Method and device for evaluating mechanical properties of high-voltage wiring harnesses

Abstract

This invention discloses a method and apparatus for evaluating the mechanical properties of high-voltage wiring harnesses. The method includes: constructing a rigid-flexible coupling model of the entire vehicle, comprising a rigid body model of the vehicle and a flexible cable model of the high-voltage wiring harness within the vehicle; performing a driving simulation on the rigid-flexible coupling model of the entire vehicle under target operating conditions to obtain a first motion simulation result of the high-voltage wiring harness, and then determining a first mechanical property evaluation result based on this result; performing a stress simulation on the flexible cable model based on the first motion simulation result to obtain a second motion simulation result for each fixed clip node; and performing a mechanical property simulation on each fixed clip node based on the second motion simulation result to obtain the corresponding second mechanical property evaluation result. This invention solves the technical problem that related technologies, which use a decentralized and static approach, cannot accurately evaluate the mechanical properties of high-voltage wiring harnesses, thus hindering the accurate analysis of failure modes of high-voltage wiring harnesses during long-term service.

Description

Technical Field

[0001] This invention relates to the field of automotive high-voltage wiring harness performance evaluation technology, and more specifically, to a method and apparatus for evaluating the mechanical properties of high-voltage wiring harnesses. Background Technology

[0002] With the rapid development of new energy vehicles, high-voltage wiring harnesses, as energy transmission channels connecting core components such as batteries, motors, and electronic controls, are becoming increasingly important. However, due to the compact interior space, the layout of high-voltage wiring harnesses is complex, and the bumps, acceleration, and steering during vehicle operation impose continuous dynamic loads on them. Therefore, accurate dynamic assessment of high-voltage wiring harnesses is crucial to ensuring the high-voltage safety and service life of the entire vehicle.

[0003] Currently, the mechanical performance evaluation of high-voltage wiring harnesses generally employs decentralized and static analysis methods, treating the fixation reliability, bending performance, and mechanical response of the harness as independent problems. For example, the retaining force of the clamping structure of the high-voltage wiring harness is only verified through static pull-out tests; the bending radius of the high-voltage wiring harness is evaluated using the static winding method, only determining whether there is cracking in the appearance or whether the insulation has broken down; and the stress analysis of the high-voltage wiring harness itself often relies on simplified models or single-condition simulations. This fragmented performance evaluation approach makes it difficult to accurately predict the failure modes of high-voltage wiring harnesses during long-term service at the design stage.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a method and apparatus for evaluating the mechanical properties of high-voltage wire harnesses, which at least solves the technical problem that related technologies use a decentralized and static approach to accurately evaluate the mechanical properties of high-voltage wire harnesses, making it impossible to accurately analyze the failure modes of high-voltage wire harnesses during long-term service.

[0006] According to one embodiment of the present invention, a method for evaluating the mechanical properties of a high-voltage wiring harness is provided, comprising: constructing a rigid-flexible coupling model of a target vehicle, wherein the rigid-flexible coupling model includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness within the target vehicle, the high-voltage wiring harness including at least one fixed snap-fit ​​node; performing a driving simulation on the rigid-flexible coupling model of the vehicle under a target operating condition to obtain a first motion simulation result of the high-voltage wiring harness, wherein the first motion simulation result includes at least: the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at various simulation moments during the simulation process; determining a first mechanical property evaluation result of the high-voltage wiring harness based on the first motion simulation result; performing a force simulation on the flexible cable model based on the first motion simulation result to obtain a second motion simulation result of each fixed snap-fit ​​node, wherein the second motion simulation result includes at least: the reaction force of the fixed snap-fit ​​node at various simulation moments during the simulation process; for each fixed snap-fit ​​node, performing a mechanical property simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model based on the second motion simulation result to obtain a second mechanical property evaluation result of the fixed snap-fit ​​node.

[0007] According to one embodiment of the present invention, a mechanical performance evaluation device for high-voltage wiring harnesses is also provided, comprising: a construction module for constructing a rigid-flexible coupling model of a target vehicle, wherein the rigid-flexible coupling model includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness within the target vehicle, the high-voltage wiring harness including at least one fixed snap-fit ​​node; and a first simulation module for performing driving simulation on the rigid-flexible coupling model of the vehicle under target operating conditions to obtain a first motion simulation result of the high-voltage wiring harness, wherein the first motion simulation result includes at least: the spatial coordinates and strain of multiple nodes on the high-voltage wiring harness at various simulation moments during the simulation process. Tensor; First evaluation module, used to determine the first mechanical performance evaluation result of the high-voltage wire harness based on the first motion simulation result; Second simulation module, used to perform force simulation on the flexible cable model based on the first motion simulation result, to obtain the second motion simulation result of each fixed snap-fit ​​node, wherein the second motion simulation result includes at least: the reaction force of the fixed snap-fit ​​node at each simulation moment during the simulation process; Second evaluation module, used to perform mechanical performance simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model for each fixed snap-fit ​​node based on the second motion simulation result, to obtain the second mechanical performance evaluation result of the fixed snap-fit ​​node.

[0008] Optionally, the aforementioned construction module is further configured to construct a rigid-flexible coupling model of the target vehicle according to the following method: obtaining the connection relationships between multiple vehicle components within the target vehicle and the first structural parameters and material mechanical parameters of each vehicle component; constructing rigid body models of each of the multiple vehicle components based on the first structural parameters and material mechanical parameters, wherein the first structural parameters include at least: body structural parameters, powertrain structural parameters, and suspension structural parameters, and the material mechanical parameters include at least: elastic modulus, Poisson's ratio, and yield strength; constructing a rigid body model of the target vehicle based on the connection relationships and the rigid body models of each of the multiple vehicle components; constructing a flexible cable model of the high-voltage wiring harness within the target vehicle; and assembling a rigid-flexible coupling model of the entire vehicle based on the rigid body model and the flexible cable model.

[0009] Optionally, the aforementioned construction module is further configured to construct a flexible cable model of the high-voltage wiring harness within the target vehicle according to the following method: obtaining second structural parameters, material mechanical parameters, and measured stiffness results of the high-voltage wiring harness within the target vehicle, wherein the second structural parameters include at least: inner conductor structural parameters, insulation layer structural parameters, shielding layer structural parameters, and outer sheath structural parameters; the material mechanical parameters include at least: elastic modulus, Poisson's ratio, and yield strength; and the measured stiffness results include: measured values ​​of axial tensile stiffness, bending stiffness, and torsional stiffness; constructing an initial cable model of the high-voltage wiring harness based on the second structural parameters and material mechanical parameters, and performing performance simulation on the initial cable model to obtain corresponding stiffness simulation results, wherein the stiffness simulation results include: simulated values ​​of axial tensile stiffness, bending stiffness, and torsional stiffness; determining the result deviation between the measured stiffness results and the stiffness simulation results, and adjusting the material mechanical parameters if the result deviation exceeds a first preset threshold until the result deviation does not exceed the first preset threshold; and constructing a flexible cable model of the high-voltage wiring harness based on the second structural parameters and the adjusted material mechanical parameters.

[0010] Optionally, the first simulation module is used to perform driving simulation on the rigid-flexible coupling model of the whole vehicle according to the following method to obtain the first motion simulation result of the high-voltage wiring harness, including: obtaining the displacement time history curves of the target vehicle under different preset working conditions, wherein the preset working conditions include at least one of the following: rapid acceleration, emergency braking, bumpy road surface, and side tilting turn, and the displacement time history curves include: the translational displacement time history curves of the target vehicle along the X-axis and Y-axis under the corresponding preset working conditions as a function of time, and the steering displacement time history curves of the target vehicle around the vertical axis and around the horizontal axis under the corresponding preset working conditions as a function of time; randomly splicing multiple displacement time history curves to obtain the comprehensive displacement time history curve under the target working condition; applying the comprehensive displacement time history curve as a boundary condition to the flexible cable model in the rigid-flexible coupling model of the whole vehicle, and traction the flexible cable model to move synchronously with the rigid body model of the whole vehicle to obtain the first motion simulation result of the high-voltage wiring harness.

[0011] Optionally, the first mechanical performance evaluation result includes at least: interference risk evaluation result, first body strength evaluation result, and dynamic bending safety evaluation result, wherein; the aforementioned first evaluation module is used to determine the first mechanical performance evaluation result of the high-voltage wiring harness based on the first motion simulation result, according to the following method: performing outer envelope calculation on the spatial coordinates of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process, obtaining the minimum closed outer envelope surface covering all spatial coordinates, and determining the interference risk evaluation result based on the relationship between the minimum distance between the boundary point of the minimum closed outer envelope surface and each vehicle component in the target vehicle and the second preset threshold; based on the relationship between the minimum distance between the boundary point of the minimum closed outer envelope surface and each vehicle component in the target vehicle and the second preset threshold, determining the interference risk evaluation result; based on the relationship between the minimum distance between the boundary point of the minimum closed outer envelope surface and each vehicle component in the target vehicle and the second preset threshold, determining the interference risk evaluation result; based on the relationship between the minimum distance between the boundary point of the maximum ... The stress value of each node at each simulation moment is determined by the spatial coordinates, strain tensor, and material mechanics parameters of each node during the simulation process. Based on the relationship between the maximum value of multiple stress values ​​and the yield strength at the target node corresponding to the maximum value, the first body strength assessment result is determined. Based on the spatial coordinates of multiple nodes on the high-voltage harness at each simulation moment, the dynamic curvature radius of the sub-harness segment between every two nodes is determined, and the minimum dynamic curvature radius among multiple dynamic curvature radii is determined. Based on the relationship between the minimum dynamic curvature radius and the preset minimum static curvature radius of the high-voltage harness, the dynamic bending safety assessment result is determined.

