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Article(id=1240594158251987852, tenantId=1146029695717560320, journalId=1227999626482147330, issueId=1240594155198534488, articleNumber=null, orderNo=null, doi=10.16579/j.issn.1001.9669.2025.03.016, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1688486400000, receivedDateStr=2023-07-05, revisedDate=1692633600000, revisedDateStr=2023-08-22, acceptedDate=null, acceptedDateStr=null, onlineDate=1773710296451, onlineDateStr=2026-03-17, pubDate=1741968000000, pubDateStr=2025-03-15, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1773710296451, onlineIssueDateStr=2026-03-17, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1773710296451, creator=13701087609, updateTime=1773710296451, updator=13701087609, issue=Issue{id=1240594155198534488, tenantId=1146029695717560320, journalId=1227999626482147330, year='2025', volume='47', issue='3', pageStart='1', pageEnd='158', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=0, createTime=1773710295724, creator=13701087609, updateTime=1773714468205, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1240611655898420098, tenantId=1146029695717560320, journalId=1227999626482147330, issueId=1240594155198534488, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1240611655902614403, tenantId=1146029695717560320, journalId=1227999626482147330, issueId=1240594155198534488, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=129, endPage=135, ext={EN=ArticleExt(id=1240594158553977751, articleId=1240594158251987852, tenantId=1146029695717560320, journalId=1227999626482147330, language=EN, title=Prediction and optimization of fatigue life of electric drive axle housing for commercial vehicle under multiple conditions, columnId=1240594158461703059, journalTitle=Journal of Mechanical Strength, columnName=Optimization·Reliability, runingTitle=null, highlight=null, articleAbstract=

In the course of real operation, the drive axle housing is likely to undergo fatigue failure due to prolonged exposure to cyclic alternating loads.To determine whether the drive axle housing of a commercial vehicle’s wheel-side electric motor complying with fatigue life requirements at the design stage, a three-dimensional model and finite element model of the drive axle were established. Firstly, an initial inertia release analysis was performed，indicating that its static strength and stiffness met the requirements.Secondly, based on this foundation，utilizing nCode DesignLife software, using the nominal stress method in conjunction with the material’s S⁃N curve and fatigue loading curve, a new automotive industry standard was employed to predict the fatigue life of the housing under multiple conditions，such as vertical bending fatigue,braking fatigue and lateral fatigue.The results revealed that the fatigue life of the drive axle housing under braking fatigue and lateral fatigue conditions did not meet the requirements set out in the standard, necessitating structural optimization. Finally,reinforcement optimization was performed on the drive axle housing. The results show that, through optimization，the maximum stress of the drive axle housing is reduced by 95.8 MPa and the maximum deformation is decreased by 1.064 mm under the maximum impact conditions.Additionally, the minimum fatigue life under three different fatigue conditions is improved respectively by 1.076 million cycles, 289 000 cycles, and 497 000 cycles, exceeding the requirements stated in the standards.This validates the feasibility of optimizing the drive axle housing structure, effectively shortening and reducing the research and development cycles and associated costs.

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LIU Min, E-mail：
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驱动桥壳在实际行驶过程中由于长期受到交变循环载荷的作用，发生疲劳破坏的可能性较大。为了判断某商用车轮边电机电驱动桥的驱动桥壳在设计时是否满足疲劳寿命的要求，建立了驱动桥的三维模型和有限元模型。首先，对其进行惯性释放分析，得出其静强度、刚度满足要求。其次，基于nCode DesignLife软件，使用名义应力法，结合材料的S⁃N曲线和疲劳加载曲线，采用新的汽车行业标准对其在垂直弯曲疲劳、制动疲劳和横向疲劳多工况下的疲劳寿命进行了预测。结果发现，驱动桥壳在制动疲劳和横向疲劳工况下的疲劳寿命不满足标准中的要求，须对其进行结构优化。最后，对驱动桥壳进行了加筋优化处理。结果表明，优化后的驱动桥壳在最大冲击工况下最大应力减小了95.8 MPa，最大变形减小了1.064 mm，且在3种疲劳工况下的最低疲劳寿命分别提升了107.6、28.9、49.7万次，均超出了标准中的要求，证明了驱动桥壳结构优化的可行性，有效缩短了研发周期，并降低了研发成本。

