Frame Strength Analysis Method, Device, Medium and Equipment

Abstract

The present disclosure relates to a method, device, medium and equipment for frame strength analysis, belonging to the field of vehicles. The strength analysis of the frame can be realized without multi-disciplinary joint simulation, reducing the difficulty of frame strength analysis. A method for frame strength analysis includes: establishing a non-linear unit for simulating non-linear components of the frame; establishing a front and rear suspension model of the frame by using the non-linear unit; establishing a frame finite element model and a cargo box floor assembly finite element model; connecting the components in the vehicle that are connected to the frame and the cargo box floor assembly to the frame finite element model and the cargo box floor assembly finite element model in the form of models, and connecting the frame finite element model and the cargo box floor assembly finite element model to the front and rear suspensions to form a non-linear frame strength CAE analysis model; solving the non-linear frame strength CAE analysis model under a preset non-linear analysis condition to obtain the strength analysis result of the frame.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and in particular, to a method, device, medium, and equipment for analyzing the strength of a vehicle frame. Background Art

[0002] The vehicle frame transmits the forces of the cargo box and the cab to the front and rear suspensions, and is a main load-bearing component in the vehicle. Therefore, the strength performance of the vehicle frame is a very important indicator in the vehicle fatigue durability performance. However, due to the large number of connecting components of the vehicle frame and the complex connection methods, non-linear components such as leaf springs, buffer blocks, and limit structures make it difficult to perform CAE analysis on the strength of the vehicle frame.

[0003] In the related art, a method for CAE analysis of the strength of a vehicle frame is based on "load extraction + inertial release" for analysis. That is, using Adams software, a vehicle dynamics model is established, and through dynamic simulations of working conditions such as bumping, braking, turning, and torsion, the loads are extracted to obtain the forces on the external connection points of the vehicle frame with the suspension, body, etc.; then using Nastran software, a finite element model of the vehicle frame is established, and the extracted loads are applied to the external connection points of the vehicle frame, and the strength of the vehicle frame is calculated by the inertial release method.

[0004] However, this analysis method requires the establishment of a vehicle dynamics whole vehicle model to extract loads and perform inertial release finite element strength analysis on the vehicle frame. Therefore, it requires joint simulation analysis of "vehicle dynamics" and "finite element analysis", which requires more technical capabilities and increases the difficulty of vehicle frame strength analysis. Summary of the Invention

[0005] The purpose of the present disclosure is to provide a method, device, medium, and equipment for analyzing the strength of a vehicle frame, which can analyze the strength of the vehicle frame without multi-disciplinary joint simulation, and reduces the difficulty of vehicle frame strength analysis.

[0006] To achieve the above purpose, the present disclosure provides a method for analyzing the strength of a vehicle frame, including: establishing non-linear units for simulating non-linear components of the vehicle frame; establishing front and rear suspension models of the vehicle frame using the non-linear units; establishing a finite element model of the vehicle frame and a finite element model of the cargo box floor assembly; connecting the components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly in the form of models, and connecting the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly to the front and rear suspensions to form a non-linear vehicle frame strength CAE analysis model; solving the non-linear vehicle frame strength CAE analysis model under a preset non-linear analysis working condition to obtain the strength analysis result of the vehicle frame.

[0007] Optionally, if the non-linear component is a leaf spring, the establishment of the non-linear element for simulating the non-linear component of the vehicle frame includes: based on the leaf spring CAD digital model, and according to the thickness of each leaf spring, establishing sheet or solid elements to simulate each leaf spring; establishing gap elements for simulating the contact between the leaf springs between the leaf springs, wherein the sheet or solid elements and the gap elements are used as the non-linear elements for simulating the leaf springs.

[0008] Optionally, if the non-linear component is a bumper block, the establishment of the non-linear element for simulating the non-linear component of the vehicle frame includes: using the compression test of the physical bumper block to obtain the curve data of the force-displacement relationship of the bumper block during the compression test, and determining the free travel distance of the bumper block in the suspension system; using the curve data of the force-displacement relationship and the free travel distance to establish a non-linear element for simulating the bumper block.

[0009] Optionally, if the non-linear component is a limiting structure, the establishment of the non-linear element for simulating the non-linear component of the vehicle frame includes: based on the free travel distance of the limiting structure and the stiffness of the connecting parts near the limiting structure, establishing a non-linear element for simulating the limiting structure.

