Truck stress analysis method, device, storage medium, and apparatus

Abstract

The application discloses a truck stress analysis method, device, storage medium and apparatus, the application carries out constraint modal analysis, VTF analysis, static stepping working condition, static stress analysis, dynamic stress analysis and pressing stiffness analysis on a first preset model, obtains a first target analysis result, carries out frame strong torsion working condition analysis on a second preset model, obtains a second target analysis result, judges whether the target part meets a preset stress condition according to the first target analysis result and the second target analysis result, and outputs a target judgment result. Compared with the present situation that the part structure is repeatedly modified and verified due to part cracking in the physical reliability experiment in the prior art, the application comprehensively covers the part application scene, provides sufficient basis for pre-judging whether the part strength and stiffness meet the use demand, reduces the physical test verification times, and shortens the product development time.

Description

Technical Field

[0001] This invention relates to the field of automotive exterior parts technology, and more particularly to a method, equipment, storage medium, and device for stress analysis of trucks. Background Technology

[0002] With economic development and advancements in automotive technology, reliability testing of automotive parts has become a necessity for automakers. However, during the development of truck platform front bumpers and step systems, multiple vehicle reliability tests have revealed cracking failures in the front bumper body, brackets, and step brackets. This necessitates arranging multiple vehicle tests or bench durability tests to verify and continuously revise the structural solutions, which is both time-consuming and labor-intensive.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a truck stress analysis method, equipment, storage medium, and device, aiming to solve the technical problem in the prior art where cracking failures are prone to occur in reliability experiments, which necessitates multiple structural modifications and vehicle testing or bench durability testing for verification, thereby shortening the product design verification and development cycle.

[0005] To achieve the above objectives, the present invention provides a truck stress analysis method, which includes the following steps:

[0006] Constrained modal analysis, VTF analysis, static trampling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis are performed on the first preset model to obtain the first target analysis results;

[0007] A frame torsional condition analysis was performed on the second preset model to obtain the analysis results of the second objective.

[0008] Based on the analysis results of the first and second targets, determine whether the target part meets the preset stress conditions and output the target judgment result.

[0009] Optionally, the step of performing constrained modal analysis, VTF analysis, static trampling condition analysis, static stress analysis, dynamic stress analysis, and compression stiffness analysis on the first preset model to obtain the first target analysis result includes:

[0010] Perform constrained modal analysis on the first preset model to obtain the constrained modal analysis results;

[0011] A unit excitation is applied to the rear end face of the frame corresponding to the first preset model, and vibration velocity response detection points are set for weak parts according to the constraint modal analysis results to obtain VTF analysis results;

[0012] A static trampling analysis is performed on the first preset model to obtain the target static trampling analysis results.

[0013] Static and dynamic stress analyses are performed on the first preset model to obtain the target stress analysis results;

[0014] A preset threshold force is applied to the weak area of ​​the plastic part in the first preset model along the curved surface direction, and the pressing stiffness analysis results are output.

[0015] The first target analysis result is determined based on the constraint modal analysis result, the VTF analysis result, the target static trampling analysis result, the target stress analysis result, and the pressing stiffness analysis result.

[0016] Optionally, the step of performing static trampling analysis on the first preset model to obtain the target static trampling analysis result includes:

[0017] Perform pedal tread analysis on the first preset model and output the first static pedal tread analysis result;

[0018] Perform a front bumper pedal tread analysis on the first preset model and output the second static tread analysis results.

[0019] The target static trampling analysis result is determined based on the first static trampling analysis result and the second static trampling analysis result.

[0020] Optionally, the step of performing static and dynamic stress analysis on the first preset model to obtain the target stress analysis results includes:

[0021] The force generated by the mass of each part under acceleration is applied to each part in the first preset model, and the static stress analysis results are output.

[0022] Define the mass of all parts in the first preset model, apply acceleration excitation to the rear end face of the longitudinal beam of the frame, and output the dynamic stress analysis results;

[0023] The target stress analysis result is determined based on the static stress analysis result and the dynamic stress analysis result.

[0024] Optionally, after the steps of applying a unit excitation to the rear end face of the frame corresponding to the first preset model, and setting vibration velocity response detection points for weak parts according to the constraint modal analysis results to obtain VTF analysis results, the method further includes:

[0025] Based on the constraint modal analysis results and the VTF analysis results, the risk of idling resonance of the front bumper and the front pedal system is predicted, and a first judgment result is obtained.

[0026] The first target analysis result is obtained based on the first judgment result.

[0027] Optionally, the step of performing a frame torsional stress analysis on the second preset model to obtain the second target analysis result includes:

[0028] By applying their own weight to all parts in the second preset model, the range of deformation stress caused by frame torsion is obtained.

[0029] The second target analysis result is obtained based on the deformation stress range.

[0030] Optionally, the step of determining whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and outputting the target determination result, includes:

[0031] Based on the target static stepping analysis results, determine whether the stiffness and strength of the pedal structure meet the preset conditions, and obtain the second judgment result;

[0032] Based on the pressing stiffness analysis results, determine whether the local stiffness of the part meets the preset conditions, and obtain a third judgment result;

[0033] Based on the deformation stress range in the second target analysis result, determine whether the deformation stress caused by frame torsion meets the preset condition, and obtain the fourth judgment result;

[0034] Based on the target stress analysis results, determine whether the impact stress caused by vehicle vibration meets the preset conditions, and obtain the fifth judgment result;

[0035] The target judgment result is obtained and output based on the first judgment result, the second judgment result, the third judgment result, the fourth judgment result, and the fifth judgment result.