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刘敏，女，1984年生，湖北京山人，硕士，讲师；主要研究方向为工业设计、汽车造型设计；E-mail：。
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张志阳，男，1999年生，河南周口人，硕士研究生；主要研究方向为汽车零部件轻量化设计；E-mail：。

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张志阳，男，1999年生，河南周口人，硕士研究生；主要研究方向为汽车零部件轻量化设计；E-mail：。

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张志阳，男，1999年生，河南周口人，硕士研究生；主要研究方向为汽车零部件轻量化设计；E-mail：。

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figureFileBig=c+KaIGsAYWTsOonJA70Wag==, tableContent=null), ArticleFig(id=1240594170998477183, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=CN, label=图6, caption=桥壳垂直弯曲疲劳加载曲线, figureFileSmall=sPZF2LPwIWD6zHIcLCqVQw==, figureFileBig=c+KaIGsAYWTsOonJA70Wag==, tableContent=null), ArticleFig(id=1240594171128500612, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=EN, label=Fig.7, caption=Flow chart of fatigue analysis, figureFileSmall=czkjTlTd7cXgCX9fgCpTkQ==, figureFileBig=TZ06cr72hjW0EXb5vr1sxA==, tableContent=null), ArticleFig(id=1240594171237552521, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=CN, label=图7, caption=疲劳分析流程图, figureFileSmall=czkjTlTd7cXgCX9fgCpTkQ==, figureFileBig=TZ06cr72hjW0EXb5vr1sxA==, tableContent=null), ArticleFig(id=1240594171359187344, tenantId=1146029695717560320, journalId=1227999626482147330, 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articleId=1240594158251987852, language=CN, label=图14, caption=优化后桥壳应力、位移及疲劳寿命云图, figureFileSmall=h3/tUJP6DRVjsWqjPMcfqA==, figureFileBig=Wp8M4hS4Ui9gnDw5YIfIUg==, tableContent=null), ArticleFig(id=1240594174324560351, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=EN, label=Tab.1, caption=

Materials of each part of the drive axle

, figureFileSmall=null, figureFileBig=null, tableContent=
桥壳焊接总成
Welded assembly of the
axle housing		电动机前端盖和水道外壳
Motor front end cover and waterway housing		电动机后端盖和轴承座
Motor rear end cover and
bearing seat		减速器内轴
Reducer inner shaft		其他
Other
材料
Material		20MnCr57075T645钢调质
45 steel tempering		42CrMo调质
42CrMo tempering		40Cr
弹性模量
Modulus of elasticity E/GPa		21072210212210
屈服强度
Yield strength Re/MPa		1 230505490930785
抗拉强度
Tensile strength Rm/MPa		1 4825727351 080940
泊松比
Poisson ratio υ		0.30.330.30.280.277
密度
Density ρ/(kg/m3)		7.852.87.857.857.87
), ArticleFig(id=1240594174425223654, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=CN, label=表1, caption=

驱动桥各部分材料

, figureFileSmall=null, figureFileBig=null, tableContent=
桥壳焊接总成
Welded assembly of the
axle housing		电动机前端盖和水道外壳
Motor front end cover and waterway housing		电动机后端盖和轴承座
Motor rear end cover and
bearing seat		减速器内轴
Reducer inner shaft		其他
Other
材料
Material		20MnCr57075T645钢调质
45 steel tempering		42CrMo调质
42CrMo tempering		40Cr
弹性模量
Modulus of elasticity E/GPa		21072210212210
屈服强度
Yield strength Re/MPa		1 230505490930785
抗拉强度
Tensile strength Rm/MPa		1 4825727351 080940
泊松比
Poisson ratio υ		0.30.330.30.280.277
密度
Density ρ/(kg/m3)		7.852.87.857.857.87
), ArticleFig(id=1240594174538469866, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=EN, label=Tab.2, caption=

