Passenger car front end module structure design method and device, terminal and storage medium

Abstract

The present application belongs to the field of automobile technology, and in particular to a passenger car front end module structure design method, device, terminal and storage medium. It comprises the following steps: step one, establishing a finite element model of the front end module; step two, establishing a finite element model of the engine cover; step three, establishing a vehicle aerodynamics model; step four, analyzing the wind pressure of the engine cover; step five, loading the wind pressure of the engine cover; step six, assembling the model; and step seven, checking the strength of the front end module. The present application uses an aerodynamic simulation analysis method to calculate the wind pressure under the semi-locked state of the engine cover, maps the wind pressure to the front end module strength design model, checks the strength of the front end module and optimizes the structure, and solves the problem of inaccurate load in the current method, which causes excessive strength or insufficient examination.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobiles, in particular to a passenger vehicle front end module structure design method, device, terminal and storage medium. BACKGROUND

[0002] Generally, the engine hood lock is fixed on the front end module, and the load influence caused by the engine hood lock needs to be considered in the front end module structure design. An extreme working condition is that when the vehicle is running at high speed, the engine hood lock is suddenly opened from the full lock state to the half lock state due to misoperation or mechanical failure. At this time, air passes through the half-locked engine hood to generate a strong impact on the engine hood lock. If the strength of the front end module is insufficient, the engine hood lock will be detached from the front end module, and the engine hood will continue to open, turn over and hit the front windshield under the action of the wind load, which affects driving and causes safety accidents and endangers the lives of passengers.

[0003] At present, in the development of the front end module, an empirical and larger load is usually used to replace the impact, and the empirical replacement load is generally kept unchanged in the development of front end modules of different vehicle models. However, in fact, the impact load is related to the modeling of the front grille and the engine hood, the height of the engine hood when it is half-locked, the size of the engine hood, and the structure of the inner and outer plates of the engine hood. If the empirical replacement load is much larger than the actual load, the structure design will inevitably be overstrong, the vehicle cost and weight will increase, unnecessary waste will be caused, and the vehicle cost and fuel economy or the cruising range of an electric vehicle will be affected. If the empirical replacement load is smaller than the actual load, quality problems may occur in the later test or even in the use of users, which has adverse effects on the development cycle, development cost and user safety. SUMMARY

[0004] The application provides a passenger vehicle front end module structure design method, device, terminal and storage medium, which adopts an aerodynamic simulation analysis method to calculate the wind pressure under the half-locked state of the engine hood, maps the wind pressure to a front end module strength design model, and performs strength checking and structure optimization on the front end module, thereby solving the problem of inaccurate load caused by the current method, which causes excess strength or insufficient examination.

[0005] The technical scheme of the application is described below in combination with the drawings:

[0006] According to a first aspect of the embodiment of the application, a passenger vehicle front end module structure design method is provided, which includes:

[0007] Step 1: Establishing a finite element model of the front end module;

[0008] Step 2: Establishing a finite element model of the engine hood;

[0009] Step 3: Establish the aerodynamic model of the whole vehicle;

[0010] Step 4: Analyze the air pressure under the engine hood;

[0011] Step 5: Apply air pressure to the engine hood;

[0012] Step 6: Assemble the model;

[0013] Step 7: Verify the strength of the front-end module.

[0014] Furthermore, the specific method for step one is as follows:

[0015] 11) Perform geometric cleanup on the CAD model of the front-end module, preserving all rounded corner features;

[0016] 12) After meshing, establish the finite element model of the front-end module;

[0017] 13) Assign the material of the front-end module to the finite element model of the front-end module.

[0018] Furthermore, the specific method for step two includes:

[0019] 21) Clean up the CAD model of the engine hood;

[0020] 22) After meshing, establish a finite element model of the engine hood;

[0021] 23) Connect all parts of the engine hood according to the design specifications;

[0022] 24) Perform modal analysis on the engine hood to check whether the connection of the finite element model of the engine hood is normal.