[0036] Furthermore, to achieve the above objectives, the present invention also proposes a truck stress analysis device, which includes a memory, a processor, and a truck stress analysis program stored in the memory and executable on the processor, the truck stress analysis program being configured to perform the truck stress analysis steps as described above.

[0037] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a truck stress analysis program, which, when executed by a processor, implements the steps of the truck stress analysis method as described above.

[0038] Furthermore, to achieve the above objectives, the present invention also proposes a truck stress analysis device, the truck stress analysis device comprising:

[0039] The stress analysis module is used to perform constrained modal analysis, VTF analysis, static trampling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis on the first preset model to obtain the first target analysis results.

[0040] The stress analysis module is also used to perform a frame torsional condition analysis on the second preset model to obtain the second target analysis result.

[0041] The condition judgment module is used to determine whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and output the target judgment result.

[0042] This invention obtains a first target analysis result by performing constraint modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis on a first preset model; it obtains a second target analysis result by performing frame torsion condition analysis on a second preset model; and it determines whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and outputs the target judgment result. Because the invention performs constrained modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, frame torsion condition analysis, and pressing stiffness analysis on the first and second preset models, and outputs the corresponding analysis results, this invention addresses the technical challenge of existing technologies where cracking failures in reliability tests often lead to multiple structural modifications and vehicle or bench durability tests. This invention comprehensively covers all application scenarios for parts, including driving vibration, idling vibration, frame torsion, pedaling, and pressing conditions, significantly improving the consistency between modal frequency and part stress analysis results and actual components. This provides sufficient evidence for predicting whether the strength and stiffness of parts meet usage requirements, reduces the number of physical testing verifications, and shortens product development time. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the structure of a truck stress analysis device in the hardware operating environment involved in the embodiments of the present invention;

[0044] Figure 2 This is a flowchart illustrating the first embodiment of the truck stress analysis method of the present invention;

[0045] Figure 3 This is a schematic diagram of the first preset model of the first embodiment of the truck stress analysis method of the present invention;

[0046] Figure 4 This is a schematic diagram of the second preset model of the first embodiment of the truck stress analysis method of the present invention;

[0047] Figure 5This is a flowchart illustrating the second embodiment of the truck stress analysis method of the present invention;

[0048] Figure 6 This is a schematic diagram of constrained modal analysis of the second embodiment of the truck stress analysis method of the present invention;

[0049] Figure 7 This is a schematic diagram of the vehicle frame of the second embodiment of the truck stress analysis method of the present invention;

[0050] Figure 8 This is a schematic diagram of the step-on analysis of the upper vehicle pedal in the second embodiment of the truck stress analysis method of the present invention;

[0051] Figure 9 This is a schematic diagram of the front bumper pedal tread analysis in the second embodiment of the truck stress analysis method of the present invention;

[0052] Figure 10 This is a schematic diagram of the vehicle frame plastic component in the second embodiment of the truck stress analysis method of the present invention;

[0053] Figure 11 This is a schematic diagram of the vehicle frame plastic parts in the second embodiment of the truck stress analysis method of the present invention;

[0054] Figure 12 This is a structural block diagram of the first embodiment of the truck stress analysis device of the present invention.

[0055] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0056] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0057] Reference Figure 1 , Figure 1 This is a schematic diagram of the truck stress analysis equipment structure in the hardware operating environment involved in the embodiments of the present invention.

[0058] like Figure 1As shown, the truck stress analysis device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen, and optionally, it may also include a standard wired interface or a wireless interface. In this invention, the wired interface of the user interface 1003 may be a USB interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (RAM) or a non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0059] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the truck stress analysis equipment and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0060] like Figure 1 As shown, the memory 1005, which is identified as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a truck stress analysis program.

[0061] exist Figure 1 In the truck stress analysis device shown, the network interface 1004 is mainly used to connect to the backend server and communicate with the backend server; the user interface 1003 is mainly used to connect to the user equipment; the truck stress analysis device calls the truck stress analysis program stored in the memory 1005 through the processor 1001 and executes the truck stress analysis method provided in the embodiment of the present invention.

[0062] Based on the above hardware structure, an embodiment of the truck stress analysis method of the present invention is proposed.

[0063] Reference Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the truck stress analysis method of the present invention, which presents the first embodiment of the truck stress analysis method of the present invention.

[0064] In this embodiment, the truck stress analysis method includes the following steps:

[0065] Step S10: Perform constraint modal analysis, VTF analysis, static trampling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis on the first preset model to obtain the first target analysis results.

[0066] It should be noted that the execution subject in this embodiment may be a device that includes a truck stress analysis system, such as an on-board computer, or other devices that can perform the same or similar functions. This embodiment does not limit this. In this embodiment and the following embodiments, the truck stress analysis system is used as an example to illustrate the truck stress analysis method of the present invention.