[0012] Optionally, the second simulation module is used to perform stress simulation on the flexible cable model based on the first motion simulation results, and obtain the second motion simulation results of each fixed buckle node, including: at each simulation moment in the simulation process, applying the strain tensor of each fixed buckle node on the high voltage harness in the first motion simulation results at the corresponding simulation moment to the flexible cable model, and obtaining the reaction force of each fixed buckle node at the corresponding simulation moment.

[0013] Optionally, the second mechanical performance evaluation result includes at least: a second body strength evaluation result and a detachment risk evaluation result, wherein: the aforementioned second evaluation module is used to perform mechanical performance simulation on the finite element model according to the second motion simulation result, and obtain the second mechanical performance evaluation result of the fixed buckle node by the following method: taking multiple reaction forces in the second motion simulation result as multiple test loads; applying multiple test loads to the finite element model to perform strength tests on the finite element model, obtaining the stress values ​​of the fixed buckle node under different test loads, and determining the second body strength evaluation result based on the relationship between the stress value corresponding to the maximum test load and the yield strength of the fixed buckle node; applying multiple test loads to the finite element model to perform multi-directional pull-out tests on the finite element model, obtaining the number of buckle failure cycles of the fixed buckle node under different test loads, linearly fitting the number of buckle failure cycles of the fixed buckle node under different test loads to obtain the damage value of the fixed buckle node under different test loads, accumulating the damage values ​​of the fixed buckle node under different test loads to obtain the cumulative damage value, and determining the detachment risk evaluation result based on the relationship between the cumulative damage value and a third preset threshold.

[0014] According to one embodiment of the present invention, a computer program product or computer program is also provided, which includes a computer program stored in a computer-readable storage medium. A processor of a computer device reads the computer program from the computer-readable storage medium and executes the computer program, causing the computer device to perform the steps in any of the above method embodiments.

[0015] According to one embodiment of the present invention, a computer-readable storage medium is also provided, wherein a computer program is stored in the computer-readable storage medium, wherein the computer-readable storage medium, when executed by a processor, performs the steps in any of the above method embodiments.

[0016] In this embodiment of the invention, by constructing a rigid-flexible coupling model of the whole vehicle and simultaneously simulating the overall motion behavior of the high-voltage wiring harness and the deformation behavior of each fixed buckle node, a precise evaluation of the mechanical properties of the high-voltage wiring harness in a systematic, dynamic, and multi-dimensional coupling manner is achieved. This solves the technical problem that related technologies use a decentralized and static approach to accurately evaluate the mechanical properties of high-voltage wiring harnesses, which makes it impossible to accurately analyze the failure modes of high-voltage wiring harnesses during long-term service. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a hardware structure block diagram of an electronic device according to one embodiment of the present invention;

[0019] Figure 2 This is a flowchart of a method for evaluating the mechanical properties of a high-voltage wiring harness according to one embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of a rigid-flexible coupling model of a vehicle according to one embodiment of the present invention;

[0021] Figure 4 This is a schematic diagram of a flexible cable model according to one embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of a finite element model of a fixed snap-fit ​​node according to one embodiment of the present invention;

[0023] Figure 6 This is a structural block diagram of a high-voltage wiring harness mechanical performance evaluation device according to one embodiment of the present invention. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. In the description of these embodiments, unless otherwise stated, "a plurality of" means two or more. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] According to one embodiment of the present invention, an embodiment of a method for evaluating the mechanical properties of high-voltage wire harnesses is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] This method embodiment can be executed in an electronic device, similar control device, or system that includes a memory and a processor. Taking an electronic device as an example, Figure 1 This is a hardware structure block diagram of an electronic device according to an embodiment of the present invention. Figure 1 As shown, an electronic device may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. In one exemplary embodiment, the electronic device may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the electronic device described above. For example, the electronic device may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 Equivalent functions or ratios shown Figure 1 The functions shown have more different configurations.

[0028] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the networking method of the dense wavelength division multiplexing equipment in this embodiment of the invention. The processor 102 runs various functional applications and data processing by running the computer programs stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to a secure network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0029] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the camera equipment's communication provider. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet.

[0030] This embodiment provides a method for evaluating the mechanical properties of high-voltage wiring harnesses used in electronic devices. Figure 2 This is a flowchart of a method for evaluating the mechanical properties of high-voltage wiring harnesses according to one embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps:

[0031] Step S202: Construct a rigid-flexible coupling model of the target vehicle, wherein the rigid-flexible coupling model includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness inside the target vehicle, and the high-voltage wiring harness contains at least one fixed snap-fit ​​node.

[0032] Step S204: Perform driving simulation on the rigid-flexible coupling model of the whole vehicle under the target working condition to obtain the first motion simulation result of the high-voltage wiring harness. The first motion simulation result includes at least the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process.

[0033] Step S206: Determine the first mechanical performance evaluation result of the high-voltage wire harness based on the first motion simulation result.

[0034] Step S208: Perform a force simulation on the flexible cable model based on the first motion simulation results to obtain the second motion simulation results of each fixed buckle node. The second motion simulation results include at least the reaction force of the fixed buckle node at each simulation moment during the simulation process.

[0035] Step S210: For each fixed snap-fit ​​node, perform mechanical performance simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model based on the second motion simulation results, and obtain the second mechanical performance evaluation results of the fixed snap-fit ​​node.

[0036] In this embodiment of the application, the target vehicle is a new energy vehicle whose dynamic performance is to be evaluated. It includes vehicle components such as powertrain, suspension system, body structure and related mounting base. During driving, these vehicle components undergo rigid motion and elastic deformation due to road excitation, acceleration, braking and steering conditions, which together constitute the dynamic environment in which the high-voltage wiring harness is located.

[0037] In this embodiment, the aforementioned high-voltage wiring harness serves as a power transmission channel connecting the power battery, motor controller, and drive motor within the target vehicle. It comprises a multi-layered composite structure consisting of copper conductor stranded wires, an insulation layer, a shielding layer, and an outer sheath, exhibiting flexible and bendable characteristics. It is constrained and anchored to the target vehicle's fixed structure via multiple fixed snap-fit ​​nodes, bearing complex multi-axial dynamic loads during vehicle movement. The fixed snap-fit ​​nodes are specific spatial locations where the high-voltage wiring harness is physically anchored to vehicle components such as the body or powertrain via mechanical snap-fit ​​structures during vehicle assembly. These nodes rigidly or elastically constrain local sections of the wiring harness to the target vehicle's fixed structure, limiting its degrees of freedom in specific directions while simultaneously transmitting multi-axial dynamic loads generated by the vehicle's movement.

[0038] In this embodiment of the application, the above-mentioned rigid-flexible coupling model of the whole vehicle is a numerical simulation model used to simulate the coordinated action of rigid motion and flexible deformation of various vehicle components during dynamic driving of the target vehicle. Therefore, the rigid-flexible coupling model of the whole vehicle includes, but is not limited to, the rigid kinematic model of the powertrain, the finite element flexible body model of the body and suspension, the kinematic pair constraint relationship between the various vehicle components (such as the rubber bushing damping connection between the subframe and the body, the six-degree-of-freedom rigid connection of the motor mounting point, and the node coupling anchoring relationship between the high-voltage wiring harness and the fixed buckle node), and the flexible cable model of the high-voltage wiring harness.

[0039] For example, step S202 above can be understood as: establishing a rigid-flexible coupled multibody dynamics model of the target vehicle, which includes: an overall rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness within the target vehicle. The former takes key vehicle components such as the powertrain, suspension, and body structure as objects, defining the kinematic pairs and constraint relationships between them to form a driving model that can reproduce the six-degree-of-freedom motion of the entire vehicle. The latter uses the high-voltage wiring harness as an independent flexible component, constructing a nonlinear finite element cable model based on its multi-layered composite structural characteristics, and embedding multiple fixed snap-fit ​​nodes on the high-voltage wiring harness as key connection points into the model boundary, ensuring precise alignment with the installation position of the rigid-flexible coupled vehicle model. The two form a collaborative simulation basis through spatial coordinate mapping and boundary condition coupling, realizing the driving effect of the vehicle motion on the wiring harness, while retaining the independent mechanical response capabilities of the wiring harness body and snap-fit ​​nodes, providing structured physical model support for subsequent dynamic load transfer and system-level performance evaluation.

[0040] For example, step S204 above can be understood as follows: based on the constructed rigid-flexible coupling model of the whole vehicle, a target working condition excitation representing the real driving environment is applied to drive the entire coupling model to perform time-domain simulation, and the solver synchronously outputs the motion response of the entire high-voltage wiring harness (i.e., the first motion simulation result). Among them, the motion response of the entire high-voltage wiring harness focuses on the macroscopic morphology and internal force distribution of the high-voltage wiring harness body, and extracts key feature parameters such as the spatial coordinates and strain tensors of multiple nodes at various simulation moments during the simulation process.

[0041] For example, step S206 above can be understood as follows: taking the first motion simulation result of the high-voltage wiring harness under the target working condition as input, extracting its key physical characteristic parameters, and making a multi-dimensional comprehensive judgment on the motion space adaptability, structural strength safety and bending durability of the high-voltage wiring harness based on the preset engineering criteria and material performance thresholds, thereby outputting the comprehensive mechanical performance evaluation conclusion of the high-voltage wiring harness in the vehicle operating environment, and realizing the direct mapping from simulation data to engineering reliability.

[0042] For example, step S208 above can be understood as: applying the motion boundary conditions output by the rigid-flexible coupling model of the whole vehicle to the flexible cable model, driving the high-voltage harness to undergo nonlinear deformation under multidimensional dynamic load, and based on its material constitutive model and contact mechanical properties, analyzing the interaction force between the fixed buckle node and the whole vehicle structure, and extracting its load history in three-dimensional space over time.