[0023] Furthermore, in step three, the vehicle aerodynamic model includes a front hood, headlights, underbody protection plate, and aerodynamic components; the engine hood is adjusted to a semi-locked state, and the various assemblies in the engine compartment are arranged according to the design structure.

[0024] Furthermore, the specific method for step four is as follows:

[0025] Calculate the wind pressure on the inner and outer panels of the engine hood in a semi-locked state at a wind speed of 180 km / h.

[0026] Furthermore, the specific method for step five is as follows:

[0027] Map the wind pressure calculated in step four onto the finite element model of the engine hood established in step two; the wind pressure mapped by aerodynamics is in file form, recording the pressure on each finite element mesh of the engine hood, and importing the file into the strength model completes the wind pressure loading.

[0028] Furthermore, the specific method for step six is ​​as follows:

[0029] Assemble the finite element model of the front-end module established in step one and the engine hood model after the wind pressure has been loaded in step five. The engine hood is in a half-locked open state, and the engine hood locking hook is rigidly connected to the locking point of the front-end module.

[0030] Furthermore, the specific method for step seven is as follows:

[0031] Submit the model assembled in step six for calculation to obtain the stress distribution of the front-end module under wind load. Evaluate the stress at each location of the front-end module. If the requirements are not met, the front-end module needs to be locally strengthened. Then repeat step one to check and verify the optimized structure until the front-end module meets the performance requirements.

[0032] According to a second aspect of the present invention, a passenger vehicle front-end module structure design apparatus is provided, comprising:

[0033] The first module is the model building module, which is used to build the finite element model of the front-end module;

[0034] The second module is for building a model, which is used to build a finite element model of the engine hood.

[0035] The third module is the model building module, which is used to build the aerodynamic model of the whole vehicle;

[0036] The analysis module is used to analyze the air pressure in the engine hood;

[0037] The loading module is used to load the air pressure of the engine hood;

[0038] The assembly module is used to assemble the model;

[0039] The verification module is used to verify the strength of the front-end module.

[0040] According to a third aspect of the present invention, a terminal is provided, comprising:

[0041] One or more processors;

[0042] Memory for storing the one or more processor-executable instructions;

[0043] Wherein, the one or more processors are configured as follows:

[0044] Perform the method described in the first aspect of the embodiments of the present invention.

[0045] According to a fourth aspect of the present invention, a non-transitory computer-readable storage medium is provided, wherein when instructions in the storage medium are executed by a processor of a terminal, the terminal is enabled to perform the method described in the first aspect of the present invention.

[0046] According to a fifth aspect of the present invention, an application product is provided that, when the application product is running on a terminal, causes the terminal to execute the method described in the first aspect of the present invention.

[0047] The beneficial effects of this invention are as follows:

[0048] This invention calculates the wind pressure in the semi-locked state of the engine hood, maps the wind pressure to the front-end module strength design model, and performs strength verification and structural optimization of the front-end module. This solves the problem of inaccurate loads in current methods, which leads to excessive strength or insufficient assessment. The safety of the final product can be improved by setting a reasonable safety factor in the front-end module design. Attached Figure Description

[0049] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a structural diagram of the front-end module under heavy load conditions.

[0051] Figure 2 This is a flowchart illustrating the front-end module structure design method for passenger vehicles according to the present invention;

[0052] Figure 3 This is a schematic diagram of the structure of the passenger vehicle front-end module structure design device according to the present invention;

[0053] Figure 4 This is a schematic block diagram of a terminal structure. Detailed Implementation

[0054] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0055] Example 1

[0056] Figure 2This is a flowchart of a passenger vehicle front-end module structure design method provided in Embodiment 1 of the present invention. This embodiment is applicable to the design of passenger vehicle front-end module structures. The method can be executed by a passenger vehicle front-end module structure design device in this embodiment of the present invention, which can be implemented in software and / or hardware.