S-N curve parameters for materials of each part of the drive axle

, figureFileSmall=null, figureFileBig=null, tableContent=
零件名称
Part name		材料
Material		SRI1b1NC1
桥壳焊接总成
Welded assembly of axle
housing		20MnCr52 507.10-0.0971.35×106
电动机前端盖和水道外壳
Motor front end cover and waterway housing		7075T62 088.87-0.0765×108
电动机后端盖和轴承座
Motor rear end cover and
bearing seat		45915.198-0.0641×106
减速器内轴
Reducer inner shaft		42CrMo2 070.24-0.1026.93×105
其他
Other		40Cr3 090.82-0.1467.8×105
), ArticleFig(id=1240594174668493295, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=CN, label=表2, caption=

驱动桥各部件材料S-N曲线参数

, figureFileSmall=null, figureFileBig=null, tableContent=
零件名称
Part name		材料
Material		SRI1b1NC1
桥壳焊接总成
Welded assembly of axle
housing		20MnCr52 507.10-0.0971.35×106
电动机前端盖和水道外壳
Motor front end cover and waterway housing		7075T62 088.87-0.0765×108
电动机后端盖和轴承座
Motor rear end cover and
bearing seat		45915.198-0.0641×106
减速器内轴
Reducer inner shaft		42CrMo2 070.24-0.1026.93×105
其他
Other		40Cr3 090.82-0.1467.8×105
), ArticleFig(id=1240594174790128117, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=EN, label=Tab.3, caption=

Comparison of the results of the axle housing before and after optimization

, figureFileSmall=null, figureFileBig=null, tableContent=
优化前
Before
optimization		优化后
After
optimization		增大幅度
Amplitude of
the increase
最大应力
Maximum stress /MPa		408.5312.8-95.7
最大变形
Maximum deformation /mm		1.9980.934-1.064
垂直弯曲疲劳最低寿命
Minimum vertical bending fatigue life /104		107.6214.2106.6
制动疲劳最低寿命
Minimum life for braking fatigue /104		6.835.728.9
横向疲劳最低寿命
Minimum life for the transverse fatigue /104		14.163.849.7
), ArticleFig(id=1240594174924345846, tenantId=1146029695717560320, journalId=1227999626482147330, articleId=1240594158251987852, language=CN, label=表3, caption=

桥壳优化前后结果对比

, figureFileSmall=null, figureFileBig=null, tableContent=
优化前
Before
optimization		优化后
After
optimization		增大幅度
Amplitude of
the increase
最大应力
Maximum stress /MPa		408.5312.8-95.7
最大变形
Maximum deformation /mm		1.9980.934-1.064
垂直弯曲疲劳最低寿命
Minimum vertical bending fatigue life /104		107.6214.2106.6
制动疲劳最低寿命
Minimum life for braking fatigue /104		6.835.728.9
横向疲劳最低寿命
Minimum life for the transverse fatigue /104		14.163.849.7
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商用车电驱动桥壳多工况疲劳寿命预测及优化
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张志阳 1 , 龚青山 1, 2 , 刘敏 2 , 江志刚 3 , 张光国 1
机械强度 | ·优化·可靠性· 2025,47(3): 129-135
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机械强度 | ·优化·可靠性· 2025, 47(3): 129-135
商用车电驱动桥壳多工况疲劳寿命预测及优化
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张志阳1 , 龚青山1, 2, 刘敏2 , 江志刚3, 张光国1
作者信息
  • 1.湖北汽车工业学院 机械工程学院，十堰　442002
  • 2.湖北汽车工业学院 艺术与设计学院，十堰　442002
  • 3.武汉科技大学 机械自动化学院，武汉　430065

    • 张志阳，男，1999年生，河南周口人，硕士研究生；主要研究方向为汽车零部件轻量化设计；E-mail：。

通讯作者:

刘敏，女，1984年生，湖北京山人，硕士，讲师；主要研究方向为工业设计、汽车造型设计；E-mail：。
Prediction and optimization of fatigue life of electric drive axle housing for commercial vehicle under multiple conditions
Zhiyang ZHANG1 , Qingshan GONG1, 2, Min LIU2 , Zhigang JIANG3, Guangguo ZHANG1
Affiliations
  • 1.School of Mechanical Engineering, Hubei University of Automotive Technology, Shiyan 442002, China
  • 2.School of Art and Design, Hubei University of Automotive Technology, Shiyan 442002, China
  • 3.School of Mechanical Automation, Wuhan University of Science and Technology, Wuhan 430065, China
出版时间: 2025-03-15 doi: 10.16579/j.issn.1001.9669.2025.03.016
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摘要
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驱动桥壳在实际行驶过程中由于长期受到交变循环载荷的作用，发生疲劳破坏的可能性较大。为了判断某商用车轮边电机电驱动桥的驱动桥壳在设计时是否满足疲劳寿命的要求，建立了驱动桥的三维模型和有限元模型。首先，对其进行惯性释放分析，得出其静强度、刚度满足要求。其次，基于nCode DesignLife软件，使用名义应力法，结合材料的S⁃N曲线和疲劳加载曲线，采用新的汽车行业标准对其在垂直弯曲疲劳、制动疲劳和横向疲劳多工况下的疲劳寿命进行了预测。结果发现，驱动桥壳在制动疲劳和横向疲劳工况下的疲劳寿命不满足标准中的要求，须对其进行结构优化。最后，对驱动桥壳进行了加筋优化处理。结果表明，优化后的驱动桥壳在最大冲击工况下最大应力减小了95.8 MPa，最大变形减小了1.064 mm，且在3种疲劳工况下的最低疲劳寿命分别提升了107.6、28.9、49.7万次，均超出了标准中的要求，证明了驱动桥壳结构优化的可行性，有效缩短了研发周期，并降低了研发成本。

驱动桥壳  /  惯性释放  /  疲劳寿命  /  结构优化

In the course of real operation, the drive axle housing is likely to undergo fatigue failure due to prolonged exposure to cyclic alternating loads.To determine whether the drive axle housing of a commercial vehicle’s wheel-side electric motor complying with fatigue life requirements at the design stage, a three-dimensional model and finite element model of the drive axle were established. Firstly, an initial inertia release analysis was performed，indicating that its static strength and stiffness met the requirements.Secondly, based on this foundation，utilizing nCode DesignLife software, using the nominal stress method in conjunction with the material’s S⁃N curve and fatigue loading curve, a new automotive industry standard was employed to predict the fatigue life of the housing under multiple conditions，such as vertical bending fatigue,braking fatigue and lateral fatigue.The results revealed that the fatigue life of the drive axle housing under braking fatigue and lateral fatigue conditions did not meet the requirements set out in the standard, necessitating structural optimization. Finally,reinforcement optimization was performed on the drive axle housing. The results show that, through optimization，the maximum stress of the drive axle housing is reduced by 95.8 MPa and the maximum deformation is decreased by 1.064 mm under the maximum impact conditions.Additionally, the minimum fatigue life under three different fatigue conditions is improved respectively by 1.076 million cycles, 289 000 cycles, and 497 000 cycles, exceeding the requirements stated in the standards.This validates the feasibility of optimizing the drive axle housing structure, effectively shortening and reducing the research and development cycles and associated costs.

