基于虛擬樣機(jī)技術(shù)的汽車(chē)驅(qū)動(dòng)橋橋殼cadcae系統(tǒng)的建立于研究外文文獻(xiàn)翻譯@中英文翻譯@外文翻譯

1、<p><b>　　附 錄</b></p><p>　　附錄A 外文文獻(xiàn)原文</p><p>　　A1 Establish and research on CA/CAE sysytem of automobile drive axle housing based on virtual prototype technology</p>&

2、lt;p>　　Virtual prototype refer to a model which is in the step of product progress, occurring in the computer realm,, aiming at the optimization based on the CAD model used to stimulating analysis product. Virtual pro

3、totype in mainly used for test which was failed by physical test. Based on the result which is drawn from the stimulation result, it is easy to modify and guide design, until reach the optimistic design </p><p

4、>　　Automobile drive axle housing is a main part of a mobile. disconnect drive axle housing is used for bearing the mobile’s weight ,transferring the load to the wheels Drawing force, braking force lateral force and v

5、ertical force are transferred to frame and compartment by drive axle housing. So drive axle housing is either a bearing or a transmission item. If not correctly designed or some problem occurred while manufacturing, driv

6、e axle housing may deformed or fracture. As a traditional design m</p><p>　　A1.1 design scheme </p><p>　　Traditional design method for drive axle housing is firstly giving a scheme ,manufacturin

7、g , a sample item then a series test (such as stiffness test bending fatigue test and static strenth test )is carried out Apparently this method is very money consuming ,and the final parameter may be not optimal .if ad

8、opt the Virtual prototype technology stimulazing kinds of working condition of drive axle housing ,and draw a series of optimal parameters .Based on these parameter the physical machine are c</p><p>　　Modern

9、 trial production progress vary largely to the traditional one .As depicted ,in the picture ,A loop is absent in the traditional drive axle housing making virtual prototype can assess the cost quality and manufacturabili

10、ty on the computer. If the assessment is not satisfying, it is necessary to adjust .repeat a loop until reach a ideal parameter.</p><p>　　This scheme design a software terrace, providing a interface for Sol

11、idworks patron and Nastron ,using superiority of this professional software ,and develop these software ,but a drive axle housing product design terrace.</p><p>　　Considering the question of improving the a

12、nalysis efficiency and simplifying finite element ,this system adopt a method which uses parametric modeling that is totally different from do make up for CAD model .And the CAD model is only used for oversight </p&

13、gt;<p>　　A1.2 Parameterized Modeling by SolidWorks</p><p>　　They are all available for second-time development of SolidWorks for the softwares that support OLE and COM. Because of design requirements,

14、 the development software of the system is Delphi and second development software of SolidWorks is OLE. The copyright of SolidWorks is 2006. To use this method, it must be registered for auto-severed including files sldw

15、orks.tlb and element files that filenames are SldWorks_TLB.pas severed by SolidWorks under Delphi program environment, and they are availabl</p><p>　　The topology structure of SolidWorks is typically five la

16、yers topology structure. A part is consist of bodies, and bodies include surfaces, and surfaces include edges, and edges include curves and points. It may use record in delphi to define bodies, surfaces and points these

17、data structure and apply respectively to store topology information. The steps of the parameterized modeling of CAD by SolidWorks are as follows: firstly, it must be defined correctly for the relationship between automob

18、ile</p><p>　　A1.3 Patran & Nastran FEA analysis</p><p>　　A1.3.1 PCL program</p><p>　　MSC/PATRAN provides a fully functions program language for users, as PCL. PCL provide abunda

19、nt of tables and menus and allow users to read and write all information in Patran database, which structure is similar with C language. The paper develops the analysis module of the automobile drive axle housing, which

20、includes parameterize modeling, ALE, material definition, load cases definition, Nastran analysis submitted and results post-possessing and other functions.</p><p>　　There are no special develop environment

