基于微电阻测试技术的曲轴疲劳损伤表征研究
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摘要
2008年,中国汽车的产销量约1000万辆,成为继美国之后的第二大汽车产销大国,与此同时,年报废汽车量已达保有量的6%。再制造技术是解决报废汽车难题的最好方法之一,但再制造前退役零部件的剩余疲劳寿命是影响再制造产品可靠性的关键因素。因此,研究典型汽车零部件疲劳损伤规律,用于指导剩余疲劳寿命评估是当前的一项紧迫任务。
本论文以汽车发动机典型零件曲轴为研究对象,采用微电阻测试技术,以微电阻为参量全程表征曲轴的疲劳损伤过程,从而获得曲轴疲劳损伤的微电阻变化规律。
首先,以48Mn钢标准试件为研究对象,开展旋转弯曲疲劳损伤微电阻表征实验,并与推导的金属疲劳损伤电阻模型作比较。结果表明:实测数据与理论模型有较好的一致性,损伤开始至宏观裂纹萌生阶段吻合得较好,宏观裂纹萌生点相差较大,之后,两者趋向一致,达到无穷大。同时,也验证了微电阻表征疲劳损伤的可行性。
其次,为了开展曲轴的疲劳损伤试验,开发了基于虚拟仪器技术的曲轴弯曲疲劳损伤试验系统,实现了模拟正弦信号输出,振动信号实时采集,自动扫描系统共振频率,“恒载荷”调节,曲轴失效自动诊断,输出与采集数据信号的实时显示与保存,微电阻测试等功能。
最后,开展了曲轴单拐的全程疲劳损伤微电阻表征试验。结果表明:在整个疲劳寿命内,微电阻值随着循环次数的增加而增大,载荷越大,微电阻增大速度越快。对于2500NM载荷下的单拐而言,从试验开始到宏观裂纹萌生前阶段(占整个寿命的70～80%),微电阻值增加缓慢,在宏观裂纹萌生时微电阻值有较大的变化,此后微电阻值变化加快直到曲轴失效。整个微电阻变化值约占原电阻的20%～30%。此外,探讨了曲轴疲劳损伤的微电阻表征模型并建立了函数表达式。
本文通过曲轴疲劳损伤全程微电阻表征实验,得到了曲轴疲劳损伤的微电阻变化规律和表征模型,开辟了曲轴疲劳损伤表征新方法,为指导退役曲轴剩余寿命评估提供了依据。
In 2008 about 10 million vehicles were produced and sold in China. China has become the country whose number of vehicles produced and sold was the second after USA. At the same time, the annual number of End-of-Life Vehicles (ELV) covers 6 percent of existing ones. Remanufacturing is one of the best methods of solving the difficulty. But the residual life of the components of ELV is the key factor affecting the reliability of remanufactured components. Therefore studying the fatigue damage law of typical components is the urgent task to guide the assessment of the residual life.
This paper studied the typical crankshafts of auto engines. Based on micro-electrical resistance measurement technology, the fatigue damage course was investigated by using micro-electrical resistance as a parameter to discover the fatigue damage law of micro-electrical resistance of crankshafts.
Firstly, do the experiment of investigation of micro-electrical resistance to the rolling-bend standard 48MnV specimen. Compared with the theoretical model of metal fatigue damage, the measuring result indicates that the measuring data has the agreement with the theoretical model, and the data fit well with the model during from the beginning to the moment of crack emergency. At the moment of crack emergency the data differ from the theoretical model. After that they have the same trend and get to infinite maximum. Meanwhile this experiment proved that the parameter of micro-electrical resistance describing the procress of fatigue damage of crankshafts is feasible.
Secondly, in order to do the experiment of fatigue damage of crankshafts, the bend fatigue damage measuring system of crankshafts was developed based on virtual instrument technology. The system has the functions as follow: output of analogue sine wave signal, data acquisitions, scanning resonance frequency automatically, adjusting constant load, automatic diagnosing the failure of crankshafts, display and saving of real sigal, micro-electrical resistance measureing and so on.
Finally, the experiment of parameter characterization for fatigue damage of crankshafts using micro-electrical resistance was made. The experiment drew the conclusions as follow: during the whole fatigue life the micro-electrical resistance is becoming bigger and bigger with the increase of cycle numbers, and the bigger the load is, the more speed the micro-electrical resistance increases. Under the load level of 2500NM for crankshafts, the micro-electrical resistance is increasing slowly at the stage from the beginning to macro crack emergency which covers 70~80 percent of whole life, and the micro-electrical resistance varied badly at the moment of macro crack emergency. After that the micro-electrical resistance increased quicklly until the failure of crankshafts. The whole increased amplitude of micro-electrical resistance allows of 20~30 percent of original one. Otherwise the theoretical model of fatigue damage was explored and the functional formular was expressed.
This paper attained the law and model of micro-electrical resistance for fatigue damage of crankshafts through the experiment, explored the new method describing the fatigue damage of crankshafts, and gave guidance to asses the residual fatigue lfie of ELV crankshafts.