[0067] It should be understood that this solution comprehensively simulates the application scenarios of the parts. By inputting the CAE analysis specification (including a list of part materials and properties, and performance target requirements), the first preset model can be a pre-set mathematical model of the assembly of the front section of the chassis, the front bumper and the upper step system, and the front lower protective beam system. That is, the first preset model can be a finite element model 1 constructed using finite element processing software from the 3D digital models of the front bumper and upper step system and the front section of the chassis. The mathematical model constrains six degrees of freedom on the rear end face of the chassis. A detailed schematic diagram can be found in the provided text. Figure 3 The diagram shows the first preset model. Figure 3 As shown, the first preset model includes a frame longitudinal beam, a frame first crossbeam, a front lower protective beam, a headlight, a front fog light, a lifting motor, and a lifting pump. Among them, the headlight at the center of gravity of the front suspension lower support mounting hole of the cab can be weighed as a center of gravity point: 4.5kg; the front fog light can be weighed as a center of gravity point: 1.0kg; the lifting motor can be weighed as a center of gravity point: 4.0kg; the lifting pump can be weighed as a center of gravity point: 5.0kg; and six degrees of freedom of the rear end face of the frame longitudinal beam are constrained.

[0068] Understandably, constrained modal analysis, VTF analysis, static trampling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis are performed on the first preset model to obtain the first target analysis result. The first target analysis result includes the constrained modal analysis result, VTF analysis result, target static trampling analysis result, target stress analysis result, and pressing stiffness analysis result.

[0069] In practice, the first pre-built mathematical model is subjected to constraint modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis. The corresponding constraint modal analysis results, VTF analysis results, target static pedaling analysis results, target stress analysis results, and pressing stiffness analysis results are obtained. Based on the above analysis results, the risk of idling resonance of the front bumper and the front pedal system, the softness of the pedal in the actual vehicle, and the problem of parts being pressed unevenly can be predicted. This can reduce the number of experimental verifications and improve the reliability of the data.

[0070] Step S20: Perform a frame torsional condition analysis on the second preset model to obtain the second target analysis results.

[0071] It should be noted that the second preset model can be a pre-set mathematical model of the entire vehicle, retaining only the front bumper and upper step system, front lower protective beam system, frame system, and cab suspension lower support structure, assembled together. The remaining parts are simplified to point masses, with their mass set according to the full load of the vehicle. Six degrees of freedom are constrained for the right front wheel and the left / right rear wheels, with the left front wheel moved upwards by 200mm. That is, the second preset model can be a simplified finite element model of the vehicle frame obtained from the chassis model library, replacing the finite element mesh of the front section of the frame in finite element model one, to construct finite element model 2; a detailed schematic diagram can be found in [reference needed]. Figure 4 The diagram shows the second preset model. Figure 4 As shown, the second preset model includes the front bumper and step system, the front lower protective beam system, the frame system, and the cab lower suspension bracket components. A simplified finite element model of the vehicle frame is obtained from the chassis model library and used to replace the front section finite element mesh in finite element model one, thus constructing finite element model two. Only the front bumper and step system, the front lower protective beam system, the frame system, and the cab lower suspension bracket components are retained and assembled together. The remaining parts are simplified to point masses, with their mass set according to the full load of the vehicle. Six degrees of freedom are constrained for the right front wheel and the left / right rear wheels, with the left front wheel moved upwards by 200mm.

[0072] Furthermore, step S20 also includes: obtaining the range of deformation stress caused by frame torsion by applying the weight of all parts in the second preset model; and obtaining the second target analysis result based on the range of deformation stress.

[0073] It should be noted that by using the second preset model for analysis, all parts are given their own weight to obtain the range of deformation stress caused by frame torsion; and the second target analysis result is obtained based on the range of deformation stress.

[0074] Understandably, the range of deformation stress caused by frame torsion can refer to the range of stress variation in the main load-bearing support components. The second objective analysis result can include stress distribution diagrams of the main load-bearing support components and the system stress distribution diagram, indicating the maximum stress value and direction. Strength objective: Component stress is less than the material yield strength, and the safety factor is ≥1.5.

[0075] Step S30: Determine whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and output the target judgment result.

[0076] It should be noted that, based on the constraint modal analysis results, VTF analysis results, target static trampling analysis results, target stress analysis results, pressing stiffness analysis results, and second target analysis results in the first target analysis results, it is determined whether the target part meets the preset stress conditions, and the target judgment result is output.

[0077] It should be understood that the preset stress conditions can be pre-set conditions that significantly improve the conformity between the modal frequency and component stress analysis results and the actual components under conditions such as driving vibration, idling vibration, frame torsion, pedaling, and pressing. These conditions cover the application scenarios of the components. The target judgment result includes two outcomes: whether the driving vibration, idling vibration, frame torsion, pedaling, and pressing conditions, modal frequencies, and component stress meet the preset stress conditions, or whether they do not.