21、in PCL, generally the codes are written in test editor and saved as *.pcl format, and then the files are pre-compiled as *.cpp format in DOS, and debug them in Patran at last. The detail operates are as follows:</p>

22、;<p>　　Pre-compile *.pcl file:</p><p>　　cpp *.pcl *.cpp</p><p>　　debug *.cpp file in patran:</p><p>　　!!input *.cpp</p><p>　　When starting, Patran will execute i

23、nit.pcl file under its root catalogue. The file includes two commands:!!INPUT p3prolog.pcl and !!IPUT p3epilog.pcl. As pre-compile these two files when Patran starts. Users can write commands to initialize Patran startin

24、g viewport. For example, write commands：!!iput C:\MSC.Software\MSC.Patran\2005_r2\ rearhouse.cpp and rearhouse.init() in p3epilog.pcl, in which, rearhouse.cpp is the second-time development program for automobile drive a

25、xle housing. It will inf</p><p>　　Input commands in Patran:</p><p>　　!!COMPLIE rearhouse.cpp into rearhouse.plb</p><p>　　!!library rearhouse.plb</p><p>　　!!llibrar keep

26、open rearhouse.plb</p><p>　　As this, Patran can load including files when it starts and the speed is rather fast. For initialize the viewport, users need to input that: rearhouse,init().</p><p>

27、　　A1.3.2 Program Design Flowchar</p><p>　　The FEA parameterize modeling part is implemented as follows:</p><p>　　Input various key parameters into delphi, and they will be compiled and format a

28、file whose suffix is .cpp. The contents of init.pcl can be modified by dephi. As that, users can enter Patran by click “FEA parameterize modeling” in this system, and they will see a new file, whose drawing zone has comp

29、lete FEA module. The program parts don’t need to communicate with users and just like a back program. In this progress it will need API function of Windows system. </p><p>　　Due to they require high communic

30、ate for ALE, material definition, load cases definition, Nastran analysis submitted and results post-possessing and other functions, which are not convenient for delphi to control directly, these parts will be written by

31、 PCL. Patran may copy the .CPP files to the catalog such as “C:\MSC.Software\MSC.Patra\2005_r2”, and modify the relative contents in init.pcl file. </p><p>　　Allowing for the special features of housing mode

32、ling and computing speed of computers, the program all use shell elements to simulate housing. Therefore it use sgm_const_surface_extrude() to product shell function when modeling, and use fem_create_mesh_surf_4() to mes

33、h when FEA meshing. </p><p>　　A1.4 Software application example</p><p>　　This software is established by the delphi computer language. After enter the system, preliminary design of automobile dr

34、ive axle housing by basis mechanics must be completed to define the key dimension, then CAE/CAD modeling and analyzing of various operating conditions should be starting. The software interface is shown in the Figure A1,

35、 Figure A2 shows the solid model of axle housing by SolidWorks parameterized modeling.</p><p>　　Figure A1 The software interface</p><p>　　Figure A2 The solid model of axle housing</p><

36、;p>　　Table A1 illustrates material parameters which</p><p>　　Five operating conditions are analyzed by Patran&Nastran in this system, which are shown in Figure A5, static of 2.5 times full load, drivi

37、ng by the maximum drawing force, brake of full load, turning around of full load, brake of full load in turning around. Longitudinal direction, side direction, vertical direction and revolve of longitudinal direction con

38、straints are laid on at the center of steel plate spring. Load is laid on at the half axle casing, which resulting stress is inconsistent wit</p><p>　　Table A2 The stress of axle housing of 5 operating condi

39、tions</p><p>　　The allowable stress of axle housing is 400MPa, the design is very safe, which shown in the Table A2. Figure 8 illustrates the distribution of stress nearby the steel plate spring. </p>

40、<p>　　Figure A3 The distribution of stress nearby the steel plate spring</p><p>　　Table A3 illustrates the former 9th order natural frequency of automobile drive axle housing by this system.</p>