[0010] Optionally, the establishment of the front and rear suspension models of the vehicle frame using the non-linear elements includes: based on the axle housing size, simulating the front and rear axles of the front and rear suspensions, and establishing a finite element model of the leaf spring hanger; connecting the leaf spring, the bumper block and the limiting structure to establish the front and rear suspension models.

[0011] Optionally, the connection of the components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly to the vehicle frame finite element model and the cargo box floor assembly finite element model in the form of a model includes: connecting the components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly to the vehicle frame finite element model and the cargo box floor assembly finite element model in the form of mass point elements.

[0012] Optionally, the preset non-linear analysis conditions are established in the following way: based on the usage scenario, test field road surface information, design maximum centripetal acceleration, and maximum tire adhesion coefficient, defining the load set of the vehicle frame and setting the preset non-linear analysis conditions.

[0013] The present disclosure also provides a frame strength analysis device, including: a first establishing unit configured to establish non-linear elements for simulating non-linear components of the frame; a second establishing unit configured to establish front and rear suspension models of the frame by using the non-linear elements; a third establishing unit configured to establish a frame finite element model and a cargo box floor assembly finite element model; a fourth establishing unit configured to connect components in the vehicle that are connected to the frame and the cargo box floor assembly to the frame finite element model and the cargo box floor assembly finite element model in the form of models, and connect the frame finite element model and the cargo box floor assembly finite element model to the front and rear suspensions to form a non-linear frame strength CAE analysis model; and an analysis unit configured to solve the non-linear frame strength CAE analysis model under a preset non-linear analysis condition to obtain a strength analysis result of the frame.

[0014] The present disclosure also provides a non-transitory computer-readable storage medium having stored thereon a computer program, which when executed by a processor implements the steps of the method according to the present disclosure.

[0015] The present disclosure also provides an electronic device, including: a memory having stored thereon a computer program; and a processor configured to execute the computer program in the memory to implement the steps of the method according to the present disclosure.

[0016] By adopting the above technical solutions, since non-linear elements for simulating non-linear components of the frame are established, front and rear suspension models of the frame are established by using the non-linear elements, a frame finite element model and a cargo box floor assembly finite element model are established, components in the vehicle that are connected to the frame and the cargo box floor assembly are connected to the frame finite element model and the cargo box floor assembly finite element model in the form of models, the frame finite element model and the cargo box floor assembly finite element model are connected to the front and rear suspensions, and the non-linear frame strength CAE analysis model is solved under a preset non-linear analysis condition to obtain a strength analysis result of the frame, single-discipline CAE simulation analysis of the frame can be achieved only through finite element modeling analysis, without multi-discipline joint simulation, and it can be completed only with finite element analysis knowledge, requiring less technical ability, reducing the difficulty of frame strength analysis, and since the influence of non-linear components such as leaf springs, buffer blocks, and limiting structures on frame strength CAE analysis is considered, the analysis result is more accurate.

[0017] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification, and are used together with the following specific implementation to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings:

[0019] Figure 1 It is a flowchart of a vehicle frame strength analysis method according to an embodiment of the present disclosure.

[0020] Figure 2 It shows a schematic diagram of a leaf spring CAD digital model.

[0021] Figure 3 It shows a schematic diagram of a leaf spring finite element model.

[0022] Figure 4 It shows a partially enlarged view of a leaf spring finite element model.

[0023] Figure 5 It shows a schematic diagram of the force-displacement relationship curve data of a buffer block during a compression test.

[0024] Figure 6 It shows a schematic diagram of the free travel distance of a buffer block in a suspension system.

[0025] Figure 7 It shows a schematic diagram of a buffer block finite element model.

[0026] Figure 8 It shows a schematic diagram of the force-displacement curve of a nonlinear element used to simulate a buffer block established using force-displacement relationship curve data and free travel distance.

[0027] Figure 9 It shows a schematic diagram of a limit structure CAD digital model.

[0028] Figure 10 It shows a schematic diagram of a limit structure finite element model.

[0029] Figure 11 It shows a schematic diagram of the force-displacement curve of a limit structure.

[0030] Figure 12 It shows a schematic diagram of a front suspension finite element model.

[0031] Figure 13 It shows a schematic diagram of a rear suspension finite element model.