[0078] In practical implementation, the results of the first and second target analyses are used to determine whether the target part meets the preset stress conditions, and the target judgment results are output. Based on the target judgment results, sufficient evidence is provided to predict whether the strength and stiffness of the part meet the usage requirements, reducing the number of physical test verifications and shortening product development time. In this embodiment, constraint modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, frame torsional condition analysis, dynamic stress analysis, and pressing stiffness analysis are performed sequentially. After each condition analysis is completed, the analysis results are evaluated to see if they meet the design target requirements. If they do not meet the requirements, the part structure is improved, and then the finite element model of the new part is constructed and CAE analysis is performed. If the results meet the requirements, the next condition CAE analysis is performed until all condition CAE analysis results meet the target values. This solution significantly improves the consistency between the modal frequency and part stress analysis results and the actual object, providing sufficient evidence for predicting whether the strength and stiffness of the part meet the usage requirements, reducing the number of physical test verifications, and shortening product development time. Meanwhile, the workload of finite element model construction, the amount of data in the model, and the amount of CAE analysis calculations are not large. The analysis cycle of each scheme is short, which is conducive to the iterative optimization of multiple part structure schemes and greatly shortens the product design cycle.

[0079] This embodiment obtains the first target analysis result by performing constraint modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis on the first preset model; it obtains the second target analysis result by performing frame torsion condition analysis on the second preset model; it determines whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and outputs the target judgment result. Because the invention performs constrained modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, frame torsion condition analysis, and pressing stiffness analysis on the first and second preset models, and outputs the corresponding analysis results, this embodiment addresses the technical challenge of existing technologies where cracking failures in reliability experiments often lead to multiple structural modifications and vehicle or bench durability tests. This embodiment comprehensively covers all application scenarios of the parts, including driving vibration, idling vibration, frame torsion, pedaling, and pressing conditions, significantly improving the consistency between modal frequency and part stress analysis results and actual objects. This provides sufficient basis for predicting whether the strength and stiffness of the parts meet the usage requirements, reduces the number of physical testing verifications, and shortens product development time.

[0080] Reference Figure 5 , Figure 5 This is a flowchart illustrating the second embodiment of the truck stress analysis method of the present invention, based on the above. Figure 2 The first embodiment shown presents a second embodiment of the truck stress analysis method of the present invention.

[0081] In this embodiment, step S10 includes:

[0082] Step S101: Perform constrained modal analysis on the first preset model to obtain the constrained modal analysis results.

[0083] It should be noted that when using the first preset model to complete the constraint modal analysis, the constraint modal analysis is performed when a person stands on the vehicle's loading platform: (Refer to...) Figure 6 The diagram shows a constrained modal analysis. Based on the first preset model, i.e., using finite element model one, the constrained modal analysis is completed in the frequency range of 1–50Hz. The human body is simulated as a 75kg mass point connected to the upper surface of the left-side first-stage boarding step. The mass point can be located 150mm above the center of the step. Constrained modal analysis when a person is standing on the boarding step: Based on finite element model one, the human body is simulated as a 75kg mass point connected to the upper surface of the left-side first-stage boarding step. The mass point is located 150mm above the center of the step, in the frequency range of 1–50Hz.

[0084] It should be understood that the output report extracts modal frequencies and mode shape animations for each order. The experiment was conducted using a vehicle equipped with a six-cylinder diesel engine. The system modal target was to extract modes and dynamic screenshots at frequencies from 1 to 50 Hz during the experiment. The system modal target was: first-order modal frequency ≥ 17 Hz, with the first six modal frequencies located in the 17–26 Hz or 37–44 Hz range. Regarding risk assessment and structural improvement: a first-order modal frequency ≤ 17 Hz indicates insufficient system stiffness, resulting in high impact forces on components from the chassis and a risk of cracking, necessitating increased component structural stiffness. If the first six modal frequencies exceeded the specified range, it indicates a risk of idling resonance, requiring modifications to component structure to increase or decrease the modal frequencies and avoid the engine's dominant idling frequency range.

[0085] Step S102: Apply a unit excitation to the rear end face of the frame corresponding to the first preset model, and set vibration velocity response detection points for weak parts according to the constraint modal analysis results to obtain VTF analysis results.

[0086] It should be noted that, for further explanation of VTF analysis, please refer to... Figure 7 The schematic diagram of the chassis shown illustrates how unit excitation is applied to the rear end face of the chassis in the model at eleven preset detection points. Based on the constrained modal analysis results, vibration velocity response detection points are set for weaker components to obtain VTF analysis results. Figure 7 As shown, the numbers 01-11 represent the upper outer part of the left front headlight cover (01), the center of the left front headlight beam (02), the upper rear part of the left upper step guard plate (03), the center of the left upper step (04), the lower rear part of the left upper step guard plate (05), the lower middle part of the front bumper grille (06), the upper middle part of the front bumper grille (07), the center of the right front headlight beam (08), the lower rear part of the right upper step guard plate (09), the center of the right upper step (10), and the upper rear part of the right upper step guard plate (11).

[0087] Furthermore, after step S102, the method further includes: predicting the idling resonance risk of the front bumper and the driver's pedal system based on the constraint modal analysis results and the VTF analysis results, and obtaining a first judgment result; and obtaining a first target analysis result based on the first judgment result.