41、<p>　　Table A3 The former 9th order natural frequency</p><p>　　Since the road is not absolutely smooth, automobile natural frequency often occur between 1~20Hz. Resonance of axle housing won’t be cause

42、d. This result is reasonable. </p><p>　　Figure A4 The 1st order mode of vibration</p><p>　　附錄B 外文文獻(xiàn)中文翻譯</p><p>　　A1 基于虛擬樣機(jī)技術(shù)的汽車(chē)驅(qū)動(dòng)橋橋殼CAD/CAE系統(tǒng)的建立于研究</p><p>　　虛擬樣機(jī)是指在產(chǎn)品設(shè)計(jì)

43、階段，在計(jì)算機(jī)世界中，以?xún)?yōu)化設(shè)計(jì)思想為指導(dǎo)，以產(chǎn)品CAD模型為基礎(chǔ)，利用各種相關(guān)CAE分析軟件，進(jìn)行產(chǎn)品主要性能仿真分析的數(shù)字模型㈣。虛擬樣機(jī)主要進(jìn)行對(duì)物理樣機(jī)而言難以進(jìn)行的試驗(yàn)，根據(jù)虛擬樣機(jī)反饋的仿真結(jié)果，修正、指導(dǎo)設(shè)計(jì)，直至獲得系統(tǒng)級(jí)的優(yōu)化設(shè)計(jì)方案。 </p><p>　　驅(qū)動(dòng)橋橋殼是汽車(chē)上主要零件之一，非斷開(kāi)式驅(qū)動(dòng)橋殼起著支承汽車(chē)荷重的作用，并將載荷傳給車(chē)輪。作用在驅(qū)動(dòng)車(chē)輪上的牽引力、制動(dòng)力、側(cè)向力和

44、垂向力也經(jīng)過(guò)橋殼傳到懸架及車(chē)架或車(chē)廂上。因此，橋殼既是承載件又是傳力件。如設(shè)計(jì)不當(dāng)或制造工藝有問(wèn)題時(shí)，會(huì)使橋殼變形或折斷。傳統(tǒng)橋殼設(shè)計(jì)方法代價(jià)過(guò)于昂貴，因此有必要引進(jìn)虛擬樣機(jī)技術(shù)。</p><p><b>　　A1.1 設(shè)計(jì)方案</b></p><p>　　以往的橋殼設(shè)計(jì)方法都是先提出一種方案，制造出物理樣機(jī)，然后通過(guò)剛度試驗(yàn)、靜強(qiáng)度試驗(yàn)、彎曲疲勞壽命試驗(yàn)等多次破壞性

45、的物理試驗(yàn)來(lái)確定其性能參數(shù)、材料特性。顯然這種方法的代價(jià)是相當(dāng)昂貴的，而且最后得出的參數(shù)也不一定是最優(yōu)的。如果采用虛擬樣機(jī)技術(shù)先對(duì)驅(qū)動(dòng)橋橋殼工作的各種工況進(jìn)行仿真，在計(jì)算機(jī)里面通過(guò)參數(shù)優(yōu)化得出一組合理的設(shè)計(jì)參數(shù)值，然后再根據(jù)這組合理的參數(shù)值制造出物理樣機(jī)做物理試驗(yàn)。這種方法節(jié)省時(shí)間，降低成本，將為企業(yè)帶來(lái)巨大的經(jīng)濟(jì)效益。</p><p>　　現(xiàn)代模式的新產(chǎn)品試制過(guò)程，和傳統(tǒng)的新產(chǎn)品試制過(guò)程有很大不同。A循環(huán)部分為