[0032] Figure 14 It shows a schematic diagram of a nonlinear vehicle frame strength CAE analysis model.

[0033] Figure 15 It is a schematic diagram of an exemplary nonlinear parameter card.

[0034] Figure 16 It is a schematic block diagram of a vehicle frame strength analysis device according to an embodiment of the present disclosure.

[0035] Figure 17 It is a block diagram of an electronic device shown according to an exemplary embodiment. Detailed implementation manners

[0036] The following will describe in detail the specific implementation manners of the present disclosure with reference to the accompanying drawings. It should be understood that the specific implementation manners described herein are only for the purpose of illustrating and explaining the present disclosure, and are not used to limit the present disclosure.

[0037] Figure 1 is a flowchart of a frame strength analysis method according to an embodiment of the present disclosure. As Figure 1 shown, the method includes the following steps S11 to S15.

[0038] In step S11, a non-linear unit for simulating the non-linear components of the frame is established.

[0039] The non-linear components of the frame include leaf springs, bump stops, limit components, etc. The following will describe in detail how to establish the non-linear units of each non-linear component.

[0040] In some embodiments, if the non-linear component is a leaf spring, then based on the leaf spring CAD digital model, according to the thickness of each leaf spring, sheet bodies or solid units can be established to simulate each leaf spring, and gap units for simulating the contact between the leaf springs are established between the leaf springs, where the sheet bodies or solid units and the gap units are used as the non-linear units for simulating the leaf spring. In addition, since the leaf spring also has stiffness requirements, therefore, the analysis model can be calibrated through the designed stiffness of the leaf spring, and the material parameters of the leaf spring can be adjusted to ensure that the stiffness of the leaf spring is consistent with the designed state, increasing the accuracy of the frame strength analysis. Figure 2 shows a schematic diagram of the leaf spring CAD digital model. Figure 3 shows a schematic diagram of the leaf spring finite element model. Figure 4 shows a partial enlarged view of the leaf spring finite element model.

[0041] In some embodiments, if the non-linear component is a bump stop, then a compression test can be first performed on the physical bump stop, and then, using the compression test of the physical bump stop, the force-displacement relationship curve data of the bump stop during the compression test (as Figure 5 shown) can be obtained, and the free travel distance of the bump stop in the suspension system (as Figure 6 shown) can be determined, and then the force-displacement relationship curve data and the free travel distance are used to establish a non-linear unit for simulating the bump stop. Figure 7 shows a schematic diagram of the finite element model of the bump stop. Figure 8 shows a schematic diagram of the force-displacement curve of the non-linear unit for simulating the bump stop established using the force-displacement relationship curve data and the free travel distance.

[0042] In some embodiments, if the non-linear component is a limit structure, then a non-linear unit for simulating the limit structure can be established according to the free travel distance of the limit structure and the stiffness of the connecting components near the limit structure.Figure 9 The CAD digital model schematic diagram of the limit structure is shown. Figure 10 The finite element model schematic diagram of the limit structure is shown. Figure 11 The force-displacement curve schematic diagram of the limit structure is shown.

[0043] In step S12, the front and rear suspension models of the vehicle frame are established using non-linear elements.

[0044] In some embodiments, after establishing the non-linear components of the non-linear components, the front and rear suspension models of the vehicle frame can be established using non-linear elements. That is, first, according to the axle housing size, the front and rear axles of the front and rear suspensions are simulated, and the finite element model of the leaf spring hanger is established. Then, the leaf spring, buffer block, and limit structure are connected to establish the front and rear suspension models. Among them, beam elements such as Nastran software can be used to simulate the front and rear axles. In addition, RBE2, rotational amplitude, etc. can be used to connect with the leaf spring, buffer block, and limit structure to establish the front and rear suspension models. Figure 12 The finite element model schematic diagram of the front suspension is shown. Figure 13 The finite element model schematic diagram of the rear suspension is shown.

[0045] In step S13, the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly are established.

[0046] In step S14, the components connected to the vehicle frame and the cargo box floor assembly in the vehicle (such as the cab, engine, fuel tank, battery, condenser, radiator, cargo, etc.) are connected (for example, in the form of mass point units) to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly (for example, BUSH, RBE2, RBE3, etc. units can be used for connection), and the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly are connected to the front and rear suspensions (for example, rotational amplitude can be used to connect the front and rear suspensions) to form a non-linear vehicle frame strength CAE analysis model. Figure 14 The non-linear vehicle frame strength CAE analysis model schematic diagram is shown.