Drive axle housing  /  Inertial release  /  Fatigue life  /  Structural optimization
张志阳, 龚青山, 刘敏, 江志刚, 张光国. 商用车电驱动桥壳多工况疲劳寿命预测及优化. 机械强度, 2025 , 47 (3) : 129 -135 . DOI: 10.16579/j.issn.1001.9669.2025.03.016
Zhiyang ZHANG, Qingshan GONG, Min LIU, Zhigang JIANG, Guangguo ZHANG. Prediction and optimization of fatigue life of electric drive axle housing for commercial vehicle under multiple conditions[J]. Journal of Mechanical Strength, 2025 , 47 (3) : 129 -135 . DOI: 10.16579/j.issn.1001.9669.2025.03.016
正文
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0　引言
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在纯电动汽车中，驱动桥壳不仅是车身质量的主要承载件，还是传动系统中的重要部件，其质量直接影响车辆的使用品质和安全[1]。疲劳寿命是衡量驱动桥壳性能的关键因素之一，在汽车行驶过程中，驱动桥壳承受着复杂的载荷，如弯曲、扭转等，长时间的循环载荷可能导致疲劳损伤甚至断裂[2]。对于驱动桥壳的疲劳寿命，国内外学者做了大量的研究。吴炜等[3]针对大型特种半挂车架可靠性分析严重依赖样车的问题，提出了基于频域信息的随机载荷历程估算结构振动疲劳的方法，进行频率响应计算，得到传递函数，结合车架动载功率谱密度获得结构的应力功率谱密度，利用频域法预测了车架结构的疲劳缺陷部位和寿命。KUMAR等[4]在重型越野装配式后桥壳开发中，为实现零故障目标，对后桥壳横梁进行了失效分析和优化设计，通过工程解决曲折轨道失效和减少应力集中，优化设计在有限元分析和台架试验中得到验证，显著提高了后桥壳的疲劳寿命。TAN等[5]以某焊接驱动桥壳为研究对象，提出了基于主S⁃N曲线法的焊接结构疲劳可靠性模型，通过中值损伤-随机阈值准则降低计算负担，在台架试验条件下进行了系统可靠性分析并得到验证，利用该方法对实际载荷下的桥壳进行预测，并用蒙特卡洛方法对结果进行了验证。余珩等[6]以某载重货车后桥桥壳为研究对象，以有限元静力学分析为基础，得出零件的应力和应变分布图，并最终分析车桥疲劳寿命，预测车桥振动疲劳寿命，分析裂纹产生机制及扩展趋势，并与台架试验结果做对比，验证了所建立模型的合理性。余智等[7]基于线性累积损伤理论，对预应力混凝土风电塔架的疲劳可靠性评估进行了研究，采用雨流计数法将不同风速等级下的随机风载荷谱转化为常幅疲劳应力谱，根据材料的S⁃N曲线和线性累积损伤准则算出了结构的疲劳可靠性指标及剩余寿命，为驱动桥壳的疲劳寿命预测提供了参考。
本文结合工程实际，在驱动桥壳设计之初，首先对驱动桥壳进行了惯性释放分析，验证其静强度、刚度是否满足要求。以往的汽车行业标准中只有对驱动桥壳垂向疲劳寿命的要求，而没有考虑横向和纵向两个方向上桥壳的疲劳寿命，本文基于新的汽车行业标准[8]2-7，预测了垂直弯曲疲劳、制动疲劳以及横向疲劳多工况下驱动桥壳的疲劳寿命，较全面地分析了驱动桥壳的疲劳寿命。根据分析结果，对驱动桥壳进行结构优化，确保其静强度、刚度和疲劳寿命满足汽车行业标准的要求。
1　桥壳惯性释放分析
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驱动桥壳在实际行驶过程中受力比较复杂，在有限元仿真中边界条件往往难以确定，而惯性释放分析则能很好地解决这个问题。惯性释放分析允许对完全无约束的结构进行静力学分析，其原理是在结构上施加一个虚约束反力来平衡结构所受的外力，即用结构的惯性（质量）力来平衡外力[9]。因此，对驱动桥壳进行不施加任何约束的静力分析，以判断其静强度、刚度是否满足要求。