46、汽車(chē)驅(qū)動(dòng)橋橋殼新產(chǎn)品試制傳統(tǒng)方法中所無(wú)，即虛擬樣機(jī)部分。虛擬樣機(jī)可對(duì)設(shè)計(jì)質(zhì)量、成本、可制造性（制造工藝性）等指標(biāo)在計(jì)算機(jī)上進(jìn)行評(píng)價(jià)，當(dāng)評(píng)價(jià)不滿(mǎn)意時(shí)，進(jìn)行修改設(shè)計(jì)，重復(fù)A循環(huán)，直到獲得理想的參數(shù)為止。</p><p>　　本方案設(shè)計(jì)開(kāi)發(fā)一個(gè)軟件平臺(tái)，提供SolidWorks、Patran&Nastran的接口，利用兩種專(zhuān)業(yè)應(yīng)用軟件在CAD建模和有限元分析方面的優(yōu)勢(shì)，分別對(duì)二者進(jìn)行二次開(kāi)發(fā)，建立一個(gè)針對(duì)汽車(chē)驅(qū)

47、動(dòng)橋橋殼產(chǎn)品的數(shù)字化設(shè)計(jì)平臺(tái)。</p><p>　　考慮到提高有限元軟件的分析效率和有限元模型的簡(jiǎn)化問(wèn)題，本系統(tǒng)采用在Patran中單獨(dú)參數(shù)化建模的方法，而不是直接修改簡(jiǎn)化CAD模型，而CAD模型只用于觀察裝配干涉和生成二維生產(chǎn)圖。</p><p>　　A1.2 SolidWorks參數(shù)化建模</p><p>　　凡支持OLE和COM編程的開(kāi)發(fā)工具均可用于Solid

48、Works的二次開(kāi)發(fā)。由于設(shè)計(jì)需要本系統(tǒng)采用Delphi作為開(kāi)發(fā)工具，運(yùn)用OLE自動(dòng)化技術(shù)對(duì)SolidWorks進(jìn)行二次開(kāi)發(fā)。SolidWorks版本為2006版。采用這種方法必須在Delphi編程環(huán)境中注冊(cè)由SolidWorks提供的自動(dòng)化服務(wù)類(lèi)型庫(kù)文件sldworks.tlb，生成名為SldWorks_TLB.pas的單元文件，并在編譯程序時(shí)引用之方可。</p><p>　　SolidWorks的拓?fù)浣Y(jié)構(gòu)為典

49、型的五層式拓?fù)浣Y(jié)構(gòu)。一個(gè)零件對(duì)象由體構(gòu)成，體中含面，面中含邊，邊中含曲線(xiàn)和頂點(diǎn)?？捎胐elphi中的record記錄定義體、面、點(diǎn)數(shù)據(jù)結(jié)構(gòu)，分剔用于存儲(chǔ)各自拓?fù)湫畔?。在SolidWorks中CAD參數(shù)化建模過(guò)程如下：首先，定義好驅(qū)動(dòng)尺寸和其余尺寸間的關(guān)系。其次，初始化各record，利用API函數(shù)自動(dòng)生成橋殼實(shí)體圖形。最后，用戶(hù)可以在本軟件平臺(tái)上檢查CAD模型并修改各尺寸參數(shù)，程序利用預(yù)先定義好的各尺寸間的關(guān)系，自動(dòng)修改橋殼其余相關(guān)尺寸

50、，在SolidWorks中重畫(huà)橋殼圖形。</p><p>　　A1.3 Patran&Nastran有限元分析。</p><p>　　A1.3.1 PCL編程</p><p>　　MSC/PATRAN為用戶(hù)提供了一種全功能的編程語(yǔ)言，即PCL(PATRAN command language)lsi。PCL提供了豐富的表格和萊單庫(kù)，使用戶(hù)可以方便快捷的編制Mo