[0047] In step S15, the non-linear vehicle frame strength CAE analysis model is solved under the preset non-linear analysis conditions to obtain the strength analysis results of the vehicle frame.

[0048] In some embodiments, the load set of the vehicle frame (such as constraints, gravity, bump acceleration, braking friction, turning centrifugal force, torsional forced displacement) can be defined and the preset non-linear analysis conditions (such as bumping, braking, turning, torsion, etc.) can be set according to the usage scenario, test field road surface information, design maximum centripetal acceleration, maximum tire adhesion coefficient, etc.

[0049] In some embodiments, when solving the non-linear frame strength CAE analysis model, a non-linear parameter card can be established, and the increment step size is set according to the model convergence situation in this non-linear parameter card; in addition, a control card can also be established to control the solution process. For example, the solution sequence (such as SOL = 106) and other control parameters can be set in the control card. Figure 15 is a schematic diagram of an exemplary non-linear parameter card. Figure 15 In it, NLPARM represents the control parameter used to define the iteration strategy during non-linear static analysis, mainly using NINC; ID is the number of the NPLPARM card; NINC is the number of increments during iteration in non-linear analysis, which can be an integer within 0 to 1000, and the default value is 10; DT is the time interval increment in creep analysis; KMETHOD is the stiffness control method, which can take AUTO, ITER or SEMI, and the default value is AUTO (the program automatically determines the most effective convergence method); KSTEP is the number of iterations when KMETHOD = ITER; MAXITER is the maximum number of iterations for each load increment; CONV is the convergence criterion identifier, which can take U, P or W, and their combinations, and the default value is PW; INTOUT is the output control flag, which can take YES, NO or ALL, and the default value is NO; YES means the results are output for each load increment, and NO means only the results of the last step are output; EPSU is the displacement error (U); EPSP is the load error (P); EPSW is the working error (W), and the default values are all 0.01; MAXDIV is the number of divergent iterations, and the default value is 3; MAXQN is the maximum number of Quasi-Newton correction vectors to be saved; MAXLS is the maximum number of searches for each step of iteration; FSTRESS is the effective stress part that restricts the increment of the material subroutine; LSTOL is the line search error; MAXBIS is the maximum number of allowable bi-directional load increments for each; MAXR is the maximum ratio of the arc length increment to the initial value; RTOLB is the maximum allowable increment angle for each iteration.

[0050] By adopting the above technical solution, since a non-linear unit for simulating non-linear components of the vehicle frame is established, a front and rear suspension model of the vehicle frame is established by using the non-linear unit, a finite element model of the vehicle frame and a finite element model of the cargo box floor assembly are established, components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly are connected to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly in the form of a model, and the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly are connected to the front and rear suspensions, and the non-linear vehicle frame strength CAE analysis model is solved under a preset non-linear analysis condition to obtain the strength analysis result of the vehicle frame. Therefore, the single-discipline CAE simulation analysis of the vehicle frame can be realized only through finite element modeling analysis, without multi-discipline co-simulation, and it can be completed only with finite element analysis knowledge, requiring less technical ability, reducing the difficulty of vehicle frame strength analysis. Moreover, since the influence of non-linear components such as leaf springs, buffer blocks, and limit structures on the vehicle frame strength CAE analysis is considered, the analysis result is more accurate.

[0051] Figure 16 is a schematic block diagram of a vehicle frame strength analysis device according to an embodiment of the present disclosure. As Figure 16 shown, the device includes: a first establishment unit 161 for establishing a non-linear unit for simulating non-linear components of the vehicle frame; a second establishment unit 162 for establishing a front and rear suspension model of the vehicle frame by using the non-linear unit; a third establishment unit 163 for establishing a finite element model of the vehicle frame and a finite element model of the cargo box floor assembly; a fourth establishment unit 164 for connecting components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly in the form of a model, and connecting the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly to the front and rear suspensions to form a non-linear vehicle frame strength CAE analysis model; and an analysis unit 165 for solving the non-linear vehicle frame strength CAE analysis model under a preset non-linear analysis condition to obtain the strength analysis result of the vehicle frame.