1.1　驱动桥结构
该驱动桥为一体化轮边电机电驱动桥，与传统的燃油车不同，驱动电机集中在桥壳内，一侧通过后端盖与桥壳进行螺栓连接，另一侧与轮边减速器也由螺栓进行连接，中间部分为驱动桥壳，起到承载车身质量与保护电机的作用。根据设计要求，在Catia软件中建立驱动桥的三维模型，驱动桥分解图如图1所示。
1.2　有限元模型的建立
根据驱动桥的三维模型建立其有限元模型，为方便计算，并减少应力集中对分析结果造成的误差，删去模型中的螺栓，采用rbe2刚性单元模拟螺栓连接。去除一些模型中的小圆角、倒角，对模型进行合理的简化处理。钢板弹簧座、钢板弹簧底座与桥管之间采用Tie绑定接触，桥壳焊接总成各部件之间建立焊缝连接，采用5 mm四面体实体网格共节点的方式模拟焊缝。驱动桥采用5 mm四面体实体网格的方式进行离散，抓取钢板弹簧座上表面所有节点建立rbe2刚性单元，以便载荷的施加，驱动桥的有限元模型如图2所示。驱动桥各部件的材料如表1所示。
1.3　惯性释放分析
对桥壳进行惯性释放分析时，要确定载荷的施加情况，由于路面状况的不同，驱动桥壳的受力往往比较复杂，通常按照最大冲击工况进行载荷的施加。最大冲击工况下，单个板簧座处的受力为
式中，m为满载轴荷，m=13 000 kg；K为动载荷系数，对于载货汽车取值2.5；g为重力加速度，取值9.8 m/s2。由式（1）计算可得F=159 250 N。将载荷施加到两个板簧座上表面建立的刚性单元中心点处，不施加任何约束，在Hypermesh软件中，将INREL-V1的值设置为“-2”，即可对其进行惯性释放求解，得到最大冲击工况下桥壳的应力和变形，如图3所示。
2　桥壳疲劳寿命预测
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2.1　疲劳分析理论
驱动桥壳在实际工作过程中，循环应力水平较低，弹性应变起主导作用，疲劳寿命较长，属于应力疲劳，也称高周疲劳。对于应力疲劳来说，一般可以用S⁃N曲线来表示材料的应力与寿命的关系。S⁃N曲线是在给定平均应力、最小应力或应力比的情况下，应力幅度（或最大应力）与疲劳破坏时的循环次数的关系，也叫应力-寿命曲线。S⁃N曲线可以通过对疲劳试验数据进行统计处理获得。试验数据的分布规律和拟合方法不同，S⁃N曲线的表达式也有所不同，一般常用幂函数式来表示，即
式中，m、C为与材料、应力比、加载方式等有关的参数。对式（2）两边同时取对数可得
令m=-b，lg C=a，式（3）转化为
式中，a、b为材料常数。
对于应力疲劳来说，通常基于线性疲劳累积损伤Miner理论进行疲劳寿命计算。线性疲劳累积损伤理论是指在循环载荷作用下，疲劳损伤是可以线性累加的，各个应力之间相互独立、互不相关，当累加的损伤达到某一数值时，试件或构件就发生疲劳破坏[10]。在Miner理论中，对于某一个应力幅值的循环，通过查找S⁃N曲线可得到该应力幅值下的寿命N，则在该应力幅值作用下，经过一个循环产生的损伤为
如果有n个该应力幅值下的循环，则这n个循环产生的损伤为
在变幅值循环载荷作用下，经过雨流计数法得到m个不同应力幅值的循环，则这m个不同应力幅值的循环产生的损伤为
若在设计寿命内的总损伤D<1，构件是安全的；若D>1，则构件将发生疲劳破坏，应降低应力水平或缩短使用寿命。
2.2　驱动桥材料的S-N曲线
在双对数坐标下，材料的S⁃N曲线通常由一段斜率为负的直线和一段水平的直线组成，如图4所示。FL为疲劳极限，两段直线的转折点对应的寿命值为NC1，一般可以认为是无限寿命值；斜率为b1的直线在纵轴的截距为SRI1，表示当循环次数为1时对应的循环应力大小。由于在设计阶段，零件尚未制造出来，且全尺寸零件的疲劳试验费用很高，往往没有条件这样做。因此，通过查阅相关资料并进行计算[11-12]，得到在应力比R为-1时，即在恒幅对称循环应力作用下的各材料的3个参数SRI1、b1和NC1，如表2所示。根据这些参数即可确定驱动桥材料的S⁃N曲线，如图5所示。
