time testing This involves differentiating between the test profiles with regard to the type of vibrations generated - with harmonic or stochastic vibration excitation.
  • the first category includes testing with sliding frequency excitation (sweep), consisting of one tone (single sweep) or several tones (multisweep), and also duration testing with a fixed frequency. All of these types of testing are standardized by DIN EN 60068-2-6. A limitation of the ASPEN method is that frequency bands of the individual sweep tones must not overlap in the case of a multisweep profile.
  • the second category includes broadband noise testing according to DIN EN 60068-2-64.
  • the ASPEN method can also be used to create profiles for combined excitation in which one or more sweep tones are superimposed with noise.
  • This type of test is standardized by DIN EN 60068-2-80. The prerequisite for this is that only one profile amplitude (e.g. only the amplitude of the sweep profile or the value of the LDS of the noise profile) must be determined at one frequency.
  • Excitation and response profiles ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 It makes sense to measure the vibration, load or stress variables for profile creation using the ASPEN method both on the component in question and at its fastening or connection points on the carrier (the carrier can be, for example, an internal combustion engine, electric or other drive of a motor vehicle, a vehicle transmission, a body or a vehicle axle).
  • Excitation profiles are derived from data measured at the mounting or fastening points of the component in question using the ASPEN method. They are used to generate vibrations that are introduced into this component (the test object) during vibration testing. In most cases, the excitation profile is also regulated. If vibrations are also recorded directly on the component in question (during route travel), reaction profiles can be calculated from this data using the ASPEN method. They describe the desired or required vibration amplitudes that the test object should experience during vibration testing as a reaction to the introduced excitation profile. In contrast to an excitation profile, the reaction profile of resonant components is rarely used for shaker control for various reasons.
  • the only difference between the excitation and reaction profiles is the choice of measuring points for which a profile is derived and their handling during vibration testing - control of an excitation profile or monitoring (with possible limitation) based on the reaction profile.
  • the excitation and reaction profiles are created using the same algorithm.
  • Profiles for single and multi-point control The difference between these profile types is whether a profile is controlled at one or more points (locations) in a vibration test. With single-point control, a vibration sensor is placed at one point on the test setup and the vibrations are introduced into the structure at this point according to a specified profile.
  • the specified profile is determined according to signals from several ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Vibration sensors placed at different points on the test setup are controlled.
  • Profiles for single-point control are created as standard in the ASPEN-RoMi method, PRGN module, from all signals measured on a route or on the complete route mix using the procedure described above. If signals were recorded at several points on the component or its supports in different directions (during driving tests), the difference between these profiles only depends on which point and measuring direction they apply to.
  • a test profile PR V,k was created using the PRGN algorithm from the signal of a sensor with the serial number k, the profile can only be used sensibly in the test with profile control at the corresponding point at which this sensor was placed during the route drives and in the corresponding direction (measuring direction of the sensor).
  • Profiles for multi-point control can be created from all signals measured on a route or on the complete route mix, in any combination thereof. For this, these signals only have to be specified. If the extrapolated or the extrapolated and superimposed PSS D U,k for p measurement signals are available in a SPEX results file, any q of these signals can be specified in the PRGN module for calculating a profile PR MP for multi-point control (2 ⁇ q ⁇ p).
  • Such a test profile PR MP created by jointly processing the q individual profiles according to formulas (3.10), (3.11), should also be controlled in the vibration test according to the signals of all of these q sensors, placed at the appropriate points. This means that this profile can only be correctly implemented by multi-point control of the signals from the appropriate sensor points.
  • the control strategy should also correspond to the algorithm for calculating the individual profiles: if formula (3.10) was used for this, mean value control should be used, and if formula (3.11) was used, maximum value control.
  • test profile for a multi-point control is not calculated if only one measurement file (see above) was fed to the ASPEN RoMi procedure for profile creation. This could be the case, for example, if measurements were only carried out on one route (no route mix) d) Profiles that cover the damage on individual routes or on the entire route mix If measurements are carried out on several different design-relevant routes of a route mix, the ASPEN RoMi procedure creates profiles that cover the damage both on each individual route and on the entire route mix. This happens in one run of the procedure.
  • a test profile can be a sweep profile with regard to the type of vibrations generated, an excitation profile with regard to the choice of points for its control/application, a profile for multi-point control with regard to the number of control points, and at the same time the travel time on only one route or on the entire route mix ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18. All of these profiles are usable, the choice of a profile from them for practical implementation of the vibration test is made by the clerk.
  • ASPEN transformation Formulas are given here for converting the PSS, calculated using the ASPEN method from the route runs (i.e. pseudo-damage that the component experiences during driving), into the damage-equivalent profile amplitudes.