[0057] include:

[0058] See Figure 1 and Figure 2 A method for designing a front-end module structure for a passenger vehicle, comprising:

[0059] Step 1: Establish the finite element model of front-end module 1;

[0060] The specific method is as follows:

[0061] 11) Perform geometric cleanup on the CAD model of front-end module 1, retaining all fillet features;

[0062] 12) After meshing, establish the finite element model of front-end module 1;

[0063] 13) Assign the material of the front-end module to the finite element model of front-end module 1.

[0064] Step 2: Establish a finite element model of the engine hood;

[0065] Specific methods include:

[0066] 21) Clean up the CAD model of the engine hood;

[0067] 22) After meshing, establish a finite element model of the engine hood, and try to keep the mesh size uniform;

[0068] 23) Connect all parts of the engine hood according to the design specifications;

[0069] 24) Perform modal analysis on the engine hood to check whether the connection of the finite element model of the engine hood is normal.

[0070] Step 3: Establish the aerodynamic model of the whole vehicle;

[0071] The vehicle aerodynamic model includes a front grille, headlights, underbody protection, and aerodynamic components; the engine hood is adjusted to a semi-locked state. Figure 1 The document records the location of engine hood lock fixing point 2; the various assemblies in the engine compartment are arranged according to the design structure.

[0072] Step 4: Analyze the air pressure under the engine hood;

[0073] The specific method is as follows:

[0074] Calculate the wind pressure on the inner and outer panels of the engine hood in a semi-locked state at a wind speed of 180 km / h.

[0075] Step 5: Apply air pressure to the engine hood;

[0076] The specific method is as follows:

[0077] Map the wind pressure calculated in step four onto the finite element model of the engine hood established in step two; the wind pressure mapped by aerodynamics is in file form, recording the pressure on each finite element mesh of the engine hood, and importing the file into the strength model completes the wind pressure loading.

[0078] Step 6: Assemble the model;

[0079] The specific method is as follows:

[0080] Assemble the finite element model of the front-end module established in step one and the engine hood model after the wind pressure was loaded in step five. The engine hood is in a half-locked open state, and the engine hood locking hook is rigidly connected to the locking point of the front-end module. This includes roll forming of the inner and outer panels, welding connections, and adhesive bonding.

[0081] Step 7: Verify the strength of the front-end module.

[0082] The specific method is as follows:

[0083] Submit the assembled model from step six for calculation to obtain the stress distribution of the front-end module under wind load 3. Evaluate the stress at each location of the front-end module. If the requirements are not met, the front-end module needs to be locally strengthened. Then repeat step one to check and verify the optimized structure until the front-end module meets the performance requirements.

[0084] In the development of a certain MPV model, a plastic front-end module was used. Under semi-locked high load (4500N) conditions, the front-end module failed in many places, and the stress exceeded the standard over a large area. The optimization was extremely difficult, with an estimated optimization cycle of more than 3 weeks and an increase in weight of 3.6kg. Moreover, due to the thick plastic surface of the design, it was prone to process defects in the later stages.

[0085] Considering the smaller size and larger angle of the engine hood in MPV vehicles, the actual load may deviate significantly from 4500N. Therefore, the method of this invention is adopted. Aerodynamic calculations were performed to obtain the wind pressure load under a partially locked engine hood at a vehicle speed of 180km / h. This load was applied to the strength calculation model, and the load of the engine hood on the front-end module was only 930N. After setting a safety factor of 1.5, a final load of 1500N was used to verify the front-end module. The empirical load was three times the calculated load.

[0086] After applying a 1500N load, the structure only experienced stress concentration at a few rounded corners, failing to meet the strength requirements. Structural optimization was completed within a week without increasing the weight of the front-end module, and the surface thickness met the process requirements. The front-end module prototype successfully passed subsequent testing and verification.

[0087] In subsequent vehicle development, the method of this invention should be adopted for the development of front-end modules for different models, shapes, engine hoods, and engine compartment layouts. This involves calculating wind pressure under semi-locked high-load conditions, followed by strength verification and structural optimization of the front-end modules to avoid excessive structural strength, shorten development cycles, and reduce overall vehicle weight and parts costs. Furthermore, considering a certain brand's luxury model with a large engine hood and relatively uniform layout, load calculations for this condition are also necessary to avoid any oversights.