51、tif界面，允許用戶(hù)讀寫(xiě)Patran數(shù)據(jù)庫(kù)中的全部信息，其結(jié)構(gòu)和C語(yǔ)言類(lèi)似。本文利用PCL語(yǔ)言開(kāi)發(fā)包括參數(shù)化建模、自動(dòng)網(wǎng)格劃分、定義材料、定義工況、提交Nastran分析和結(jié)果后處理等功能的汽車(chē)驅(qū)動(dòng)橋橋殼分析模塊。</p><p>　　PCL沒(méi)有專(zhuān)門(mén)的集成開(kāi)發(fā)環(huán)境，一般都是在文本編輯器中編寫(xiě)代碼，并將文本保存為*.pcl格式，然后在DOS環(huán)境中將文件預(yù)編譯為*.cpp格式，最后在Patran中調(diào)試*.cpp文件。

52、具體操作如下：</p><p>　　Patran每次啟動(dòng)都會(huì)執(zhí)行其根目錄下的init.pcl文件，該文件中包含兩個(gè)命令：！!INPUT p3prolog.pcl和！!INPUT p3epilog.pcl。即在Patran啟動(dòng)時(shí)預(yù)編譯p3prolog.pcl和p3epilog.pcl文件。用戶(hù)可以在此二文件中寫(xiě)入命令初始化Patran啟動(dòng)界面。如在p3epilog.pcl中寫(xiě)入命令：！！input C:＼MSC.S

53、oftware\MSC.Patran\2005_r2\rearhouse.cpp和rearhouse.init0，其中rearhouse.cpp為汽車(chē)驅(qū)動(dòng)橋橋殼分析二次開(kāi)發(fā)程序。會(huì)影響Patran的啟動(dòng)速度，用戶(hù)可以先將自己編寫(xiě)的函數(shù)編譯到一個(gè)數(shù)據(jù)庫(kù)中，Patran可直接調(diào)用。方法如下：</p><p>　　在Patran命令行中輸入如下命令：</p><p>　??！!COMPILE re

54、arhouse.cpp into rearhouse.plb</p><p><b>　　$編譯形成用戶(hù)化庫(kù)</b></p><p>　　在init.pcl文件中輸入如下內(nèi)容：</p><p>　??！!library rearhouse.plb</p><p>　　! !library keepopen rearhous

55、e.plb</p><p>　　如此，Patran肩動(dòng)時(shí)自動(dòng)加載庫(kù)文件，速度很快，用戶(hù)要初始化界面只需在命令行中輸入：rearhouse.init0。</p><p>　　按有限元分析一般流程，本文有限元參數(shù)化建模部分的實(shí)現(xiàn)如下：</p><p>　　在delphi中輸入各關(guān)鍵參數(shù)，經(jīng)過(guò)delphi編譯后生成一個(gè)后綴名為.cpp的文件，并由delphi程序控制修改i

56、nit.pcl文件內(nèi)容，初始化Patran。即用戶(hù)從此軟件系統(tǒng)中點(diǎn)擊“有限元參數(shù)化建?！卑粹o就會(huì)自動(dòng)進(jìn)入patran中，并看到一個(gè)新建的文件，其繪圖區(qū)中已有自動(dòng)建模完畢的有限元分析模型。在Patran看來(lái)這部分程序不需要同用戶(hù)交互操作，就像一個(gè)后臺(tái)程序。在此過(guò)程中需用到Windows系統(tǒng)的API函數(shù)。</p><p>　　其余網(wǎng)格劃分、定義工況、定義材料、提交nastran分析、后處理等工作需要很高昀交互性，不便

57、由delphi程序直接控制，因此實(shí)現(xiàn)這一部分功能的PCL程序單獨(dú)編寫(xiě)。delphi只將編譯好的實(shí)現(xiàn)這部分功能的.cpp文件拷貝到如“C:＼MSC.Software\MSC.Patran\2005_r2”這樣的目錄中，并修改init.pcl文件相應(yīng)的內(nèi)容，以便初始化Patran界面。</p><p>　　考慮到橋殼模型的特殊性以及計(jì)算機(jī)計(jì)算速度，本程序全部使用殼單元模擬橋殼。因此建模時(shí)用到如sgm_con st_s