[0088] In specific implementation, based on the first preset model (finite element model one), masses are defined for all parts. A unit excitation of 1 m / s is applied to the rear end face of the chassis in the model, with excitations in the X, Y, and Z directions at frequencies ranging from 1 to 50 Hz. Based on the constrained modal analysis results, vibration acceleration response detection points are set for parts with a high risk of vibration amplitude, such as... Figure 7As shown, the output results are the acceleration / frequency curves of the extracted detection points and the mode shape animation of the maximum acceleration. Target acceleration for the detection points: 27–36Hz and 45–50Hz (for 6-cylinder diesel engine vehicles); maximum acceleration for the detection points: ≤3m / s² for highway vehicles and ≤8m / s² for engineering vehicles. Risk assessment and structural improvement directions: For detection points that do not meet the target settings, it indicates a risk of large idling vibrations (visible vibration ghosting). It is necessary to change the component structure to increase or decrease the modal frequency, avoiding the engine's dominant idling frequency range.

[0089] Step S103: Perform static trampling analysis on the first preset model to obtain the target static trampling analysis results.

[0090] It should be noted that the static pedaling conditions are divided into pedaling the front foot pedal and pedaling the front bumper. The first preset model is analyzed for pedaling the front foot pedal and pedaling the front bumper to obtain the target static pedaling analysis results.

[0091] Furthermore, step S103 further includes: performing a foot pedal tread analysis on the first preset model and outputting a first static tread analysis result; performing a front bumper pedal tread analysis on the first preset model and outputting a second static tread analysis result; and determining a target static tread analysis result based on the first static tread analysis result and the second static tread analysis result.

[0092] It should be noted that, regarding the analysis of the foot pedal, based on the first preset model, all parts are loaded with their own weight, and a force F = 1500N is applied by tilting the 100*120mm area at the rear of the foot pedal inward at a 15° angle. For example... Figure 8 The diagram shown illustrates the analysis of the pedal tread position. The output report examines the maximum deformation of the component, the maximum displacement of the loading area, and the maximum stress of the main load-bearing components. It extracts strain diagrams, stress distribution diagrams, and component stress distribution diagrams from the system, marking the maximum displacement and stress values. Strength and stiffness targets: Maximum displacement of the loading area ≤ 9mm; component stress less than the material yield strength, safety factor ≥ 1.2, indicating insufficient stiffness or strength of the component, requiring reinforcement and improvement.

[0093] It should be understood that the analysis of the front bumper pedal treads, such as... Figure 9The diagram shown illustrates the front bumper pedal tread analysis. Based on the first preset model, all parts are loaded with their own weight, and a force F = 1500N is applied by tilting the 100*80mm area in the middle of the front bumper pedal inward at a 30° angle. Output report: Examines the maximum deformation of the parts, the maximum displacement of the loaded area, and the maximum stress of the main load-bearing parts. Extracts strain diagrams, stress distribution diagrams, and stress distribution diagrams of the parts, marking the maximum displacement and stress values. Strength and stiffness targets: Maximum displacement of the loaded area ≤ 9mm; part stress less than the material yield strength; safety factor ≥ 1.2. Risk assessment and structural improvement directions: Deformation displacement less than 3mm or safety factor greater than 1.8 indicates excess stiffness or strength of the parts, requiring weight reduction optimization; deformation displacement greater than 9mm or safety factor less than 1.2 indicates insufficient stiffness or strength of the parts, requiring reinforcement improvement.

[0094] Step S104: Perform static and dynamic stress analysis on the first preset model to obtain the target stress analysis results.

[0095] It should be noted that stress analysis includes static stress CAE analysis and dynamic stress CAE analysis. By performing static stress CAE analysis and dynamic stress CAE analysis on the first preset model, static stress analysis results and dynamic stress analysis results are obtained. The target stress analysis results are determined based on the static stress analysis results and dynamic stress analysis results.

[0096] Furthermore, step S104 further includes: applying the force generated by the acceleration of its own mass to each part in the first preset model, and outputting the static stress analysis result; applying acceleration excitation to the rear end face of the longitudinal beam of the frame by defining the mass of all parts in the first preset model, and outputting the dynamic stress analysis result; and determining the target stress analysis result based on the static stress analysis result and the dynamic stress analysis result.

[0097] It should be noted that during the static stress analysis, the force generated by the acceleration of the self-mass of each component in the first preset model was applied. The stresses were as follows: Case 1: X-axis 4.5G, Y-axis 0, Z-axis -1G; Case 2: Y-axis 0, Y-axis 4.5G, Z-axis -1G; Case 3: Y-axis 0, Y-axis 0, Z-axis -7G. Output report: The above experiments examined the stress of the main load-bearing support components, extracting system stress distribution diagrams and component stress distribution diagrams, marking the maximum stress value and direction. Strength target: Component stress is less than the material yield strength, and the safety factor is between 1.5 and 2.0. Risk assessment and structural improvement direction: A safety factor greater than 2.0 indicates excess component strength, requiring weight reduction optimization; a safety factor less than 1.5 indicates insufficient component strength, requiring reinforcement improvement.

[0098] Finite element model II was used for the analysis of the chassis under high torsional conditions, with all components subjected to their own weight. Output report: Examines the stress of the main load-bearing support components, extracts system stress distribution diagrams and component stress distribution diagrams, and marks the maximum stress value and direction. Strength target: Component stress is less than the material yield strength, and the safety factor is in the range of 1.5 to 2.0. Risk assessment and structural improvement directions: A safety factor greater than 2.0 indicates that the component strength is excessive, and weight reduction optimization should be carried out on the component; a safety factor less than 1.5 indicates that the component strength is insufficient, and reinforcement and improvement should be carried out on the component.