[0043] For example, step S210 above can be understood as: traversing each fixed snap-fit ​​node, using the three-dimensional force-time history curve of the fixed snap-fit ​​node under dynamic working conditions as the input load, applying it as a boundary excitation to an independently established refined finite element model, calculating its stress response and deformation behavior under the actual load spectrum through structural mechanics simulation, and combining material fatigue characteristics and damage accumulation theory to quantitatively evaluate the structural reliability and failure risk of the fixed snap-fit ​​node during the entire vehicle life cycle, thereby achieving a precise mapping from local dynamic load to component durability performance.

[0044] Through the above steps, by constructing a rigid-flexible coupling model of the whole vehicle and simultaneously simulating the overall motion behavior of the high-voltage wiring harness and the deformation behavior of each fixed buckle node, a precise evaluation of the mechanical properties of the high-voltage wiring harness in a systematic, dynamic, and multi-dimensional coupling manner is achieved. This solves the technical problem that related technologies use a decentralized and static approach to evaluate the mechanical properties of high-voltage wiring harnesses, making it difficult to accurately analyze the failure modes of high-voltage wiring harnesses during long-term service.

[0045] As an optional implementation, in step S202, constructing the whole-vehicle rigid-flexible coupling model of the target vehicle may include the following execution steps:

[0046] Step 1: Obtain the connection relationships between multiple vehicle components within the target vehicle, as well as the first structural parameters and material mechanical parameters of each vehicle component;

[0047] Step 2: Construct rigid body models of multiple vehicle components based on the first structural parameters and material mechanics parameters. The first structural parameters include at least the following: vehicle body structural parameters, powertrain structural parameters, and suspension structural parameters. The material mechanics parameters include at least the following: elastic modulus, Poisson's ratio, and yield strength.

[0048] Step 3: Based on the connection relationships and the rigid body models of multiple vehicle components, construct the rigid-flexible coupling model of the whole vehicle of the target vehicle.

[0049] Step 4: Construct a flexible cable model of the high-voltage wiring harness inside the target vehicle;

[0050] Step 5: Based on the rigid body model of the whole vehicle and the flexible cable model, a rigid-flexible coupling model of the whole vehicle is formed.

[0051] For example, the above-mentioned construction scheme of the rigid-flexible coupling model of the whole vehicle can be understood as follows: using mainstream multibody dynamics simulation software to read the three-dimensional CAD (Computer Aided Design) design data of the target vehicle, extracting key structural parameters such as the geometric dimensions, center of mass position, mass distribution, and inertia tensor parameters of vehicle components such as the body, suspension system, and powertrain (including motors, reducers, etc.); based on these structural parameters, using rigid body dynamics modeling methods, generating an independent rigid body model for each component, whose geometric shape and mass properties strictly correspond to the design definition; subsequently, according to the assembly relationship and kinematic pair type (such as ball joints, translational joints, revolute joints, etc.) between various vehicle components, establishing connection constraints between components under the multibody dynamics framework, and completing the topological assembly of these rigid body models through coordinate system alignment and degree of freedom definition, thereby obtaining the rigid body model of the whole vehicle; then, constructing a flexible cable model of the high-voltage wiring harness inside the target vehicle, assembling the flexible cable model of the high-voltage wiring harness with the rigid body model of the whole vehicle to obtain the rigid-flexible coupling model of the target vehicle.

[0052] For example, Figure 3 This is a schematic diagram of a rigid-flexible coupling model of a vehicle according to one embodiment of the present invention, as shown below. Figure 3 As shown, the model includes, but is not limited to, geometric models of key vehicle components such as the body, suspension system, and powertrain.

[0053] Optionally, constructing a flexible cable model of the high-voltage wiring harness within the target vehicle may include the following steps:

[0054] Step 1: Obtain the second structural parameters, material mechanical parameters, and stiffness measurement results of the high-voltage wiring harness inside the target vehicle. The second structural parameters include at least the structural parameters of the inner conductor, insulation layer, shielding layer, and outer sheath. The material mechanical parameters include at least the elastic modulus, Poisson's ratio, and yield strength. The stiffness measurement results include the measured values ​​of axial tensile stiffness, bending stiffness, and torsional stiffness.

[0055] Step 2: Construct an initial cable model of the high-voltage wire harness based on the second structural parameters and material mechanical parameters, and perform performance simulation on the initial cable model to obtain the corresponding stiffness simulation results. The stiffness simulation results include: axial tensile stiffness simulation value, bending stiffness simulation value and torsional stiffness simulation value.

[0056] Step 3: Determine the deviation between the measured stiffness results and the stiffness simulation results, and adjust the material mechanical parameters if the deviation exceeds the first preset threshold until the deviation does not exceed the first preset threshold.

[0057] Step 4: Construct a flexible cable model of the high-voltage harness based on the second structural parameters and the adjusted material mechanical parameters.

[0058] In the embodiments of this application, the above-mentioned stiffness measurement results are quantitative experimental data of axial tensile stiffness, bending stiffness and torsional stiffness obtained by standardized mechanical tests on real physical samples of high-voltage wire harnesses. These data are used to calibrate the material mechanical parameters of the simulation model of the high-voltage wire harness to ensure that its mechanical response is highly consistent with that of the actual wire harness.

[0059] The aforementioned measured value of axial tensile stiffness can be obtained as follows: Clamp both ends of a real physical sample of the high-voltage wiring harness in the upper and lower fixtures of a material testing machine, keeping the sample in a naturally straight state. Apply a slowly increasing axial tensile force (generally, the loading rate can be controlled between 1 and 5 mm / min), simultaneously collecting data on the tensile force and corresponding elongation, and plotting a force-displacement curve. Therefore, the slope of the force-displacement curve is taken as the measured value of axial tensile stiffness (EA), where E represents the equivalent elastic modulus (in Pa), and A represents the equivalent cross-sectional area of ​​the sample (in m²). 2 ).

[0060] The aforementioned measured bending stiffness value can be obtained as follows: A real physical sample of the high-voltage power harness is horizontally supported on two supports spaced L apart. A concentrated vertical load is applied at the center point of the sample, and the deflection at the center point is measured using a displacement sensor. Finally, the bending stiffness is determined according to the bending formula for a simply supported beam in mechanics of materials (…). The measured value of bending stiffness (EI) is calculated by reverse calculation, where I represents the moment of inertia of the section (in meters). 4It should be noted that, in order to eliminate the influence of nonlinearity, the test was conducted within a small deformation range (deflection < 2% of the harness length) and repeated three times to take the average value.

[0061] The aforementioned measured torsional stiffness value can be obtained as follows: Clamp one end of a real physical sample of the high-voltage harness to a torque loading device, and connect the other end to a high-precision torque sensor and angle encoder. Apply a slowly increasing torque at a controllable rotational speed, and simultaneously record the applied torque T and the corresponding torsional angle θ. The slope of the linear segment T–θ curve is taken as the measured torsional stiffness value (GJ), where G represents the equivalent shear modulus of the entire sample (in Pa), and J represents the equivalent polar moment of inertia of the sample section (in m). 4 ).

[0062] For example, the above-mentioned flexible cable model construction scheme can be understood as follows: by reading the three-dimensional CAD design data of the target vehicle, the multi-layer structural parameters (i.e., the second structural parameters) and material mechanical parameters of the high-voltage wiring harness are extracted. The multi-layer structural parameters include, but are not limited to, the structural parameters of the inner conductor layer, the structural parameters of the insulation layer, the structural parameters of the shielding layer, and the structural parameters of the outer sheath; the material mechanical parameters include, but are not limited to, the elastic modulus, Poisson's ratio, and the yield strength. Simultaneously, the axial, bending, and torsional stiffness data of the high-voltage wiring harness are obtained based on actual measurements of physical samples. Subsequently, an initial cable model of the high-voltage harness was constructed based on these structural and material mechanics parameters. The theoretical stiffness response was analyzed using flexible cable simulation methods, resulting in a set of simulation results, such as simulated values ​​for axial tensile stiffness, bending stiffness, and torsional stiffness. Then, the measured stiffness results were quantitatively compared with the simulation results, calculating the relative deviation of each stiffness dimension. When the relative deviation of any stiffness dimension exceeded a preset tolerance threshold, the material mechanics parameters (such as elastic modulus or nonlinear constitutive coefficients) were adjusted through iterative optimization, gradually converging the stiffness simulation results to the measured stiffness results. Finally, a high-fidelity flexible cable model of the high-voltage harness was constructed based on the second structural parameters and the optimized material mechanics parameters.

[0063] For example, the high-voltage wiring harness for the rear-drive motor of a pure electric vehicle has a total length of 850mm and includes three fixing clips (fixing clip A is located on the vehicle body side, fixing clip B is located on the intermediate transition bracket, and fixing clip C is located on the motor controller side), with a harness specification of 16mm². When constructing a flexible cable model of this high-voltage wiring harness, the refined layering parameters of the high-voltage wiring harness can be used as input to the simulation software:

[0064] (1) Conductor part: It is made of 120 copper wires with a diameter of 0.41 mm twisted together with a pitch of 25 mm;

[0065] (2) Insulation layer: cross-linked polyethylene, with an inner diameter of 6 mm and a thickness of 0.5 mm;

[0066] (3) Shielding layer: aluminum foil + 64 braided copper wire mesh, with a braiding pitch of 15mm;

[0067] (4) Outer sheath: made of thermoplastic elastomer with a thickness of 1.5mm.