58、 urface_extrude()‘6】之類(lèi)的生成殼體的函數(shù)，劃分有限元網(wǎng)格時(shí)使用fem一一create_mesh_surf_4()之類(lèi)的函數(shù)進(jìn)行殼體網(wǎng)格劃分。</p><p>　　A1.4軟件應(yīng)用實(shí)例</p><p>　　本軟件系統(tǒng)使用delphi為開(kāi)發(fā)語(yǔ)言。進(jìn)入本系統(tǒng)后，必須先根據(jù)基本力學(xué)公式對(duì)橋殼進(jìn)行初步設(shè)計(jì)，得出橋殼的各關(guān)鍵尺寸，然后方可進(jìn)行CAD/CAE參數(shù)化建模和各種工況的分析

59、。圖A1為本軟件系統(tǒng)界面，圖A2為由SolidWorks參數(shù)化建模的橋殼實(shí)體圖。</p><p>　　圖A1 汽車(chē)驅(qū)動(dòng)橋橋殼CAD/CAE集成系統(tǒng)界面圖</p><p>　　圖A2 由solidworks參數(shù)化建模的某驅(qū)動(dòng)橋橋殼實(shí)體圖</p><p>　　系統(tǒng)對(duì)該橋殼進(jìn)行有限元分析時(shí)所用材料參數(shù)如表A1所示。</p><p>　　表Al汽車(chē)驅(qū)

60、動(dòng)橋橋殼模型材料參數(shù)表</p><p>　　系統(tǒng)調(diào)用Patran&Nastran進(jìn)行靜力分析時(shí)分別模擬如表2所示的5種工況，即汽車(chē)2.5倍滿(mǎn)載靜止時(shí)、汽車(chē)滿(mǎn)載以最大牽引力行駛時(shí)、汽車(chē)滿(mǎn)載緊急制動(dòng)時(shí)、汽車(chē)滿(mǎn)載轉(zhuǎn)彎時(shí)、汽車(chē)滿(mǎn)載轉(zhuǎn)彎制動(dòng)時(shí)橋殼所受力的狀況。分析時(shí)分別在鋼板彈簧座中心處推力桿支座中心處沿汽車(chē)縱向、側(cè)向、垂向以及繞縱向轉(zhuǎn)動(dòng)施加約束，為消除剛體位移還需要在推力桿支座中心處施加其余約束。載荷加在半軸套管

61、兩軸承中間，這樣使得軸承附近的應(yīng)力和實(shí)際不符，但不會(huì)影響橋殼其余部分的應(yīng)力分布。分析結(jié)果顯示板簧座和半軸套管焊接處靠車(chē)輪一側(cè)Tresca應(yīng)力最大，其最大應(yīng)力值如表A3所示。</p><p>　　表A2該驅(qū)動(dòng)橋橋殼在五種工況下的最大應(yīng)力</p><p>　　鋼板沖壓焊接橋殼許用應(yīng)力400 MPa，由表2可以看出該橋殼在5中工況下的應(yīng)力都遠(yuǎn)小于橋殼的許用應(yīng)力，證明該設(shè)計(jì)很安全。圖A3為該驅(qū)動(dòng)橋

62、橋殼在汽車(chē)以最大牽引力行使工況下板簧座附近的應(yīng)力分布圖。</p><p>　　經(jīng)本系統(tǒng)分析該汽車(chē)驅(qū)動(dòng)橋橋殼前9階自振頻率如表A3所示。</p><p>　　表A3該汽車(chē)驅(qū)動(dòng)橋橋殼前9階自振頻率</p><p>　　由于路面不平度引起的汽車(chē)振動(dòng)頻率多在1-20Hz，所以不會(huì)由路面激振引起橋殼的共振，該橋殼結(jié)果比較合理。圖A4為該橋殼在一階自振頻率下的振形。</p