[0099] Understandably, in the dynamic stress analysis, Finite Element Model 1 was used for direct frequency response analysis. All parts were defined by mass, and acceleration excitation was applied to the rear end face of the longitudinal beam of the frame, with a frequency of 1–50 Hz. Condition 1: X-axis 1G excitation; Condition 2: Y-axis 1G excitation; Condition 3: Z-axis 2G excitation. Output report: Examines the stress of all parts, extracts the system stress distribution diagram and the stress distribution diagram of each part, marks the maximum stress value, frequency, and vibration excitation direction of each part, and outputs the stress / frequency curve of the risk point. Strength target: Part stress is less than the material fatigue strength, and the safety factor is in the range of 1.2–1.8. Risk assessment and structural improvement direction: A safety factor greater than 1.8 indicates that the part strength is excessive, and the part should be optimized for weight reduction; a safety factor less than 1.2 indicates that the part strength is insufficient, and the part should be strengthened and improved.

[0100] Step S105: Apply a preset threshold force along the curved surface direction to the weak area of ​​the plastic part in the first preset model, and output the pressing stiffness analysis results.

[0101] It should be noted that, based on the first preset model (finite element model one), the following was performed: Figure 10 The arrow in the schematic diagram of the frame's plastic parts indicates that a 50N force is applied along the normal direction of the curved surface to a weak point of approximately φ30mm. Output report: Examine the deformation displacement of the part, capture the deformation diagram, and mark the maximum displacement value. Stiffness target: Deformation displacement ≤ 10mm. Risk assessment and structural improvement direction: Deformation displacement greater than 10mm indicates insufficient local stiffness of the part, resulting in poor perceived quality for the user and giving a negative impression of cost-cutting. Local stiffness enhancement is necessary, which can be achieved by increasing material thickness, raising the flange height, and adding support points to the bracket. Among these, Figure 10 The test point numbers 1-7 represent the upper part of the front bumper grille (1), the middle part of the front bumper grille (2), the lower part of the front bumper grille (3), the lower part of the left front headlight cover (4), the lower part of the left auxiliary bumper (5), the upper part of the left upper foot pedal guard plate (6), the upper part of the inner side of the left upper foot pedal guard plate (7), and the upper part of the outer side of the left front headlight cover (8).

[0102] Step S106: Determine the first target analysis result based on the constraint modal analysis result, the VTF analysis result, the target static trampling analysis result, the target stress analysis result, and the pressing stiffness analysis result.

[0103] It should be noted that the first target analysis result is determined based on the constraint modal analysis results, the VTF analysis results, the target static trampling analysis results, the target stress analysis results, and the pressing stiffness analysis results obtained from the above experimental results.

[0104] In this embodiment, step S30 includes: determining whether the stiffness and strength of the pedal structure meet preset conditions based on the target static trouser analysis results, and obtaining a second determination result; determining whether the local stiffness of the component meets the preset conditions based on the pressing stiffness analysis results, and obtaining a third determination result; determining whether the deformation stress caused by frame torsion meets the preset conditions based on the deformation stress range in the second target analysis results, and obtaining a fourth determination result; determining whether the impact stress caused by vehicle vibration meets the preset conditions based on the target stress analysis results, and obtaining a fifth determination result; and obtaining and outputting the target determination result based on the first determination result, the second determination result, the third determination result, the fourth determination result, and the fifth determination result.

[0105] It should be noted that constrained modal analysis and VTF analysis predict the risk of idling resonance in the front bumper and upper pedal system, preventing idling resonance issues in the actual vehicle. Simulated pedaling CAE analysis predicts whether the pedal structure's stiffness and strength are sufficient, preventing issues like a soft pedal feel in the actual vehicle. Dynamic stress analysis of the front bumper and upper pedal system, and CAE analysis of the frame under strong torsion conditions, predict the magnitude of impact stress caused by vehicle vibration and deformation stress caused by frame torsion, improving the success rate of first-time road reliability tests for parts. Pressing stiffness analysis can determine whether the local stiffness of the parts is sufficient, resolving issues of parts feeling soft under pressure.

[0106] In the specific implementation, refer to Figure 11 The stress analysis diagram shown is based on the CAE analysis method of the truck front bumper and front step system. It comprehensively covers the application scenarios of the parts, including driving vibration, idling vibration, frame torsion, stepping and pressing conditions. It greatly improves the consistency between the modal frequency and the stress analysis results of the parts and the actual objects, provides sufficient basis for predicting whether the strength and stiffness of the parts meet the usage requirements, reduces the number of physical test verifications, and shortens the product development time.