[0088] Example 2

[0089] See Figure 3 A passenger vehicle front-end module structure design device, comprising:

[0090] The first module is the model building module, which is used to build the finite element model of the front-end module;

[0091] The second module is for building a model, which is used to build a finite element model of the engine hood.

[0092] The third module is the model building module, which is used to build the aerodynamic model of the whole vehicle;

[0093] The analysis module is used to analyze the air pressure in the engine hood;

[0094] The loading module is used to load the air pressure of the engine hood;

[0095] The assembly module is used to assemble the model;

[0096] The verification module is used to verify the strength of the front-end module.

[0097] Example 3

[0098] Figure 4 This is a structural block diagram of a terminal provided in an embodiment of this application. The terminal can be the terminal in the above embodiments. The terminal 300 can be a portable mobile terminal, such as a smartphone or tablet computer. The terminal 300 may also be referred to as user equipment, portable terminal, or other names.

[0099] Typically, terminal 300 includes a processor 301 and a memory 302.

[0100] Processor 301 may include one or more processing cores, such as a quad-core processor or an octa-core processor. Processor 301 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 301 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 301 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 301 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0101] The memory 302 may include one or more computer-readable storage media, which may be tangible and non-transitory. The memory 302 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 302 is used to store at least one instruction, which is executed by the processor 301 to implement a passenger vehicle front-end module structure design method provided in this application.

[0102] In some embodiments, the terminal 300 may also optionally include: a peripheral device interface 303 and at least one peripheral device. Specifically, the peripheral device includes at least one of: a radio frequency circuit 304, a touch display screen 305, a camera 306, an audio circuit 307, a positioning component 308, and a power supply 309.

[0103] The peripheral device interface 303 can be used to connect at least one I / O (Input / Output) related peripheral device to the processor 301 and the memory 302. In some embodiments, the processor 301, memory 302, and peripheral device interface 303 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 301, memory 302, and peripheral device interface 303 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0104] The radio frequency (RF) circuit 304 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 304 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 304 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 304 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 304 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 304 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0105] The touch display screen 305 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. The touch display screen 305 also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to the processor 301 for processing. The touch display screen 305 is used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there may be one touch display screen 305, which is located on the front panel of the terminal 300; in other embodiments, there may be at least two touch display screens, respectively located on different surfaces of the terminal 300 or in a folded design; in still other embodiments, the touch display screen 305 may be a flexible display screen, located on a curved or folded surface of the terminal 300. Furthermore, the touch display screen 305 may be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. The touch display screen 305 may be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0106] Camera assembly 306 is used to acquire images or videos. Optionally, camera assembly 306 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is used for video calls or selfies, and the rear-facing camera is used for taking photos or videos. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, and a wide-angle camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, and panoramic shooting and VR (Virtual Reality) shooting by fusion of the main camera and the wide-angle camera. In some embodiments, camera assembly 306 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash is a combination of a warm light flash and a cool light flash, which can be used for light compensation at different color temperatures.

[0107] Audio circuit 307 provides an audio interface between the user and terminal 300. Audio circuit 307 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to processor 301 for processing, or input to radio frequency circuit 304 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each located at a different part of terminal 300. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from processor 301 or radio frequency circuit 304 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, audio circuit 307 may also include a headphone jack.

[0108] The positioning component 308 is used to determine the current geographic location of the terminal 300 in order to enable navigation or LBS (Location Based Service). The positioning component 308 can be a positioning component based on the US GPS (Global Positioning System), China's BeiDou system, or Russia's Galileo system.

[0109] The power supply 309 is used to power the various components in the terminal 300. The power supply 309 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When the power supply 309 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired connection, while a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0110] Those skilled in the art will understand that Figure 4 The structure shown does not constitute a limitation on terminal 300, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0111] Example 4

[0112] In an exemplary embodiment, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements a passenger vehicle front-end module structure design method as provided in all embodiments of the present application.