  • the AT for calculating the height of the LDS of a noise profile at a frequency f is: where PSD U (f) – the desired height of the LDS of the noise profile, PSD Ref (f) – the height of the LDS of the stochastic reference signal, D U (f) – the ordinate of the PSS, which is obtained for stochastic oscillation with the desired LDS PSD U , ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 D Ref (f) – the ordinate of the PSS of the reference signal with the LDS PSD Ref (f), k WL – slope coefficient of the Wöhler curve.
  • the AT determines the height of the LDS PSD U of a stochastic oscillation at a frequency f in order to obtain the defined (required) damage value D U at this frequency.
  • a known relationship is used that another stochastic oscillation (called the reference signal) with the LDS PSD Ref at the same frequency produces the damage value D Ref .
  • This relationship is obtained by a procedure which involves generating a reference signal (here: a stochastic vibration signal) suitable for the profile type using the known LDS PSD Ref and calculating its damage value D Ref at each frequency, see the right-hand part of the diagram in Figure 4. This procedure is described in detail above.
  • Sweep profile Such a profile assumes a harmonic oscillation excitation; it is described by the dependence of the amplitude S of such a harmonic oscillation signal on its instantaneous frequency f, ie as an AFV S(f).
  • the AT for calculating the AFV of a sweep profile (consisting of a single sweep) at a frequency f is: where S U (f) – the required amplitude of the AFV of the sweep profile, S Ref (f) – the amplitude of the AFV of the monoharmonic reference signal, D U (f) – the ordinate of the PSS, which is obtained for monoharmonic oscillation with the required amplitude S U , D Ref (f) – the ordinate of the PSS of the reference signal with the AFV S Ref (f), k WL – slope coefficient of the Wöhler curve.
  • the AT determines the amplitude S U of a monoharmonic oscillation at a frequency f in order to obtain the defined (required) damage value D U at this frequency.
  • a well-known relationship is used that another monoharmonic oscillation (called the reference signal) with the amplitude S Ref at the same frequency produces the damage value D Ref .
  • This relationship is obtained by a procedure which involves generating a reference signal (here: a single sweep signal) suitable for the profile type with the known amplitude S Ref and calculating its damage value D Ref at each frequency, see the right-hand part of the diagrams in Figure 1 and Figure 4. This is described in detail below.
  • AT (3.17) is also applicable to the creation of the following profiles: i) profiles for dwell time testing with monoharmonic excitation at a fixed frequency (fixed frequency sine); these can be considered as a special case of single sweep profiles if the sweep frequency remains constant, and ii) profiles with multisweep excitation.
  • the limitation of the ASPEN method is that frequency bands of the individual sweep tones of a multisweep profile must not overlap. This limitation means that, even in the case of a multisweep profile, only one single sweep profile is defined at each frequency. Therefore, formula (3.17) remains valid for this case as well.
  • Formula (3.17) is mathematically proven below.
  • the concept of the reference signal for the creation of a test profile in the ASPEN-RoMi method provides for the execution of the following steps: a) Determination of the profile type and parameters At the latest at this point in the profile creation, the type of test profile to be created and the duration of the vibration test T VT must be determined (note: the test frequency range f unt , ..., f ob had to be selected earlier for the FDDC evaluation of the signals measured during the route trips - see above
  • the types of profiles that can be created with the ASPEN method are: ⁇ Sweep profiles (single or multi-sweep) ⁇ Profiles for a dwell time test (sinusoidal excitation with a fixed frequency), and ⁇ Noise profiles (testing with stochastic vibration excitation).
  • a reference signal is now generated, namely: ⁇ Sweep profiles ⁇
  • the reference signal is used throughout the entire Test frequency range f unt , ..., f ob generated as a single sweep of the selected type (linear, logarithmic), with amplitude S Ref , tuning rate R and duration t r .
  • the duration t r must ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 contain an integer number of half sweep cycles (this is the run-through time from the lower to the upper frequency of a sliding sine signal).
  • the amplitude S Ref can be chosen arbitrarily, but it must be constant over the entire frequency range f unt , ..., f ob .
  • the individual frequency bands must not overlap.
  • the amplitude S Ref and the tuning rate R must be the same for each sweep tone (with regard to the tuning rate R, this condition ensures that all individual sweeps have the same run through time for their own frequency band, i.e. they run synchronously).
  • the duration t r must be a whole number of half the sweep cycles and the amplitude S Ref must be constant across the entire frequency range f unt , ..., f ob .
  • the reference signal is generated here as a monoharmonic oscillation of the selected duration t r (preferably at least 1000 periods of the sinusoidal oscillation) with a fixed frequency f Ref.; this is the test frequency.
  • the amplitude S Ref of the oscillation can be chosen arbitrarily, as for the sweep profiles.
  • Noise profiles The reference signal is generated here as a stationary stochastic signal with a constant power density PSD Ref over the entire test frequency range, ie as white noise; the value of the LDS PSD Ref can be chosen arbitrarily.
  • ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18
  • the duration t r of this oscillation it should be as long as possible in order to reduce the deviation between the actual LDS of the reference signal and the specified value PSD Ref .
  • the signal duration t r 400s has proven to be sufficiently long. If such a noise signal is generated using PC-based signal processing software (e.g.
  • the necessary vibration signal can be recorded on an empty shaker plate, ie without a test object. This applies regardless of whether the current test profile calculation is an excitation or reaction profile.
  • ⁇ Generation as a fictitious, digital signal in a PC-based signal processing tool e.g. in Matlab, Famos, Labview etc.
  • This is an alternative, time-saving and cost-effective option, as it does not require a vibration test bench for generating the vibrations or a measuring system for recording the signals.
  • the amplitudes of a reference signal generated in this way can – formally speaking – have any unit, or even no unit at all, as the signal is fictitious.
  • the ordinates of the generated reference signal must be assigned the same unit as the unit of the ordinates of the signals from the route runs for which test profiles are to be created.
  • the unit for the amplitude S Ref or for the LDS PSD Ref of the digital reference signal to be generated must also be selected accordingly, namely: o the unit of the amplitude S Ref for generating the reference signal of the sweep type (in the case of creating a single or ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 Multisweep profile) or of the type of a harmonic oscillation with a fixed frequency (in the case of creating a profile for a dwell time test) must be the same as the unit of the signals from the route trips for which test profiles are to be created (e.g.
  • the unit S Ref for the acceleration quantity - m/s2) o the unit of the LDS PSD Ref for the generation of the white noise reference signal must be the same as the unit of the noise profiles to be created (e.g. the unit PSD Ref for the acceleration quantity measured in m/s2 - (m/s2)2/Hz).
  • the signal parameters used to generate the reference signal e.g. the sweep tuning rate, the number of individual sweep tones and their frequency bands
  • the signal parameters used to generate the reference signal e.g. the sweep tuning rate, the number of individual sweep tones and their frequency bands
  • Extrapolation and superposition of the PSS with multiple measurement files per route This deals with a special case for the extrapolation and superposition of the PSS in the ASPEN RoMi method when there are multiple measurement files per route driven. This can be the case, for example, if saving the entire section to be measured on this route in one file would result in too large a volume of data. The measurement engineer can therefore decide to trigger and stop the measurement several times during the route. For further explanations in this subsection, it is assumed that the data from each measurement interval is saved in a separate measurement file. The division of the measurement data into several measurement files can also be done subsequently, for example to reduce the size of a measurement file.
  • the work with the FDDC and SPEX modules of the ASPEN RoMi procedure is carried out as follows.
  • the two measurement files are sent to the FDDC module ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 and calculated from the two signals and the 2 PSS D ⁇ i,1 (f) and D ⁇ i,2 (f). These PSS are also stored in individual files. They are now fed to the SPEX module for extrapolation. Since the two PSS D ⁇ i,1 (f) and D ⁇ i,2 (f) are again in two separate files, they are extrapolated separately, and the extrapolation algorithm requires the specification of the 2 different travel times T Ri,1 , T Ri,2 . These are the durations of the trips on the section of route i on which each measurement signal and ⁇ i,2 (t).
  • T Ri T Ri,1 + T Ri,2 .
  • T Ri,1 / T Ri,2 t ⁇ i,1 / t ⁇ i,2 .
  • T Ri,1 2000h
  • T Ri,2 3000h
  • the PSS D ⁇ i,1 is extrapolated to D ⁇ i,1,EX and D ⁇ i,2 to D ⁇ i,2,EX in the SPEX module.
  • the extrapolated PSS D ⁇ i,1,EX applies to the travel time T Ri,1 (on the first section of route i), the extrapolated PSS D ⁇ i,2,EX – for the travel time T Ri,2 .
  • a i can also be the SMA if the counting method used determines the mean value of each cycle in addition to the amplitude (eg the rainflow counting method).
  • the values [a i ; N OP (a i )] form a load collective.
  • Figure 8 it is shown schematically as ZF Friedrichshafen AG File 212889 Friedrichshafen 2024-01-18 dark brown continuous curve.
  • the damage amount of each amplitude a i is calculated according to (3.7) where N(a i ) – number of failure cycles for the amplitude a i (so that [a i ; N(a i )] is a point on the Wöhler curve, see Figure 8).
  • the points [b i ; N(b i )] and [a i ; N(a i )] lie on a Wöhler curve, see Figure 8.
  • a(t) can be considered as the output signal of a narrow bandpass as defined in the FDDC algorithm of the ASPEN method.
  • D GS (b), D GS (a) in (iv) are the ordinates of the PSS of the signals a(t) and b(t) respectively at a frequency, and the relationship (iv) also applies to the PSS.
  • equation (4.1) is proved.