[0068] The simulation software can then construct an initial cable model of the high-voltage harness based on these parameters, and obtain the simulated values ​​of linear density, axial tensile stiffness, bending stiffness, and torsional stiffness (GJ) through performance simulation. By comparing the simulated values ​​of axial tensile stiffness, bending stiffness, and torsional stiffness with the measured values, if the errors in these three stiffness dimensions are all less than a first preset threshold (e.g., 5%), then the initial cable model is determined to be the flexible cable model of the high-voltage harness. Figure 4 As shown; otherwise, the material mechanics parameters in the above parameters are adjusted to ensure the accuracy of the constructed model.

[0069] It should be noted that when multibody dynamics simulation software constructs a flexible model of a high-voltage power harness, it is only based on simplified models such as "flexible beam elements" or "spring-damped models," which cannot describe the multi-layered composite structure, nonlinear large deformation, contact friction, strand slippage, and bending stiffness anisotropy of the power harness. Therefore, the embodiments of this application preferably use general-purpose high-precision nonlinear finite element analysis simulation software to model the high-voltage power harness based on nonlinear finite element theory and real material mechanical parameters, achieving a high-fidelity reproduction of the internal structure, material properties, and dynamic behavior of the high-voltage power harness.

[0070] By employing this modeling strategy of "fixed structural parameters and calibrated material mechanical parameters," a high-precision mapping of the simulation model to the actual mechanical behavior of high-voltage power harnesses can be achieved, avoiding model inaccuracies caused by minor manufacturing differences. Simultaneously, the material mechanical parameters are reverse-calibrated using measured stiffness results, giving the model engineering verifiability and data-driven reliability, significantly improving the accuracy of subsequent dynamic simulation results.

[0071] For example, the fifth step above can be understood as follows: by spatially coupling the geometric constraint points (such as connectors and fixed clips) of the flexible cable model with the rigid mounting points of the corresponding components in the rigid body model of the vehicle, the motion transmission and mechanical constraint binding between the flexible cable harness and the rigid vehicle structure are realized, thereby constructing a rigid-flexible coupling model of the vehicle with real boundary conditions. The specific implementation process is as follows: First, the local coordinate system of the flexible cable model is unified with the vehicle coordinate system of the rigid body model to ensure that the coordinates of each geometric constraint point in the high-voltage cable harness and the coordinates of each fixed mounting point in the rigid-flexible coupling model of the vehicle are based on the same reference system; then, according to the three-dimensional position coordinates of the connectors and fixed clips defined in the cable harness layout information, the corresponding rigid mounting features (such as body mounting holes, powertrain bracket surfaces, suspension connection points, etc.) are located in the rigid body model of the vehicle, and a spatial geometric mapping relationship is established; subsequently, each geometric constraint node of the flexible cable model is coupled to the corresponding rigid component's fixed mounting point through "positional coupling constraint" or "point coincidence constraint". The assembly is forcibly bound, so that the nodes on the high-voltage harness move together with their respective rigid components, and relative displacement or free rotation is not allowed. Then, according to the physical characteristics of the snap-fit ​​structure (such as whether rotation is allowed, whether it has elasticity), corresponding degree of freedom restrictions are applied to each geometric constraint node (such as fully fixed, only allowed to rotate around a certain axis, allowed to slide with small displacement, etc.) to truly reflect the actual assembly constraint state. Finally, a unified simulation system containing rigid components (vehicle) and flexible components (wiring harness) is formed, namely the rigid-flexible coupling model of the whole vehicle. In this model, the rigid body is responsible for transmitting large-scale motion, while the flexible body is responsible for responding to local deformation. The two achieve bidirectional transmission of dynamic information through constraint points.

[0072] Through the above steps, it can be ensured that the movement of the high-voltage wiring harness during the simulation process is completely driven and controlled by the vehicle dynamics, and its deformation behavior truly reflects the tension, torsion and bending caused by the movement of vehicle components such as the body, suspension and powertrain, thus providing a simulation basis that conforms to physical reality for subsequent mechanical performance analysis.

[0073] It should be noted that if an accurate rigid-flexible coupling model of the entire vehicle cannot be constructed, a real vehicle test can be used to replace the simulation test in step S204. That is, displacement sensors and six-component force sensors are placed on key moving components such as the powertrain and suspension of the target vehicle. By driving the target vehicle through multiple preset working conditions on the test track, the displacement time history curves of the target vehicle (such as the powertrain) under different preset working conditions and the real dynamic load spectrum of each fixed buckle node on the high-voltage wiring harness are measured for subsequent simulation analysis.

[0074] As an optional implementation, step S204, performing driving simulation on the rigid-flexible coupled vehicle model under the target operating condition, may include the following steps:

[0075] Step S2041: Obtain the displacement time history curves of the target vehicle under different preset working conditions, wherein the preset working conditions include at least one of the following: rapid acceleration, emergency braking, bumpy road surface, and side tilting turn. The displacement time history curves include: the translational displacement time history curve of the target vehicle along the X-axis and Y-axis under the corresponding preset working conditions as a function of time, and the steering displacement time history curve of the target vehicle around the vertical axis and around the horizontal axis under the corresponding preset working conditions as a function of time.

[0076] Step S2042: Randomly splice multiple displacement time history curves to obtain the comprehensive displacement time history curve under the target working condition.

[0077] Step S2043: Apply the comprehensive displacement time history curve as a boundary condition to the flexible cable model in the rigid-flexible coupling model of the whole vehicle, and pull the flexible cable model and the rigid body model of the whole vehicle to move synchronously to obtain the first motion simulation result of the high voltage harness.

[0078] In this embodiment of the application, the aforementioned preset operating conditions may be 28 common durability operating conditions in the automotive industry, which cover representative scenarios of vehicles in actual use, such as rapid acceleration, emergency braking, bumpy roads, and side tilting turns.

[0079] In this embodiment, the displacement time history curve is a sequence of displacement response data of key components (such as powertrain) within the target vehicle in the vehicle coordinate system under each preset working condition, varying over time. It includes: translational displacement time history curves along the X-axis (longitudinal) and Y-axis (lateral), reflecting the linear movement trend of the component; and steering displacement time history curves around the Z-axis (vertical axis, yaw) and Y-axis (lateral, roll), reflecting the angular displacement and attitude changes of the component. Therefore, the essence of this displacement time history curve is the quantitative output of the working condition excitation. In this embodiment, it is directly applied as a boundary condition to the overall rigid body model within the rigid-flexible coupling model of the vehicle, used to drive the dynamic simulation of the flexible cable model.

[0080] For example, step S2042 above can be understood as follows: Displacement time-history curves under multiple preset working conditions are weighted and sampled according to the probability distribution of actual road use; the displacement time-history curves under each preset working condition are segmented using rainflow counting or time series rearrangement algorithms; and based on engineering experience or user driving behavior statistical models, the segmented segments are randomly concatenated and combined to form a continuous, non-periodic comprehensive displacement time-history curve that conforms to the statistical characteristics of real road loads. It should be noted that during the splicing process, the continuity of timestamps and the consistency of amplitude of each segment are maintained to avoid abrupt changes introducing non-physical excitations, and to ensure that the total duration of the comprehensive curve covers the effective sample period required for the vehicle's durability life assessment, so as to truly reflect the complex and non-stationary dynamic excitations experienced by the high-voltage wiring harness throughout its entire life cycle.

[0081] For example, step S2043 above can be understood as follows: First, the comprehensive displacement time history curve is used as an external excitation input to the flexible cable model in the rigid-flexible coupling model of the whole vehicle, for example, applied to the rigid connection points of the powertrain and suspension system (such as the motor mounting bolt point, the suspension lower control arm connection point). In this way, the displacement time history curve is defined as the driving constraint of the rigid-flexible coupling model of the whole vehicle in the form of a time series, forcing its translation in the X, Y, and Z directions and rotation around the X, Y, and Z axes to accurately reproduce the motion trajectory of the comprehensive working condition over time. As a flexible body, the high-voltage wire harness has its two end plug nodes and the middle fixed buckle node rigidly bound to the corresponding actual installation points on the rigid body model of the whole vehicle through kinematic pairs (such as fixed pairs, sliding pairs), so that under the motion drive of the rigid-flexible coupling model of the whole vehicle, each node on the high-voltage wire harness is forced to move synchronously, forming a rigid-flexible coupling dynamic response. Then, the simulation solver is invoked to iteratively solve the nonlinear dynamic equations of the wire harness at a preset time step Δt (generally preferably 0.1~1ms), and the output is: the spatial coordinates of each node on the high-voltage thread and the discrete time sequence of stress evolution over time.

[0082] Furthermore, after obtaining the first motion simulation results, the first mechanical performance evaluation results of the high-voltage harness can be determined based on the first motion simulation results. The first mechanical performance evaluation results include at least: interference risk evaluation results, first body strength evaluation results, and dynamic bending safety evaluation results.

[0083] Optionally, the interference risk assessment result can be obtained by the following method: calculating the outer envelope of the spatial coordinates of multiple nodes on the high-voltage harness at each simulation moment during the simulation process, obtaining the minimum closed outer envelope surface covering all spatial coordinates, and determining the interference risk assessment result based on the relationship between the minimum distance between the boundary point of the minimum closed outer envelope surface and each vehicle component in the target vehicle and the second preset threshold.