2.3　桥壳垂直弯曲疲劳寿命预测
按照汽车行业标准QC/T 533—2020[8]2-7中对桥壳垂直弯曲疲劳试验的要求，在板簧座上表面的刚性单元中心节点处施加等幅值正弦载荷，频率为5 Hz，此循环加载方式与实际的台架试验相同。对于载货汽车，最大载荷为满载轴荷的2.5倍，最小载荷为满载轴荷的0.25，桥壳的垂直弯曲疲劳加载曲线如图6所示。
基于名义应力法，使用nCode DesignLife软件，按照Miner线性损伤理论对桥壳进行垂直弯曲疲劳寿命预测。结合惯性释放分析得到的静力学结果，输入材料的S⁃N曲线，并使用时间序列生成器生成疲劳加载曲线，搭建S⁃N疲劳分析流程，如图7所示。选择Signed vonMises准则，采用Goodman法则修正平均应力，设定存活率为95%，求解计算得到桥壳的疲劳寿命分布，如图8所示。
2.4　桥壳制动疲劳寿命预测
按照标准中对桥壳制动疲劳试验的要求，试验载荷波形为半正弦波，试验频率为2 Hz，单个试验循环包括4次轮距点的前向加载F1和1次后向加载F2，F1和F2均为满载轴荷的0.3，制动疲劳加载曲线如图9所示。
在轮距点处施加载荷，钢板弹簧座处固定约束，模拟标准中的台架试验。求解设置与垂直弯曲疲劳工况相同，计算后得到桥壳的疲劳寿命如图10所示。
2.5　桥壳横向疲劳寿命预测
按照标准中对桥壳横向疲劳试验的要求，试验载荷波形为正弦波，范围为满载轴荷的（-0.2~0.4）（“-”表示从桥壳中心指向轮端）。试验频率为2 Hz，制动疲劳加载曲线如图11所示。
同样地，按照同垂直弯曲疲劳和制动疲劳相同的方法设置完毕以后进行求解，得出桥壳的横向疲劳寿命云图，如图12所示。
2.6　结果分析
观察以上疲劳寿命的分析结果可知，垂直弯曲疲劳工况，桥壳的最低寿命为107.6万次；制动疲劳工况，桥壳的最低寿命为6.8万次；横向疲劳工况，桥壳最低寿命为14.1万次。由此可见，垂直弯曲疲劳下驱动桥和桥壳的最低寿命均大于制动疲劳和横向疲劳下的最低寿命，这是因为垂直弯曲疲劳下，桥壳只受压循环，而制动疲劳和横向疲劳下，桥壳受的是拉-压循环，这会缩短其疲劳寿命。行业标准QC/T 533—2020[8]2-7中对桥壳最低疲劳寿命的要求为：垂直弯曲疲劳最低寿命不低于80万次，制动疲劳最低寿命不低于8.8万次，横向疲劳最低寿命不低于20万次。因此，桥壳在制动疲劳和横向疲劳工况下不满足最低寿命的要求，需要对桥壳的结构进行优化改进。
3　桥壳结构优化
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根据以上分析结果，发现桥壳在制动疲劳和横向疲劳工况下不满足最低疲劳寿命的要求，若直接生产制造并投入使用，很容易在实际行驶过程中发生疲劳破坏。因此，需要对其进行结构优化，确保其疲劳寿命达到标准中的要求。
3.1　桥壳模型重建
根据疲劳寿命的分析结果可以看出，桥壳的薄弱部位在加强筋与桥管的焊接处以及钢板弹簧座与桥管的焊接处。因此，选择对桥管与加强筋进行共同添加十字筋的方式，以提高其疲劳寿命。桥壳修改后的三维模型如图13所示。
3.2　优化后桥壳疲劳寿命预测
根据优化后的桥壳三维模型建立桥壳的有限元模型，并按照与优化前相同的加载方式，分别对桥壳进行惯性释放分析，以及在垂直弯曲疲劳、制动疲劳、横向疲劳3种工况下的疲劳寿命预测，得到桥壳的静强度刚度以及在3种疲劳工况下的疲劳寿命，预测的结果如图14所示。
3.3　优化前后结果对比
将优化后桥壳的最大应力和变形以及3种疲劳工况下的最低寿命与优化前进行比较，得到优化前后的结果对比，如表3所示。
由表3可知，驱动桥壳优化后，在最大冲击工况下其最大应力减小了95.7 MPa，最大变形减小了1.064 mm。且优化后，桥壳的疲劳寿命在垂直弯曲疲劳、制动疲劳和横向疲劳3种工况下的最低寿命分别提高到了214.2、35.7和63.8万次，均超出了标准中要求的最低寿命（分别为80、8.8、20万次），证明驱动桥壳的结构优化是可行的。