  • Derivation of the AT for the case of a noise profile The mathematical derivation of formula (3.16) is based on the following consideration. Suppose the reference signal a(t) is an ergodic normally distributed noise with the LDS PSD a (f) and the PSS D a (f). This PSS was determined using the FDDC algorithm described above.
  • b(t) a(t) ⁇ p.
  • b(t) a(t) ⁇ p.
  • Patent EP 3433593 B1 “Method and System for Accelerated Fatigue Damage Testing of an Object”. Siemens Industry Leuven, 2016 13. Patent DE 10236735 A1 “Method for generating noise profiles equivalent to damage during driving for vibration testing of vehicle components”. BMW AG Kunststoff, 2002 14. Bendat, J; Piersol, A.: Random Data. Analysis and Measurements Procedures. John Wiley, 566S., 1986 15. Haibach, E.: Structural strength. Methods and data for component calculation. Springer, 2nd edition, 2002, 753S

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  • Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)

Abstract

Un procédé de génération d'un profil de test (4) comprend un processus de calcul de spectre de pseudo-dommage (P1), dans le contexte duquel une pluralité de spectres de pseudo-dommage (2.1, 2,2, ..., 2.n) sont calculés à partir d'une pluralité de signaux de mesure (1.1, 1,2, ..., 1.n) au moyen d'un algorithme de calcul de spectre, de telle sorte qu'un spectre de pseudo-dommage (2.1, 2,2, ..., 2.n) est généré pour chaque signal de mesure (1.1, 1,2, ..., 1.n), chaque signal de mesure (1.1, 1,2, ..., 1.n) ayant été enregistré avant le début du procédé dans le contexte d'un trajet sur un itinéraire d'un véhicule test, un processus d'extrapolation et de superposition (P2), comprenant un sous-processus d'extrapolation (P5) et un sous-processus de superposition (P6), dans le contexte du sous-processus d'extrapolation (P5), chaque spectre de pseudo-dommage (2.1, 2,2, ..., 2.n) étant multiplié par une constante de proportionnalité, de telle sorte qu'une pluralité de spectres de pseudo-dommage extrapolés (7.1, 7,2, ..., 7.n) sont générés, dans le contexte du sous-processus de superposition (P6), les spectres de pseudo-dommage extrapolés (7.1, 7,2, ..., 7.n) étant ajoutés pour donner lieu à un spectre de pseudo-dommage superposé (3), un processus de génération de profil de test (P3), dans le contexte duquel le profil de test (4) est généré, un processus de traitement de signal de référence (P4), dans le contexte duquel, à partir d'un signal de référence (5), tout d'abord au moyen de l'algorithme de calcul de spectre, tout d'abord un spectre de pseudo-dommage de signal de référence (17) est calculé et ensuite le spectre de pseudo-dommage de signal de référence (17) est multiplié par la constante de proportionnalité, de telle sorte qu'un spectre de pseudo-dommage de signal de référence extrapolé (6) est généré, le profil de test (4) est généré dans le contexte du processus de génération de profil de test (P3) sur la base du spectre de pseudo-dommage superposé (3) et du spectre de pseudo-dommage de signal de référence extrapolé (6).
EP24702111.6A 2023-01-25 2024-01-25 Procédé, système pour mettre en oeuvre un tel procédé ; programme informatique et support lisible par ordinateur pour générer un profil de test pour un test de vibration d'un équipement de véhicule sur la base d'une acquisition de données pendant des trajets sur un itinéraire Pending EP4655572A1 (fr)

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DE102023200580.8A DE102023200580A1 (de) 2023-01-25 2023-01-25 Verfahren zum Erzeugen eines Prüfprofils für Vibrationserprobung von Fahrzeugausrüstung aufgrund Datenerfassung während Routenfahrten
PCT/EP2024/051729 WO2024156790A1 (fr) 2023-01-25 2024-01-25 Procédé, système pour mettre en œuvre un tel procédé ; programme informatique et support lisible par ordinateur pour générer un profil de test pour un test de vibration d'un équipement de véhicule sur la base d'une acquisition de données pendant des trajets sur un itinéraire

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US5565618A (en) 1995-12-01 1996-10-15 Ford Motor Company Method to specify sinusoidal vibration tests for product durability validation
US5767406A (en) 1996-09-30 1998-06-16 Ford Motor Company Method to specify random vibration tests for product durability validation
DE10236735B4 (de) 2002-08-09 2005-06-16 Bayerische Motoren Werke Ag Verfahren zur Generierung von zum Fahrbetrieb schädigungsäquivalenten Rauschprofilen zur Vibrationsprüfung von Fahrzeugkomponenten
CN109073497B (zh) 2016-04-29 2020-12-04 西门子工业软件公司 用于对象的加速疲劳损伤测试的方法和系统
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