[0084] For example, the above technical solution process can be understood as follows: Based on the spatial coordinates of all nodes in the high-voltage harness at each simulation moment during the simulation process, a three-dimensional spatial motion trajectory of each node in the simulation process is formed. Spatial point cloud clustering is performed on the discrete trajectory points on each three-dimensional spatial motion trajectory to construct the overall spatiotemporal domain occupied by the high-voltage harness motion. Subsequently, a minimum closed outer envelope surface covering the entire overall spatiotemporal domain is generated using a convex hull algorithm or a mesh voxel enclosing method. Then, Boolean intersection and minimum distance calculation are performed between the minimum closed outer envelope surface and the three-dimensional finite element model of each fixed component (such as sheet metal, pipeline, bracket, etc.) in the target vehicle to obtain the nearest distance distribution between the boundary points of the minimum closed outer envelope surface and the surface of the three-dimensional finite element model of each fixed component. Finally, the minimum distance value corresponding to all boundary points is compared with a preset safety interference threshold (i.e., the second preset threshold). When the minimum distance value corresponding to any boundary point is less than the safety interference threshold, it is determined that the high-voltage harness has a dynamic interference risk.

[0085] For example, for Figure 4 Envelope analysis was performed on the first motion simulation results of the high-voltage wiring harness shown. An ellipsoidal envelope with a maximum diameter of 42mm was formed by the spatial trajectory of the intermediate fixed latch node furthest from both ends along the geometric center line of the high-voltage wiring harness. If it was found that the designed gap between this ellipsoidal envelope and the adjacent brake pipe support was only 38mm, far exceeding the safety interference threshold of 5mm, then it could be determined that the high-voltage wiring harness posed a dynamic interference risk.

[0086] Furthermore, to achieve quantitative location of interference risks, all contact risk pairing points with a minimum distance less than a second preset threshold can be spatially clustered to obtain multiple continuous or dense risk regions. Simultaneously, each contact risk pairing point is assigned a corresponding weight value based on the degree of deviation between the minimum distance and the second preset threshold. Combining the spatial volume of each risk region and the distribution density of contact risk pairing points, the comprehensive risk value of each risk region is determined. The physical location of each risk region in the rigid-flexible coupling model of the whole vehicle is determined through spatial mapping, and its comprehensive risk value is marked at the corresponding physical location. This achieves visualization, precision, and engineering traceability of risk information, allowing designers to intuitively identify the exact location of interference in a 3D CAD environment without relying on abstract data or experience-based speculation (e.g., a high-voltage harness and brake line have a dynamic contact risk 200mm above the rear suspension). This directly guides design modifications such as high-voltage harness path optimization and repositioning of fixing clips, significantly shortening the rectification cycle, reducing trial production rework costs, and effectively avoiding erroneous or missed modifications due to ambiguous locations, thus improving the efficiency and accuracy of design decisions.

[0087] Optionally, the first body strength assessment result can be obtained by the following method: determining the stress value of each node at each simulation moment during the simulation process based on the spatial coordinates, strain tensor, and material mechanical parameters of each node on the high-voltage harness at each simulation moment, and determining the first body strength assessment result based on the relationship between the maximum value of multiple stress values ​​and the yield strength at the target node corresponding to the maximum value.

[0088] For example, the above technical solution can be understood as follows: First, obtain the spatial coordinates and corresponding strain tensors of each node at each time step in the dynamic simulation of the high-voltage line harness; second, based on the preset constitutive model (including material mechanical parameters such as elastic modulus, yield strength, and stress-strain curve) of each layer of material (copper conductor, insulation layer, sheath, etc.) of the high-voltage line harness, substitute the strain value of each node at each time step into the material stress-strain relationship equation (i.e., elasticity or elastoplastic constitutive equation), calculate the local stress tensor of the node at each time step, and further convert it into equivalent stress value; subsequently, traverse the equivalent stress values ​​of each node at all time steps in the full time domain of the high-voltage line harness in the dynamic simulation process, and extract the full... The maximum stress value and its corresponding target node are determined. Finally, the maximum stress value is compared with the measured or calibrated yield strength of the material at the target node: if the maximum stress value is less than or equal to the yield strength of the corresponding target node, the main body strength of the high-voltage line harness is deemed to meet safety requirements; otherwise, if the maximum stress value exceeds the yield strength of the corresponding target node, the high-voltage line harness is deemed to have local plastic deformation or failure risk. The quotient obtained by dividing the maximum stress value by the yield strength of the corresponding target node can be calculated to obtain the dimensionless limit. If the dimensionless limit is less than or equal to 1, it indicates no plastic deformation; if the dimensionless limit is greater than 1, there is a risk of local yielding, and the larger the dimensionless limit, the more severe the corresponding risk.

[0089] For example, for Figure 4 Stress analysis was performed on the first motion simulation results of the high-voltage wire harness shown. The maximum equivalent stress near the fixed buckle B was determined to be 8.5 MPa. Since this value is much lower than the yield strength of the fixed buckle B (15 MPa), it can be determined that the main body strength of the high-voltage wire harness is safe.

[0090] In addition, since each mesh element in the rigid-flexible coupling model of the whole vehicle has a unique number and precise three-dimensional coordinate information, the spatial position of the target node can be output through its number or three-dimensional coordinate information in the three-dimensional model. This spatial position can be directly imported into the CAD environment for visualization and annotation, or used to generate risk heat maps and location lists in the assessment report. This transforms abstract stress data into structural strength assessment conclusions that can be engineered, quantified, and designed for feedback.

[0091] Optionally, the dynamic bending safety assessment result can be determined by the following method: based on the spatial coordinates of multiple nodes on the high-voltage harness at each simulation moment, determine the dynamic curvature radius of the sub-harness segment between every two nodes, and determine the minimum dynamic curvature radius among multiple dynamic curvature radii. Based on the relationship between the minimum dynamic curvature radius and the preset minimum static curvature radius of the high-voltage harness, determine the dynamic bending safety assessment result.

[0092] For example, the above technical solution can be understood as follows: First, extract the spatial coordinates of all nodes of the high-voltage harness at each time step during the dynamic simulation process; second, for each sub-harness formed by adjacent nodes, calculate the local curvature of the sub-harness segment based on its spatial coordinates at each time step using cubic spline interpolation or circular arc fitting algorithms. Subsequently, based on the reciprocal relationship between curvature and radius of curvature (i.e. The process involves calculating the instantaneous dynamic curvature radius of each sub-harness segment at the corresponding time step. Then, a global scan is performed on the instantaneous dynamic curvature radius of all sub-harness segments at all time steps throughout the full time domain of the high-voltage harness dynamic simulation process, and the minimum value is extracted as the minimum dynamic curvature radius of the high-voltage harness. Finally, this minimum dynamic curvature radius is numerically compared with the preset minimum static curvature radius specified in the high-voltage harness specification. If the minimum dynamic curvature radius is greater than or equal to the preset minimum static curvature radius, the dynamic bending safety is deemed to meet the requirements. Conversely, if the minimum dynamic curvature radius is less than the preset minimum static curvature radius, the risk of insulation wear, conductor fatigue fracture, or sheath cracking due to repeated dynamic bending is determined, and the overscalar magnitude and occurrence time are output to complete the quantitative assessment of dynamic bending safety.

[0093] For example, for Figure 4 The curvature analysis of the first motion simulation results of the high-voltage harness shows that the minimum dynamic bending radius of the fixed buckle C under the combined condition of "emergency left turn + bump" is 98mm. Since this value is greater than the minimum static bending radius of 90mm required in the high-voltage harness specification, the dynamic bending of the high-voltage harness can be determined to be safe.

[0094] Through an integrated simulation process, three core performance assessments of high-voltage wiring harnesses under dynamic vehicle conditions are simultaneously achieved: First, the minimum closed envelope surface calculation based on node spatial coordinates accurately identifies the dynamic interference risks between the high-voltage wiring harness and surrounding components, overcoming the limitations of traditional static gap design. Second, the full-time-domain stress response is calculated by combining strain field and material constitutive model, quantifying and locating the stress-over-limit region of the material, achieving a leap from "experience-based judgment" to "mechanical threshold judgment" in strength assessment. Third, the minimum dynamic curvature radius is dynamically derived through geometric curvature analysis, extending static bending specifications to real motion scenarios for the first time, revealing the causes of dynamic fatigue failure. These three aspects collaboratively construct a systematic assessment framework encompassing "spatial avoidance, mechanical load-bearing capacity, and deformation durability," significantly improving the comprehensiveness, accuracy, and engineering traceability of the assessment. This fundamentally solves the problems of fragmentation, static nature, and qualitative analysis in existing technologies, providing quantifiable and closed-loop decision-making basis for the lightweight and high-reliability design of high-voltage wiring harnesses.

[0095] Furthermore, in traditional one-way simulation, it is usually assumed that the high-voltage wiring harness is a passive body that is "completely flexible, without inertia, and without stiffness feedback," and that its deformation does not affect the motion of the whole vehicle. This assumption will lead to deviations in the motion response of the powertrain and suspension.

[0096] Therefore, in performing mechanical performance evaluation, this embodiment of the application uses a co-simulation interface to periodically (at each simulation moment in the simulation process) apply the strain tensors of multiple nodes on the high-voltage harness obtained from the driving simulation of the rigid-flexible coupling model of the whole vehicle as boundary conditions to the flexible cable model. Then, by performing stress simulation on the flexible cable model, the second motion simulation results of each fixed buckle node are obtained.

[0097] Optionally, at each simulation moment in the simulation process, the strain tensor of each fixed buckle node on the high-voltage harness in the first motion simulation result at the corresponding simulation moment is applied to the flexible cable model to obtain the reaction force of each fixed buckle node at the corresponding simulation moment.

[0098] For example, the above technical solution can be understood as follows: the strain tensors of each fixed buckle node output by the rigid-flexible coupling model of the whole vehicle are used as boundary constraints and directly coupled to the corresponding node degrees of freedom of the flexible cable model, triggering the redistribution of internal forces in the cable structure under transient deformation state, and using the finite element solver to automatically solve the internal force balance at each fixed buckle node based on the material constitutive relation and geometric nonlinear mechanism, thereby generating the reaction force response of each fixed buckle node at each simulation moment in real time, realizing the autonomous transmission and calculation of the strain field induced by external motion to the mechanical reaction force.