[0113] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0114] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0115] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0116] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0117] Example 5

[0118] In an exemplary embodiment, an application product is also provided, including one or more instructions that can be executed by the processor 301 of the aforementioned device to complete the aforementioned passenger vehicle front-end module structure design method.

[0119] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the invention. Further modifications can be readily made by those skilled in the art. Therefore, without departing from the general concept defined by the claims and their equivalents, the invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A method for designing a front-end module structure for a passenger vehicle, characterized in that, include: Step 1: Establish the finite element model of the front-end module; Step 2: Establish a finite element model of the engine hood; Step 3: Establish the aerodynamic model of the whole vehicle; Step 4: Analyze the air pressure under the engine hood; Step 5: Apply air pressure to the engine hood; Step 6: Assemble the model; Step 7: Verify the strength of the front-end module; The specific method for step four is as follows: Calculate the wind pressure on the inner and outer panels of the engine hood in a partially locked state at a wind speed of 180 km / h. The specific method for step five is as follows: Map the wind pressure calculated in step four onto the finite element model of the engine hood established in step two; the wind pressure mapped by aerodynamics is in file form, recording the pressure on each finite element mesh of the engine hood, and importing the file into the strength model completes the wind pressure loading. The specific method for step six is ​​as follows: Assemble the finite element model of the front-end module established in step one and the engine hood model after the wind pressure has been loaded in step five. The engine hood is in a half-locked open state, and the engine hood locking hook is rigidly connected to the locking point of the front-end module.

2. The passenger vehicle front-end module structure design method according to claim 1, characterized in that, The specific method for step one is as follows: 11) Perform geometric cleanup on the CAD model of the front-end module, preserving all rounded corner features; 12) After mesh generation, establish the finite element model of the front-end module; 13) Assign the material of the front-end module to the finite element model of the front-end module.

3. The passenger vehicle front-end module structure design method according to claim 1, characterized in that, The specific method for step two includes: 21) Clean up the CAD model of the engine hood; 22) After meshing, establish a finite element model of the engine hood; 23) Connect all parts of the engine hood according to the design specifications; 24) Perform modal analysis on the engine hood to check whether the connection of the finite element model of the engine hood is normal.

4. The passenger vehicle front-end module structure design method according to claim 1, characterized in that, In step three, the vehicle aerodynamic model includes a front hood, headlights, underbody protection plate, and aerodynamic components; the engine hood is adjusted to a semi-locked state, and the various assemblies in the engine compartment are arranged according to the design structure.

5. The passenger vehicle front-end module structure design method according to claim 1, characterized in that, The specific method of step seven is as follows: Submit the model assembled in step six for calculation to obtain the stress distribution of the front-end module under wind load, evaluate the stress at each position of the front-end module, and if it does not meet the requirements, the front-end module needs to be locally strengthened. Then, repeat the work of step one to check and verify the optimized structure until the front-end module meets the performance requirements.

6. The passenger vehicle front-end module structure design method according to claim 1, characterized in that, This is achieved through a passenger vehicle front-end module structure design device, including: The first module is the model building module, which is used to build the finite element model of the front-end module; The second module is for building a model, which is used to build a finite element model of the engine hood. The third module is the model building module, which is used to build the aerodynamic model of the whole vehicle; The analysis module is used to analyze the air pressure in the engine hood; The loading module is used to load the air pressure of the engine hood; The assembly module is used to assemble the model; The verification module is used to verify the strength of the front-end module.

7. A terminal, characterized in that, include: One or more processors; Memory for storing the one or more processor-executable instructions; Wherein, the one or more processors are configured as follows: The method for designing the front-end module structure of a passenger vehicle as described in claim 1 is implemented.

8. A non-transitory computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the terminal's processor, the terminal is able to execute the passenger vehicle front-end module structure design method as described in claim 1.

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