4　结论
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通过对商用车驱动桥壳疲劳寿命的分析研究，得出如下结论：
1） 根据设计要求，建立了驱动桥的三维模型和有限元模型，并对其进行惯性释放分析，得出桥壳在最大冲击工况下的静强度刚度满足新的汽车行业标准QC/T 533—2020的要求。
2） 鉴于驱动桥的疲劳为高周疲劳问题，使用材料的S⁃N曲线来表示材料应力和寿命的关系。使用Goodman法则对驱动桥各部件的材料进行了平均应力修正，得出材料的S⁃N曲线。采用名义应力法，使用nCode DesignLife软件，结合惯性释放分析得到的静力学结果和汽车行业标准中规定的桥壳疲劳加载曲线一致，评估预测了桥壳在垂直弯曲疲劳、制动疲劳以及横向疲劳3种工况下的疲劳寿命。将预测的结果与标准中最低寿命的要求进行比较，发现桥壳在制动疲劳和横向疲劳工况下的最低疲劳寿命不满足要求，因此须对其进行结构优化。
3） 采用在驱动桥壳桥管上加筋优化的方式，重新构建了桥壳的三维模型和有限元模型。对优化后的桥壳进行惯性释放分析和疲劳寿命预测，发现桥壳的最大应力和变形均有所下降，且在3种疲劳工况下的寿命均得到了提高，分别达到了214.2、35.7、63.8万次，大于标准中要求的80、8.8、20万次。由此可见，桥壳的优化设计是可行的，且有效缩短和降低了桥壳的设计周期和研发成本。
基金
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  • 国家自然科学基金项目(52375508)
  • 湖北省教育厅重点项目(D20211803)
  • 湖北汽车工业学院博士基金项目(BK202001)
文献
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2025年第47卷第3期
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doi: 10.16579/j.issn.1001.9669.2025.03.016
  • 接收时间：2023-07-05
  • 首发时间：2026-03-17
  • 出版时间：2025-03-15
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  • 收稿日期：2023-07-05
  • 修回日期：2023-08-22
基金
National Natural Science Foundation of China(52375508)
国家自然科学基金项目(52375508)
Key Project of Hubei Provincial Department of Education(D20211803)
湖北省教育厅重点项目(D20211803)
Hubei University of Automotive Technology Doctoral Fund(BK202001)
湖北汽车工业学院博士基金项目(BK202001)
作者信息
    1.湖北汽车工业学院 机械工程学院，十堰　442002
    2.湖北汽车工业学院 艺术与设计学院，十堰　442002
    3.武汉科技大学 机械自动化学院，武汉　430065

通讯作者:

刘敏，女，1984年生，湖北京山人，硕士，讲师；主要研究方向为工业设计、汽车造型设计；E-mail：。
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2种不同金属材料的力学参数
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Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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