[0099] Furthermore, by traversing each fixed snap-fit ​​node, and extracting the local structural unit groups corresponding to the physical location and connection method of each fixed snap-fit ​​node in the flexible cable model, a local refined finite element sub-model is constructed with the fixed snap-fit ​​node as the core, covering the transition area of ​​its surrounding wire harness sheath, shielding layer and insulation layer.

[0100] For example, the high-voltage wiring harness for the rear-drive motor of a pure electric vehicle includes three fixing clips (fixing clip A is located on the side of the vehicle body, fixing clip B is located on the intermediate transition bracket, and fixing clip C is located on the side of the motor controller). Figure 5 This is a schematic diagram of a finite element model of a fixed buckle C according to one embodiment of the present invention.

[0101] The sub-model constructed using the above method inherits and reconstructs the material mechanics parameters, interlayer contact relationships, and geometric configuration of the flexible cable model, retaining its constitutive properties and boundary constraint characteristics. The fixed snap-fit ​​nodes are used as forced displacement coupling points or contact interfaces to apply constraint conditions. Thus, without changing the overall consistency of the cable's mechanical behavior, a finite element analysis model that matches the snap-fit ​​structure can be independently used for high-precision stress and load response analysis.

[0102] Alternatively, the finite element model of the fixed snap-fit ​​node can be fixed through the following steps: obtain the third structural parameters and material mechanical parameters of the fixed snap-fit ​​node on the high-voltage wire harness, wherein the third structural parameters include at least: claw structure parameters, snap-fit ​​arm structure parameters, latch structure parameters, guide structure parameters, and mounting hole interface parameters, and the material mechanical parameters include at least: elastic modulus, Poisson's ratio, and yield strength; construct the finite element model of the fixed snap-fit ​​node based on the third structural parameters and material mechanical parameters.

[0103] Specifically, the above technical solution can be understood as follows: Based on the three-dimensional engineering drawings or three-dimensional CAD models of the fixed buckle node, extract its three-dimensional geometric structure, including the base, elastic arm, claw, guide structure, and limiting surface in contact with the wire harness, retaining key features (such as chamfers, fillets, and reinforcing ribs), ignoring process details that do not affect mechanical performance (such as threads and markings), forming a simplified but not distorted geometry; secondly, define a material model based on the material properties of each part of the buckle, and set nonlinear elastoplastic behavior and damage criteria; then, perform structured or unstructured meshing on the geometric model of the buckle, preferentially using hexahedral dominant meshes to improve calculation accuracy, with key areas (such as the root of the claw and the turning point of the elastic arm) being carefully selected. Local mesh refinement is performed to ensure that the element size in the stress gradient region is less than 1 / 5 of the feature size, and that the mesh quality control parameters meet preset standards. Subsequently, contact pairs are defined between the clip and the high-voltage harness sheath, mounting base, and vehicle body bracket. Friction coefficients are set, and either the penalty function method or the Lagrange multiplier method is selected to handle nonlinear contact behavior, ensuring that the contact surfaces can slide or separate under load, avoiding penetration or spurious rigid constraints. Finally, boundary conditions are applied; for example, the mounting holes or fixing bolt areas of the clip are set as fully free-degree-of-freedom constraints (fixed supports) to simulate their rigid installation state on the vehicle body or powertrain. Simultaneously, the force applied by the harness to the clip claws is used as a boundary condition. This completes the construction of a high-fidelity finite element model with realistic boundary and contact behavior.

[0104] Furthermore, based on the second motion simulation results, the mechanical properties of the finite element model of the fixed snap-fit ​​node in the flexible cable model are simulated to obtain the second mechanical property evaluation results of the fixed snap-fit ​​node. These second mechanical property evaluation results include at least: the second body strength evaluation results and the detachment risk evaluation results.

[0105] Optionally, the process of determining the second body strength assessment result includes: taking multiple reaction forces in the second motion simulation result as multiple loads; applying multiple test loads to the finite element model to perform strength tests on the finite element model, obtaining the stress values ​​of the fixed buckle node under different test loads, and determining the second body strength assessment result based on the relationship between the stress value corresponding to the maximum test load and the yield strength of the fixed buckle node.

[0106] For example, the above technical solution can be understood as follows: First, extract the three-dimensional reaction force time history curve of the fixed snap-fit ​​node under the target working condition from the dynamic simulation. This curve contains discrete force value sequences in the X, Y, and Z directions, constituting the load spectrum of the snap-fit ​​node in a real dynamic environment. Second, use the three-dimensional force time history curve as an independent time-varying load input, applying it one by one to the nodes or surfaces in the finite element model where the fixed snap-fit ​​node contacts the high-voltage harness, simulating its mechanical response under the corresponding load. Then, enable nonlinear statics or explicit dynamics analysis mode in the simulation solver, considering material nonlinearity and large deformation effects, and calculate the reaction force of the fixed snap-fit ​​node under each load. Using the equivalent stress distribution, the equivalent stress value of the fixed clamp node under the maximum test load is extracted. Then, the equivalent stress value of the fixed clamp node under the maximum test load is compared with the yield strength of the fixed clamp node to determine whether the stress value exceeds the yield threshold. If it does not exceed the yield threshold, the structural integrity of the fixed clamp under the ultimate load is deemed to meet the requirements, i.e., the second body strength assessment result is qualified. If it exceeds the yield threshold, it is determined that there is a risk of local plastic deformation or fracture. In this case, the second body strength assessment result is deemed unqualified, and the over-limit amplitude value and the preset working condition corresponding to the maximum test load are output to complete the static strength safety boundary assessment of the fixed clamp node under multi-working condition comprehensive load.

[0107] Optionally, the process of determining the above-mentioned detachment risk assessment result includes: taking multiple reaction forces in the second motion simulation result as multiple loads; applying multiple test loads to the finite element model to perform multi-directional pull-out tests on the finite element model, obtaining the number of buckle failure cycles of the fixed buckle node under different test loads, and performing linear fitting on the number of buckle failure cycles of the fixed buckle node under different test loads to obtain the damage value of the fixed buckle node under different test loads, accumulating the damage values ​​of the fixed buckle node under different test loads to obtain the cumulative damage value, and determining the detachment risk assessment result based on the relationship between the cumulative damage value and the third preset threshold.

[0108] For example, the above technical solution can be understood as follows: First, extract the three-dimensional reaction force time history curve of the fixed snap-fit ​​node under the target working condition from the dynamic simulation, and perform rainflow counting processing on the curve to extract its amplitude-cycle number load spectrum data, which serves as multiple variable amplitude loads borne by the fixed snap-fit ​​node under different working conditions. Second, based on the material properties and geometry of the fixed snap-fit ​​node, conduct multiple sets of periodic pull-out tests with controlled amplitudes on the same batch of snap-fit ​​nodes using a special fixture to obtain the number of snap-fit ​​failure cycles corresponding to different variable amplitude loads, and fit the load-life fatigue curve of the fixed snap-fit ​​node. Then, substitute the load spectrum data into fatigue theory (such as Miner's linear cumulative damage theory, nonlinear fatigue loss model, etc.) to calculate the load spectrum data for each load level. The ratio of the number of clip failure cycles to the corresponding fatigue life is calculated to obtain the single damage value under the load level. Then, the damage values ​​of all load levels are summed to obtain the cumulative damage value of the clip failure cycle under the full working condition load spectrum. Finally, the cumulative damage value is compared with a third preset threshold: if the cumulative damage value is greater than or equal to the third preset threshold, it is determined that the fixed clip node will experience fatigue failure and has the risk of detachment within the service life of the entire vehicle, and the corresponding detachment risk assessment result is high risk; if the cumulative damage value is less than the third preset threshold, it is determined that its fatigue life is sufficient to cover the design life of the entire vehicle, and the corresponding detachment risk assessment result is safe, thereby realizing the quantitative assessment of clip detachment risk based on real dynamic load.

[0109] The aforementioned nonlinear fatigue loss models include, but are not limited to, the Coffin-Manson model, the Morrow modified model, and the continuum damage mechanics model. The specific selection can be set according to the actual application scenario, and this application embodiment does not impose specific restrictions on this.

[0110] It should be noted that after obtaining the second motion simulation results of each fixed buckle node through step S208, the results can be fed back to the rigid-flexible coupling model of the whole vehicle in real time as the external force load of the rigid-flexible coupling model of the whole vehicle.

[0111] This design scheme realizes a closed-loop interaction between "the deformation of the wiring harness driven by the vehicle's motion" and "the feedback of the wiring harness reaction force changes the vehicle's motion response," thus truly restoring the reaction effect of the wiring harness as a flexible component on the dynamics of the vehicle system. It solves the systematic errors caused by the traditional method, such as envelope prediction distortion, stress misjudgment, and fatigue life overestimation, which are caused by ignoring the mechanical feedback of the wiring harness.

[0112] Finally, the first mechanical performance evaluation results of the high-voltage harness and the second mechanical performance evaluation results of each fixed clip node are structurally aligned and integrated to form a global evaluation result covering the overall motion safety, structural integrity and durability of the harness and the fixed point. This result is output in an interpretable and traceable manner to provide a unified and reliable decision-making basis for subsequent design verification, risk warning and engineering optimization.

[0113] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of the present invention.