[0052] By adopting the above technical solutions, since the nonlinear elements for simulating the nonlinear components of the vehicle frame are established, the front and rear suspension models of the vehicle frame are established by using the nonlinear elements, the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly are established, the components connected to the vehicle frame and the cargo box floor assembly in the vehicle are connected to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly in the form of models, and the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly are connected to the front and rear suspensions and the nonlinear vehicle frame strength CAE analysis model is solved under the preset nonlinear analysis conditions to obtain the strength analysis results of the vehicle frame, it is possible to achieve the single-discipline CAE simulation analysis of the vehicle frame only through finite element modeling analysis, without the need for multi-discipline co-simulation, and it can be completed only with finite element analysis knowledge, requiring less technical capabilities, reducing the difficulty of the vehicle frame strength analysis, and since the influence of nonlinear components such as leaf springs, bump stops, and limiting structures on the vehicle frame strength CAE analysis is considered, the analysis results are more accurate.

[0053] Optionally, if the nonlinear component is a leaf spring, then the establishment of the nonlinear element for simulating the nonlinear component of the vehicle frame includes: based on the leaf spring CAD digital model, according to the thickness of each leaf spring, establishing sheet or solid elements to simulate each leaf spring; establishing gap elements for simulating the contact between the leaf springs between the leaf springs, where the sheet or solid elements and the gap elements are used as the nonlinear elements for simulating the leaf springs.

[0054] Optionally, if the nonlinear component is a bump stop, then the establishment of the nonlinear element for simulating the nonlinear component of the vehicle frame includes: using the compression test of the physical bump stop to obtain the force-displacement relationship curve data of the bump stop during the compression test and determining the free travel distance of the bump stop in the suspension system; using the force-displacement relationship curve data and the free travel distance to establish the nonlinear element for simulating the bump stop.

[0055] Optionally, if the nonlinear component is a limiting structure, then the establishment of the nonlinear element for simulating the nonlinear component of the vehicle frame includes: based on the free travel distance of the limiting structure and the stiffness of the connecting parts near the limiting structure, establishing the nonlinear element for simulating the limiting structure.

[0056] Optionally, the establishment of the front and rear suspension models of the vehicle frame by using the nonlinear elements includes: according to the axle housing size, simulating the front and rear axles of the front and rear suspensions and establishing the finite element model of the leaf spring shackle; connecting the leaf spring, the bump stop, and the limiting structure to establish the front and rear suspension models.

[0057] Optionally, connecting the components in the vehicle that are connected to the vehicle frame and the cargo bed floor assembly to the finite element model of the vehicle frame and the finite element model of the cargo bed floor assembly in the form of a model includes: connecting the components in the vehicle that are connected to the vehicle frame and the cargo bed floor assembly to the finite element model of the vehicle frame and the finite element model of the cargo bed floor assembly in the form of mass point units.

[0058] Optionally, the preset non-linear analysis working condition is established in the following manner: defining the load set of the vehicle frame and setting the preset non-linear analysis working condition according to the usage scenario, test field road surface information, design maximum centripetal acceleration, and maximum tire adhesion coefficient.

[0059] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0060] Figure 17 is a block diagram of an electronic device 700 shown according to an exemplary embodiment. As Figure 7 shown, the electronic device 700 may include: a processor 701, a memory 702. The electronic device 700 may further include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705.

[0061] Among them, the processor 701 is used to control the overall operation of the electronic device 700 to complete all or part of the steps in the above-mentioned vehicle frame strength analysis method. The memory 702 is used to store various types of data to support the operation of the electronic device 700. These data may include, for example, instructions for any application or method operating on the electronic device 700, as well as application-related data, such as contact data, sent and received messages, pictures, audio, video, and so on. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disc. The multimedia component 703 may include a screen and an audio component. Among them, the screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 702 or sent through the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 704 provides an interface between the processor 701 and other interface modules. The above-mentioned other interface modules may be a keyboard, a mouse, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G, etc., or a combination of one or more of them is not limited herein. Therefore, the corresponding communication component 705 may include: a Wi-Fi module, a Bluetooth module, an NFC module, and so on.

[0062] In one exemplary embodiment, the electronic device 700 may be implemented by one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors or other electronic components, and is used to execute the above-mentioned vehicle frame strength analysis method.