本论文以汽车发动机典型零件曲轴为研究对象,采用微电阻测试技术,以微电阻为参量全程表征曲轴的疲劳损伤过程,从而获得曲轴疲劳损伤的微电阻变化规律。
首先,以48Mn钢标准试件为研究对象,开展旋转弯曲疲劳损伤微电阻表征实验,并与推导的金属疲劳损伤电阻模型作比较。结果表明:实测数据与理论模型有较好的一致性,损伤开始至宏观裂纹萌生阶段吻合得较好,宏观裂纹萌生点相差较大,之后,两者趋向一致,达到无穷大。同时,也验证了微电阻表征疲劳损伤的可行性。
其次,为了开展曲轴的疲劳损伤试验,开发了基于虚拟仪器技术的曲轴弯曲疲劳损伤试验系统,实现了模拟正弦信号输出,振动信号实时采集,自动扫描系统共振频率,“恒载荷”调节,曲轴失效自动诊断,输出与采集数据信号的实时显示与保存,微电阻测试等功能。
最后,开展了曲轴单拐的全程疲劳损伤微电阻表征试验。结果表明:在整个疲劳寿命内,微电阻值随着循环次数的增加而增大,载荷越大,微电阻增大速度越快。对于2500NM载荷下的单拐而言,从试验开始到宏观裂纹萌生前阶段(占整个寿命的70～80%),微电阻值增加缓慢,在宏观裂纹萌生时微电阻值有较大的变化,此后微电阻值变化加快直到曲轴失效。整个微电阻变化值约占原电阻的20%～30%。此外,探讨了曲轴疲劳损伤的微电阻表征模型并建立了函数表达式。
本文通过曲轴疲劳损伤全程微电阻表征实验,得到了曲轴疲劳损伤的微电阻变化规律和表征模型,开辟了曲轴疲劳损伤表征新方法,为指导退役曲轴剩余寿命评估提供了依据。
In 2008 about 10 million vehicles were produced and sold in China. China has become the country whose number of vehicles produced and sold was the second after USA. At the same time, the annual number of End-of-Life Vehicles (ELV) covers 6 percent of existing ones. Remanufacturing is one of the best methods of solving the difficulty. But the residual life of the components of ELV is the key factor affecting the reliability of remanufactured components. Therefore studying the fatigue damage law of typical components is the urgent task to guide the assessment of the residual life.
This paper studied the typical crankshafts of auto engines. Based on micro-electrical resistance measurement technology, the fatigue damage course was investigated by using micro-electrical resistance as a parameter to discover the fatigue damage law of micro-electrical resistance of crankshafts.
Firstly, do the experiment of investigation of micro-electrical resistance to the rolling-bend standard 48MnV specimen. Compared with the theoretical model of metal fatigue damage, the measuring result indicates that the measuring data has the agreement with the theoretical model, and the data fit well with the model during from the beginning to the moment of crack emergency. At the moment of crack emergency the data differ from the theoretical model. After that they have the same trend and get to infinite maximum. Meanwhile this experiment proved that the parameter of micro-electrical resistance describing the procress of fatigue damage of crankshafts is feasible.
Secondly, in order to do the experiment of fatigue damage of crankshafts, the bend fatigue damage measuring system of crankshafts was developed based on virtual instrument technology. The system has the functions as follow: output of analogue sine wave signal, data acquisitions, scanning resonance frequency automatically, adjusting constant load, automatic diagnosing the failure of crankshafts, display and saving of real sigal, micro-electrical resistance measureing and so on.
Finally, the experiment of parameter characterization for fatigue damage of crankshafts using micro-electrical resistance was made. The experiment drew the conclusions as follow: during the whole fatigue life the micro-electrical resistance is becoming bigger and bigger with the increase of cycle numbers, and the bigger the load is, the more speed the micro-electrical resistance increases. Under the load level of 2500NM for crankshafts, the micro-electrical resistance is increasing slowly at the stage from the beginning to macro crack emergency which covers 70~80 percent of whole life, and the micro-electrical resistance varied badly at the moment of macro crack emergency. After that the micro-electrical resistance increased quicklly until the failure of crankshafts. The whole increased amplitude of micro-electrical resistance allows of 20~30 percent of original one. Otherwise the theoretical model of fatigue damage was explored and the functional formular was expressed.
This paper attained the law and model of micro-electrical resistance for fatigue damage of crankshafts through the experiment, explored the new method describing the fatigue damage of crankshafts, and gave guidance to asses the residual fatigue lfie of ELV crankshafts.
引文
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[2]楼志文.损伤力学基础[M].西安交通大学出版社,1991,西安
[3] J.勒迈特(法)著.损伤力学教程[M].北京:科学出版社,1996.
[4]凌中,白以龙.一种铝合金层裂破坏的分形[J].爆炸与冲击,1994, 14(1):1-8.
[5]赵银燕,周利.用变截面试样测量损伤变量D(E) [J].航空学报,1998,19(2):164-168.
[6]谢和平.经典损伤定义中的“弹性模量法”探讨[J].力学与实践,1997(2):1-5.
[7]施明泽.高周疲劳损伤变量的测试和损伤演变规律的研究[J].浙江大学学报,(自然科学版),1994, 28(6):660-665.
[8]赵永宁,岳增武.密度法测定蠕变损伤在火电厂中的应用.山东电力技术,1998(1):53-55.
[9]刘尚慈.密度法测定火电厂蒸汽管道的蠕变损伤.武汉水利电力学院学报,1986(6):63-69
[10]平安.材料疲劳性能变化规律与剩余寿命预测[J].东北大学学报, 1994,
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