[0114] This embodiment also provides a mechanical performance evaluation device for high-voltage wiring harnesses. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0115] Figure 6 This is a structural block diagram of a high-voltage wiring harness mechanical performance evaluation device according to one embodiment of the present invention, as shown below. Figure 6 As shown, an example is a mechanical performance evaluation device for high-voltage wiring harnesses, which includes:

[0116] Module 602 is used to construct a rigid-flexible coupling model of the target vehicle. The rigid-flexible coupling model includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness inside the target vehicle. The high-voltage wiring harness contains at least one fixed snap-fit ​​node.

[0117] The first simulation module 604 is used to perform driving simulation on the rigid-flexible coupling model of the whole vehicle under the target working condition, and obtain the first motion simulation result of the high-voltage wiring harness. The first motion simulation result includes at least the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process.

[0118] The first evaluation module 606 is used to determine the first mechanical performance evaluation result of the high-voltage wire harness based on the first motion simulation result.

[0119] The second simulation module 608 is used to perform force simulation on the flexible cable model based on the first motion simulation results to obtain the second motion simulation results of each fixed buckle node. The second motion simulation results include at least the reaction force of the fixed buckle node at each simulation moment during the simulation process.

[0120] The second evaluation module 610 is used to perform mechanical performance simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model based on the second motion simulation results for each fixed snap-fit ​​node, and obtain the second mechanical performance evaluation result of the fixed snap-fit ​​node.

[0121] Optionally, the aforementioned construction module 602 is further configured to construct a rigid-flexible coupling model of the target vehicle according to the following method: obtaining the connection relationship between multiple vehicle components within the target vehicle and the first structural parameters and material mechanical parameters of each vehicle component; constructing rigid body models of each of the multiple vehicle components based on the first structural parameters and material mechanical parameters, wherein the first structural parameters include at least: body structural parameters, powertrain structural parameters, and suspension structural parameters, and the material mechanical parameters include at least: elastic modulus, Poisson's ratio, and yield strength; constructing a rigid body model of the target vehicle based on the connection relationship and the rigid body models of each of the multiple vehicle components; constructing a flexible cable model of the high-voltage wiring harness within the target vehicle; and assembling a rigid-flexible coupling model of the entire vehicle based on the rigid body model and the flexible cable model.

[0122] Optionally, the aforementioned construction module 602 is further configured to construct a flexible cable model of the high-voltage wiring harness within the target vehicle according to the following method: acquiring second structural parameters, material mechanical parameters, and measured stiffness results of the high-voltage wiring harness within the target vehicle, wherein the second structural parameters include at least: inner conductor structural parameters, insulation layer structural parameters, shielding layer structural parameters, and outer sheath structural parameters; the material mechanical parameters include at least: elastic modulus, Poisson's ratio, and yield strength; and the measured stiffness results include: measured values ​​of axial tensile stiffness, bending stiffness, and torsional stiffness; constructing an initial cable model of the high-voltage wiring harness based on the second structural parameters and material mechanical parameters, and performing performance simulation on the initial cable model to obtain corresponding stiffness simulation results, wherein the stiffness simulation results include: simulated values ​​of axial tensile stiffness, bending stiffness, and torsional stiffness; determining the result deviation between the measured stiffness results and the stiffness simulation results, and adjusting the material mechanical parameters if the result deviation exceeds a first preset threshold until the result deviation does not exceed the first preset threshold; and constructing a flexible cable model of the high-voltage wiring harness based on the second structural parameters and the adjusted material mechanical parameters.

[0123] Optionally, the first simulation module 604 is used to perform driving simulation on the rigid-flexible coupling model of the whole vehicle according to the following method to obtain the first motion simulation result of the high-voltage wiring harness, including: obtaining the displacement time history curves of the target vehicle under different preset working conditions, wherein the preset working conditions include at least one of the following: rapid acceleration, emergency braking, bumpy road surface, and side tilting turn, and the displacement time history curves include: the translational displacement time history curves of the target vehicle along the X-axis and Y-axis under the corresponding preset working conditions as a function of time, and the steering displacement time history curves of the target vehicle around the vertical axis and around the horizontal axis under the corresponding preset working conditions as a function of time; applying the comprehensive displacement time history curves as boundary conditions to the flexible cable model in the rigid-flexible coupling model of the whole vehicle, and traction the flexible cable model to move synchronously with the rigid body model of the whole vehicle to obtain the first motion simulation result of the high-voltage wiring harness.

[0124] Optionally, the first mechanical performance evaluation results may include at least: interference risk evaluation results, first body strength evaluation results, and dynamic bending safety evaluation results.

[0125] Optionally, the first evaluation module 606 is used to determine the first mechanical performance evaluation result of the high-voltage wiring harness based on the first motion simulation result, according to the following method: calculating the outer envelope of the spatial coordinates of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process, obtaining the minimum closed outer envelope surface covering all spatial coordinates, and determining the interference risk evaluation result based on the relationship between the minimum distance between the boundary point of the minimum closed outer envelope surface and each vehicle component in the target vehicle and the second preset threshold; determining the stress value of each node at each simulation moment during the simulation process based on the spatial coordinates, strain tensor, and material mechanical parameters of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process, and determining the first body strength evaluation result based on the relationship between the maximum value of multiple stress values ​​and the yield strength at the target node corresponding to the maximum value; determining the dynamic curvature radius of the sub-wiring harness segment between each two nodes based on the spatial coordinates of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process, determining the minimum dynamic curvature radius among multiple dynamic curvature radii, and determining the dynamic bending safety evaluation result based on the relationship between the minimum dynamic curvature radius and the preset minimum static curvature radius of the high-voltage wiring harness.

[0126] Optionally, the second simulation module 608 is used to perform stress simulation on the flexible cable model based on the first motion simulation results, and obtain the second motion simulation results of each fixed buckle node, including: at each simulation moment in the simulation process, applying the strain tensor of each fixed buckle node on the high voltage harness in the first motion simulation results at the corresponding simulation moment to the flexible cable model, and obtaining the reaction force of each fixed buckle node at the corresponding simulation moment.

[0127] Optionally, the second mechanical performance evaluation results may include at least: the second body strength evaluation results and the detachment risk evaluation results.

[0128] Optionally, the second evaluation module 610 is used to perform mechanical performance simulation on the finite element model based on the second motion simulation results, and obtain the second mechanical performance evaluation result of the fixed buckle node according to the following method: taking multiple reaction forces in the second motion simulation results as multiple test loads; applying multiple test loads to the finite element model to perform strength tests on the finite element model, obtaining the stress values ​​of the fixed buckle node under different test loads, and determining the second body strength evaluation result based on the relationship between the stress value corresponding to the maximum test load and the yield strength of the fixed buckle node; applying multiple test loads to the finite element model to perform multi-directional pull-out tests on the finite element model, obtaining the number of buckle failure cycles of the fixed buckle node under different test loads, linearly fitting the number of buckle failure cycles of the fixed buckle node under different test loads to obtain the damage value of the fixed buckle node under different test loads, accumulating the damage values ​​of the fixed buckle node under different test loads to obtain the cumulative damage value, and determining the detachment risk assessment result based on the relationship between the cumulative damage value and the third preset threshold.

[0129] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0130] Embodiments of the present invention also provide a computer-readable storage medium storing a computer program, wherein the computer program is configured to perform the steps in any of the above method embodiments when run on a computer or processor.

[0131] Optionally, in this embodiment, the computer-readable storage medium may be configured to store a computer program for performing the following steps:

[0132] Step S1: Construct a rigid-flexible coupling model of the target vehicle, which includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness inside the target vehicle. The high-voltage wiring harness contains at least one fixed snap-fit ​​node.

[0133] Step S2: Perform driving simulation on the rigid-flexible coupling model of the whole vehicle under the target working condition to obtain the first motion simulation result of the high-voltage wiring harness. The first motion simulation result includes at least the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process.

[0134] Step S3: Determine the first mechanical performance evaluation result of the high-voltage harness based on the first motion simulation result;

[0135] Step S4: Perform force simulation on the flexible cable model based on the first motion simulation results to obtain the second motion simulation results of each fixed buckle node. The second motion simulation results include at least the reaction force of the fixed buckle node at each simulation moment during the simulation process.

[0136] Step S5: For each fixed snap-fit ​​node, perform mechanical performance simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model based on the second motion simulation results, and obtain the second mechanical performance evaluation results of the fixed snap-fit ​​node.

[0137] Optionally, in this embodiment, the computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0138] Embodiments of the present invention also provide an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0139] Optionally, in this embodiment, the processor in the above-described electronic device may be configured to run a computer program to perform the following steps:

[0140] Step S1: Construct a rigid-flexible coupling model of the target vehicle, which includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness inside the target vehicle. The high-voltage wiring harness contains at least one fixed snap-fit ​​node.

[0141] Step S2: Perform driving simulation on the rigid-flexible coupling model of the whole vehicle under the target working condition to obtain the first motion simulation result of the high-voltage wiring harness. The first motion simulation result includes at least the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process.

[0142] Step S3: Determine the first mechanical performance evaluation result of the high-voltage harness based on the first motion simulation result;

[0143] Step S4: Perform force simulation on the flexible cable model based on the first motion simulation results to obtain the second motion simulation results of each fixed buckle node. The second motion simulation results include at least the reaction force of the fixed buckle node at each simulation moment during the simulation process.

[0144] Step S5: For each fixed snap-fit ​​node, perform mechanical performance simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model based on the second motion simulation results, and obtain the second mechanical performance evaluation results of the fixed snap-fit ​​node.

[0145] Embodiments of the present invention also provide a computer program product, including a computer program that, when executed by a processor, implements the steps in any of the above method embodiments.

[0146] Optionally, in this embodiment, the computer program in the above-described computer program product can be configured to perform the following steps when executed by a processor:

[0147] Step S1: Construct a rigid-flexible coupling model of the target vehicle, which includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness inside the target vehicle. The high-voltage wiring harness contains at least one fixed snap-fit ​​node.