[0107] This embodiment obtains constraint modal analysis results by performing constraint modal analysis on a first preset model; applies a unit excitation to the rear end face of the frame corresponding to the first preset model, and sets vibration velocity response detection points for weak parts based on the constraint modal analysis results to obtain VTF analysis results; performs static trampling analysis on the first preset model to obtain target static trampling analysis results; performs static and dynamic stress analysis on the first preset model to obtain target stress analysis results; applies a preset threshold force along the curved surface direction to the weak area of ​​the plastic part in the first preset model, and outputs pressing stiffness analysis results; determines a first target analysis result based on the constraint modal analysis results, the VTF analysis results, the target static trampling analysis results, the target stress analysis results, and the pressing stiffness analysis results; performs frame torsion analysis on a second preset model to obtain a second target analysis result; and determines whether the target part meets the preset stress conditions based on the first target analysis results and the second target analysis results, and outputs the target determination result. Because the invention performs constrained modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, frame torsion condition analysis, and pressing stiffness analysis on the first and second preset models, and outputs the corresponding analysis results, this embodiment addresses the technical challenge of existing technologies where cracking failures in reliability experiments often lead to multiple structural modifications and vehicle or bench durability tests. This embodiment comprehensively covers all application scenarios of the parts, including driving vibration, idling vibration, frame torsion, pedaling, and pressing conditions, significantly improving the consistency between modal frequency and part stress analysis results and actual objects. This provides sufficient basis for predicting whether the strength and stiffness of the parts meet the usage requirements, reduces the number of physical testing verifications, and shortens product development time.

[0108] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a truck stress analysis program, which, when executed by a processor, implements the steps of the truck stress analysis method as described above.

[0109] Reference Figure 12 , Figure 12 This is a structural block diagram of the first embodiment of the truck stress analysis device of the present invention.

[0110] like Figure 12 As shown, the truck stress analysis device proposed in this embodiment of the invention includes:

[0111] The stress analysis module 10 is used to perform constrained modal analysis, VTF analysis, static trampling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis on the first preset model to obtain the first target analysis results.

[0112] The stress analysis module 10 is also used to perform a frame torsion condition analysis on the second preset model to obtain the second target analysis result.

[0113] The condition judgment module 20 is used to determine whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and output the target judgment result.

[0114] This embodiment obtains the first target analysis result by performing constraint modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis on the first preset model; it obtains the second target analysis result by performing frame torsion condition analysis on the second preset model; it determines whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and outputs the target judgment result. Because the invention performs constrained modal analysis, VTF analysis, static pedaling condition analysis, static stress analysis, dynamic stress analysis, frame torsion condition analysis, and pressing stiffness analysis on the first and second preset models, and outputs the corresponding analysis results, this embodiment addresses the technical challenge of existing technologies where cracking failures in reliability experiments often lead to multiple structural modifications and vehicle or bench durability tests. This embodiment comprehensively covers all application scenarios of the parts, including driving vibration, idling vibration, frame torsion, pedaling, and pressing conditions, significantly improving the consistency between modal frequency and part stress analysis results and actual objects. This provides sufficient basis for predicting whether the strength and stiffness of the parts meet the usage requirements, reduces the number of physical testing verifications, and shortens product development time.

[0115] Furthermore, the stress analysis module 10 is also used to perform constrained modal analysis on the first preset model to obtain constrained modal analysis results; apply a unit excitation to the rear end face of the frame corresponding to the first preset model, and set vibration velocity response detection points for weak parts according to the constrained modal analysis results to obtain VTF analysis results; perform static trampling condition analysis on the first preset model to obtain target static trampling analysis results; perform static and dynamic stress analysis on the first preset model to obtain target stress analysis results; apply a preset threshold force along the curved surface direction to the weak area of ​​the plastic part in the first preset model, and output pressing stiffness analysis results; and determine the first target analysis result based on the constrained modal analysis results, the VTF analysis results, the target static trampling analysis results, the target stress analysis results, and the pressing stiffness analysis results.

[0116] Furthermore, the stress analysis module 10 is also used to perform a foot pedal tread analysis on the first preset model and output a first static tread analysis result; perform a front bumper foot pedal tread analysis on the first preset model and output a second static tread analysis result; and determine a target static tread analysis result based on the first static tread analysis result and the second static tread analysis result.

[0117] Furthermore, the stress analysis module 10 is also used to apply the force generated by the acceleration of its own mass to each part in the first preset model and output the static stress analysis result; define the mass of all parts in the first preset model to apply acceleration excitation to the rear end face of the frame longitudinal beam and output the dynamic stress analysis result; and determine the target stress analysis result based on the static stress analysis result and the dynamic stress analysis result.

[0118] Furthermore, the stress analysis module 10 is also used to predict the idling resonance risk of the front bumper and the front pedal system based on the constraint modal analysis results and the VTF analysis results, and obtain a first judgment result; and obtain a first target analysis result based on the first judgment result.

[0119] Furthermore, the stress analysis module 10 is also used to obtain the range of deformation stress caused by frame torsion by applying the weight of all parts in the second preset model to the parts themselves.

[0120] The second target analysis result is obtained based on the deformation stress range.

[0121] Furthermore, the condition judgment module 20 is also used to determine whether the stiffness and strength of the pedal structure meet the preset conditions based on the target static stepping analysis results, and obtain a second judgment result; to determine whether the local stiffness of the part meets the preset conditions based on the pressing stiffness analysis results, and obtain a third judgment result; to determine whether the deformation stress caused by the torsion of the frame meets the preset conditions based on the deformation stress range in the second target analysis results, and obtain a fourth judgment result; to determine whether the impact stress caused by vehicle driving vibration meets the preset conditions based on the target stress analysis results, and obtain a fifth judgment result; and to obtain and output the target judgment result based on the first judgment result, the second judgment result, the third judgment result, the fourth judgment result, and the fifth judgment result.