[0063] In another exemplary embodiment, a computer-readable storage medium including program instructions is further provided. When the program instructions are executed by a processor, the steps of the above-mentioned vehicle frame strength analysis method are implemented. For example, the computer-readable storage medium may be the above-mentioned memory 702 including program instructions, and the above-mentioned program instructions may be executed by the processor 701 of the electronic device 700 to complete the above-mentioned vehicle frame strength analysis method.

[0064] The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

[0065] In addition, it should be noted that, in the above specific embodiments, the various specific technical features described can be combined in any suitable manner without conflict. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination manners.

[0066] In addition, any combination can be made between various different embodiments of the present disclosure as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A method for analyzing the strength of a vehicle frame, characterized in that, it includes: establishing non-linear elements for simulating non-linear components of the vehicle frame; establishing the front and rear suspension models of the vehicle frame by using the non-linear elements; establishing a finite element model of the vehicle frame and a finite element model of the cargo box floor assembly; connecting the components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly in the form of models, and connecting the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly to the front and rear suspensions to form a non-linear vehicle frame strength CAE analysis model; solving the non-linear vehicle frame strength CAE analysis model under a preset non-linear analysis condition to obtain the strength analysis result of the vehicle frame.

2. The method according to claim 1, characterized in that, if the non-linear component is a leaf spring, then establishing the non-linear elements for simulating the non-linear components of the vehicle frame includes: based on the leaf spring CAD digital model, establishing sheet or solid elements according to the thickness of each leaf spring to simulate each leaf spring; establishing gap elements for simulating the contact between the leaf springs between the leaf springs, wherein the sheet or solid elements and the gap elements are used as non-linear elements for simulating the leaf springs.

3. The method according to claim 1, characterized in that, if the non-linear component is a buffer block, then establishing the non-linear elements for simulating the non-linear components of the vehicle frame includes: using the compression test of the physical buffer block to obtain the force-displacement relationship curve data of the buffer block during the compression test, and determining the free travel distance of the buffer block in the suspension system; using the force-displacement relationship curve data and the free travel distance to establish non-linear elements for simulating the buffer block.

4. The method according to claim 1, characterized in that, if the non-linear component is a limiting structure, then establishing the non-linear elements for simulating the non-linear components of the vehicle frame includes: establishing non-linear elements for simulating the limiting structure according to the free travel distance of the limiting structure and the stiffness of the connecting parts near the limiting structure.

5. The method according to claim 1, characterized in that, the establishing the front and rear suspension models of the vehicle frame by using the non-linear elements includes: simulating the front and rear axles of the front and rear suspensions according to the axle housing size, and establishing a finite element model of the leaf spring hanger; connecting the leaf spring, the buffer block and the limiting structure to establish the front and rear suspension models.

6. The method according to claim 1, characterized in that, the connecting the components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly in the form of models includes: connecting the components in the vehicle that are connected to the vehicle frame and the cargo box floor assembly to the finite element model of the vehicle frame and the finite element model of the cargo box floor assembly in the form of mass point elements.

7. The method according to claim 1, characterized in that, the preset non-linear analysis condition is established by the following method: Define the load set of the frame and set the preset non-linear analysis conditions according to the usage scenario, test site road surface information, designed maximum centripetal acceleration, and maximum tire adhesion coefficient.

8. A frame strength analysis device Characterized in that Comprising: A first establishment unit for establishing non-linear units for simulating non-linear components of the frame; A second establishment unit for establishing the front and rear suspension models of the frame by using the non-linear units; A third establishment unit for establishing a frame finite element model and a cargo box floor assembly finite element model; A fourth establishment unit for connecting the components in the vehicle that are connected to the frame and the cargo box floor assembly to the frame finite element model and the cargo box floor assembly finite element model in the form of models, and connecting the frame finite element model and the cargo box floor assembly finite element model to the front and rear suspensions to form a non-linear frame strength CAE analysis model; An analysis unit for solving the non-linear frame strength CAE analysis model under preset non-linear analysis conditions to obtain the strength analysis result of the frame.

9. A non-transitory computer-readable storage medium, on which a computer program is stored Characterized in that When the program is executed by a processor, it implements the steps of the method described in any one of claims 1-7.

10. An electronic device Characterized in that Comprising: A memory, on which a computer program is stored; A processor for executing the computer program in the memory to implement the steps of the method described in any one of claims 1-7.

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