[0148] Step S2: Perform driving simulation on the rigid-flexible coupling model of the whole vehicle under the target working condition to obtain the first motion simulation result of the high-voltage wiring harness. The first motion simulation result includes at least the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process.

[0149] Step S3: Determine the first mechanical performance evaluation result of the high-voltage harness based on the first motion simulation result;

[0150] Step S4: Perform force simulation on the flexible cable model based on the first motion simulation results to obtain the second motion simulation results of each fixed buckle node. The second motion simulation results include at least the reaction force of the fixed buckle node at each simulation moment during the simulation process.

[0151] Step S5: For each fixed snap-fit ​​node, perform mechanical performance simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model based on the second motion simulation results, and obtain the second mechanical performance evaluation results of the fixed snap-fit ​​node.

[0152] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0153] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0154] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0155] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0156] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0157] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0158] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0159] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for evaluating the mechanical performance of a high-voltage wiring harness, characterized in that, include: Construct a rigid-flexible coupling model of the target vehicle, wherein the rigid-flexible coupling model includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness inside the target vehicle, and the high-voltage wiring harness includes at least one fixed snap-fit ​​node. Driving simulation is performed on the rigid-flexible coupling model of the whole vehicle under the target working condition to obtain the first motion simulation result of the high-voltage wiring harness. The first motion simulation result includes at least the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process. The first mechanical performance evaluation result of the high-voltage harness is determined based on the first motion simulation result; Based on the first motion simulation results, the flexible cable model is subjected to force simulation to obtain the second motion simulation results of each of the fixed buckle nodes. The second motion simulation results include at least the reaction force of the fixed buckle node at each simulation moment during the simulation process. For each of the fixed snap-fit ​​nodes, the mechanical performance of the finite element model of the fixed snap-fit ​​node in the flexible cable model is simulated based on the second motion simulation results, so as to obtain the second mechanical performance evaluation result of the fixed snap-fit ​​node.

2. The method of claim 1, wherein, Construct a rigid-flexible coupled model of the target vehicle, including: Obtain the connection relationships between multiple vehicle components within the target vehicle, as well as the first structural parameters and material mechanical parameters of each vehicle component; Based on the first structural parameters and material mechanics parameters, a number of rigid body models of the vehicle components are constructed. The first structural parameters include at least: vehicle body structural parameters, powertrain structural parameters, and suspension structural parameters. The material mechanics parameters include at least: elastic modulus, Poisson's ratio, and yield strength. Based on the connection relationships and the rigid body models of each of the vehicle components, a whole vehicle rigid body model of the target vehicle is constructed. Construct a flexible cable model of the high-voltage wiring harness inside the target vehicle; The rigid-flexible coupling model of the whole vehicle is formed by the rigid body model of the whole vehicle and the flexible cable model.

3. The method of claim 2, wherein, Constructing a flexible cable model of the high-voltage wiring harness inside the target vehicle includes: The second structural parameters, material mechanical parameters, and measured stiffness results of the high-voltage wiring harness inside the target vehicle are obtained. The second structural parameters include at least the following: inner conductor structural parameters, insulation layer structural parameters, shielding layer structural parameters, and outer sheath structural parameters. The material mechanical parameters include at least the following: elastic modulus, Poisson's ratio, and yield strength. The measured stiffness results include the following: measured values ​​of axial tensile stiffness, bending stiffness, and torsional stiffness. An initial cable model of the high-voltage wire harness is constructed based on the second structural parameters and the material mechanical parameters, and the performance of the initial cable model is simulated to obtain the corresponding stiffness simulation results. The stiffness simulation results include: axial tensile stiffness simulation value, bending stiffness simulation value and torsional stiffness simulation value. The deviation between the measured stiffness result and the simulated stiffness result is determined, and if the deviation exceeds a first preset threshold, the material mechanical parameters are adjusted until the deviation does not exceed the first preset threshold. A flexible cable model of the high-voltage harness is constructed based on the second structural parameters and the adjusted material mechanical parameters.

4. The method according to claim 2, characterized in that, Driving simulation was performed on the rigid-flexible coupling model of the vehicle under the target operating condition to obtain the first motion simulation results of the high-voltage wiring harness, including: Obtain the displacement time history curves of the target vehicle under different preset working conditions, wherein the preset working conditions include at least one of the following: rapid acceleration, emergency braking, bumpy road surface, and side tilting turn, and the displacement time history curves include: the translational displacement time history curves of the target vehicle along the X-axis and Y-axis under the corresponding preset working conditions as a function of time, and the steering displacement time history curves of the target vehicle around the vertical axis and around the horizontal axis under the corresponding preset working conditions as a function of time; The multiple displacement time history curves are randomly spliced ​​together to obtain the comprehensive displacement time history curve under the target working condition. The comprehensive displacement-time history curve is applied as a boundary condition to the flexible cable model in the rigid-flexible coupling model of the whole vehicle, and the flexible cable model is pulled to move synchronously with the rigid body model of the whole vehicle to obtain the first motion simulation result of the high-voltage wiring harness.

5. The method according to claim 1, characterized in that, The first mechanical performance evaluation result includes at least: interference risk evaluation result, first body strength evaluation result, and dynamic bending safety evaluation result, wherein; the first mechanical performance evaluation result of the high-voltage harness is determined based on the first motion simulation result, including: The spatial coordinates of multiple nodes on the high-voltage harness at each simulation moment are calculated to obtain the minimum closed outer envelope surface covering all the spatial coordinates. The interference risk assessment result is determined based on the relationship between the minimum distance between the boundary point of the minimum closed outer envelope surface and the minimum distance between each vehicle component in the target vehicle and the second preset threshold. Based on the spatial coordinates, strain tensor, and material mechanics parameters of each node on the high-voltage harness at each simulation moment during the simulation process, the stress value of each node at each simulation moment during the simulation process is determined. Based on the relationship between the maximum value of the multiple stress values ​​and the yield strength at the target node corresponding to the maximum value, the first body strength assessment result is determined. Based on the spatial coordinates of multiple nodes on the high-voltage harness at each simulation moment, the dynamic curvature radius of the sub-harness segment between every two nodes is determined, and the minimum dynamic curvature radius among the multiple dynamic curvature radii is determined. Based on the relationship between the minimum dynamic curvature radius and the preset minimum static curvature radius of the high-voltage harness, the dynamic bending safety assessment result is determined.

6. The method according to claim 1, characterized in that, Based on the first motion simulation results, a stress simulation is performed on the flexible cable model to obtain the second motion simulation results for each of the fixed buckle nodes, including: At each simulation moment in the simulation process, the strain tensor of each fixed buckle node on the high-voltage harness in the first motion simulation result at the corresponding simulation moment is applied to the flexible cable model to obtain the reaction force of each fixed buckle node at the corresponding simulation moment.

7. The method according to claim 1, characterized in that, The second mechanical performance evaluation result includes at least: a second body strength evaluation result and a detachment risk evaluation result, wherein, based on the second motion simulation result, the finite element model of the fixed snap-fit ​​node in the flexible cable model is subjected to mechanical performance simulation to obtain the second mechanical performance evaluation result of the fixed snap-fit ​​node, including: The multiple reaction forces in the second motion simulation results are used as multiple test loads; Multiple test loads are applied to the finite element model to perform strength tests on the finite element model, obtain the stress values ​​of the fixed buckle node under different test loads, and determine the second body strength evaluation result based on the relationship between the stress value corresponding to the maximum test load and the yield strength of the fixed buckle node. Multiple test loads are applied to the finite element model to perform multi-directional pull-out tests on the finite element model, obtaining the number of buckle failure cycles of the fixed buckle node under different test loads. Linear fitting is then performed on the number of buckle failure cycles of the fixed buckle node under different test loads to obtain the damage value of the fixed buckle node under different test loads. The damage values ​​of the fixed buckle node under different test loads are accumulated to obtain the cumulative damage value. Based on the relationship between the cumulative damage value and a third preset threshold, the detachment risk assessment result is determined.

8. A device for evaluating the mechanical properties of high-voltage wiring harnesses, characterized in that, include: A construction module is used to construct a rigid-flexible coupling model of the target vehicle, wherein the rigid-flexible coupling model includes: a rigid body model of the target vehicle and a flexible cable model of the high-voltage wiring harness inside the target vehicle, and the high-voltage wiring harness includes at least one fixed snap-fit ​​node. The first simulation module is used to perform driving simulation on the rigid-flexible coupling model of the whole vehicle under the target working condition, and obtain the first motion simulation result of the high-voltage wiring harness. The first motion simulation result includes at least the spatial coordinates and strain tensors of multiple nodes on the high-voltage wiring harness at each simulation moment during the simulation process. The first evaluation module is used to determine the first mechanical performance evaluation result of the high-voltage harness based on the first motion simulation result. The second simulation module is used to perform force simulation on the flexible cable model based on the first motion simulation results to obtain the second motion simulation results of each of the fixed buckle nodes. The second motion simulation results include at least the reaction force of the fixed buckle node at each simulation moment during the simulation process. The second evaluation module is used to perform mechanical performance simulation on the finite element model of the fixed snap-fit ​​node in the flexible cable model for each fixed snap-fit ​​node based on the second motion simulation results, so as to obtain the second mechanical performance evaluation result of the fixed snap-fit ​​node.

9. A computer program product, characterized in that, The system includes a computer program that, when executed by a processor, implements the method for evaluating the mechanical properties of high-voltage wiring harnesses as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the device containing the computer-readable storage medium executes the mechanical performance evaluation method for high-voltage wire harnesses according to any one of claims 1 to 7 by running the computer program.

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