[0122] It should be understood that the above are merely illustrative examples and do not constitute any limitation on the technical solutions of the present invention. In specific applications, those skilled in the art can make settings as needed, and the present invention does not impose any restrictions on this.

[0123] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0124] In addition, for technical details not described in detail in this embodiment, please refer to the truck stress analysis method provided in any embodiment of the present invention, which will not be repeated here.

[0125] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0126] 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. In the unit claims listing several devices, several of these devices may be embodied by the same hardware item. The use of the terms first, second, and third, etc., does not indicate any order and can be interpreted as names.

[0127] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of 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 a read-only memory image (ROM) / random access memory (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 described in the various embodiments of the present invention.

[0128] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A method for stress analysis of trucks, characterized in that, The truck stress analysis includes the following steps: Constraint modal analysis was performed on the first preset model to obtain the constraint modal analysis results. The first preset model is a 3D digital model of the front bumper and the upper pedal system and a 3D digital model of the front section of the frame. A finite element model was constructed using finite element processing software. The mathematical model constrains the six degrees of freedom of the rear end face of the frame. A unit excitation is applied to the rear end face of the frame corresponding to the first preset model, and vibration velocity response detection points are set for weak parts according to the constraint modal analysis results to obtain VTF analysis results; A static trampling analysis is performed on the first preset model to obtain the target static trampling analysis results. Static and dynamic stress analyses are performed on the first preset model to obtain the target stress analysis results; A preset threshold force is applied to the weak area of ​​the plastic part in the first preset model along the curved surface direction, and the pressing stiffness analysis results are output. The first target analysis result is determined based on the constraint modal analysis result, the VTF analysis result, the target static trampling analysis result, the target stress analysis result, and the pressing stiffness analysis result. After applying a unit excitation to the rear end face of the frame corresponding to the first preset model, and setting vibration velocity response detection points for weak parts based on the constraint modal analysis results to obtain VTF analysis results, the method further includes: Based on the constraint modal analysis results and the VTF analysis results, the risk of idling resonance of the front bumper and the front pedal system is predicted, and a first judgment result is obtained. The first target analysis result is obtained based on the first judgment result; By assigning gravity to all parts in the second preset model, the range of deformation stress caused by frame torsion is obtained. The second preset model is a mathematical model pre-set for the whole vehicle, which only retains the front bumper and upper step system, front lower protective beam system, frame system, and cab suspension lower bracket parts structure, and is assembled together. The remaining parts are simplified as point masses, and the mass of the point mass is set according to the full load of the whole vehicle. The six degrees of freedom of the right front wheel and the left / right rear wheel are constrained, and the left front wheel is moved up by 200mm. The second target analysis result is obtained based on the aforementioned deformation stress range; Based on the target static stepping analysis results, determine whether the stiffness and strength of the pedal structure meet the preset conditions, and obtain the second judgment result; Based on the pressing stiffness analysis results, determine whether the local stiffness of the part meets the preset conditions, and obtain a third judgment result; Based on the deformation stress range in the second target analysis result, determine whether the deformation stress caused by frame torsion meets the preset condition, and obtain the fourth judgment result; Based on the target stress analysis results, determine whether the impact stress caused by vehicle vibration meets the preset conditions, and obtain the fifth judgment result; The target judgment result is obtained and output based on the first judgment result, the second judgment result, the third judgment result, the fourth judgment result, and the fifth judgment result.

2. The truck stress analysis method as described in claim 1, characterized in that, The step of performing static trampling analysis on the first preset model to obtain the target static trampling analysis result includes: Perform pedal tread analysis on the first preset model and output the first static pedal tread analysis result; Perform a front bumper pedal tread analysis on the first preset model and output the second static tread analysis results. The target static trampling analysis result is determined based on the first static trampling analysis result and the second static trampling analysis result.

3. The truck stress analysis method as described in claim 1, characterized in that, The step of performing static and dynamic stress analysis on the first preset model to obtain the target stress analysis results includes: The force generated by the mass of each part under acceleration is applied to each part in the first preset model, and the static stress analysis results are output. Define the mass of all parts in the first preset model, apply acceleration excitation to the rear end face of the longitudinal beam of the frame, and output the dynamic stress analysis results; The target stress analysis result is determined based on the static stress analysis result and the dynamic stress analysis result.

4. A truck stress analysis device, characterized in that, The truck stress analysis device includes: a memory, a processor, and a truck stress analysis program stored in the memory and executable on the processor, wherein the truck stress analysis program, when executed by the processor, implements the truck stress analysis method as described in any one of claims 1 to 3.

5. A storage medium, characterized in that, The storage medium stores a truck stress analysis program, which, when executed by a processor, implements the truck stress analysis method as described in any one of claims 1 to 3.

6. A truck stress analysis apparatus for implementing the truck stress analysis method as described in any one of claims 1 to 3, characterized in that, The truck stress analysis device includes: The stress analysis module is used to perform constrained modal analysis, VTF analysis, static trampling condition analysis, static stress analysis, dynamic stress analysis, and pressing stiffness analysis on the first preset model to obtain the first target analysis results. The stress analysis module is also used to perform frame torsional stress analysis on the second preset model to obtain the second target analysis result. The condition judgment module is used to determine whether the target part meets the preset stress condition based on the first target analysis result and the second target analysis result, and output the target judgment result.

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