Simulation modeling method and device

Abstract

The invention provides a simulation modeling method and device, and the method comprises the steps: carrying out the parameter matching of a pre-obtained rigidity relation corresponding to a vehicle bushing in multiple directions, generating an equivalent model of the vehicle bushing, and enabling the rigidity relation to be used for representing the corresponding relation between the displacement and force of the vehicle bushing; based on the equivalent model and a preset finite element construction rule, a first finite element model of the vehicle bushing is constructed, and the first finite element model is a one-dimensional finite element model; based on a pre-obtained solid structure of the vehicle thrust rod, a second finite element model of the vehicle thrust rod is constructed, the second finite element model is a three-dimensional finite element model, and the vehicle lining is arranged on the vehicle thrust rod; statics simulation analysis is conducted on the first finite element model and the second finite element model, an analysis report is obtained, and the analysis report comprises simulation results of the vehicle thrust rod under different working conditions. According to the embodiment of the invention, the accuracy of bushing simulation analysis can be improved.

Description

Technical Field

[0001] The present application relates to the field of computer technology, and in particular to a simulation modeling method and device. Background Art

[0002] In the design of automobile chassis systems, rubber bushings are key elastic elements that affect the vehicle's dynamic performance and ride comfort. Rubber bushings bear complex loads in multiple directions in the automobile chassis system, and the rubber material itself has nonlinear characteristics, which makes its stiffness have certain degrees of freedom in all directions. Therefore, simulation analysis of bushings can better understand their mechanical responses under actual working conditions, especially their performance under multi-axis loads. In the existing technology, when simulating and analyzing bushings, it is necessary to select appropriate constitutive models and parameters, and in order to improve calculation efficiency, larger unit sizes are often used, but this will lose the accuracy of the simulation, resulting in low accuracy of the simulation analysis of the bushing. Summary of the invention

[0003] The present application provides a simulation modeling method and device, which can improve the accuracy of bushing simulation analysis.

[0004] In a first aspect, an embodiment of the present application provides a simulation modeling method, the method comprising:

[0005] Perform parameter matching on the pre-acquired stiffness relations corresponding to the vehicle bushing in multiple directions to generate an equivalent model of the vehicle bushing. The stiffness relation is used to characterize the corresponding relationship between the displacement and force of the vehicle bushing.

[0006] Based on the equivalent model and the preset finite element construction rules, a first finite element model of the vehicle bushing is constructed, wherein the first finite element model is a one-dimensional finite element model;

[0007] Based on the pre-acquired physical structure of the vehicle thrust rod, a second finite element model of the vehicle thrust rod is constructed, wherein the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod;

[0008] Static simulation analysis is performed on the first finite element model and the second finite element model to obtain an analysis report, which includes simulation results of the vehicle thrust rod under different working conditions.

[0009] In a second aspect, the present application provides a simulation modeling device, the device comprising:

[0010] A generation module is used to perform parameter matching on the pre-acquired stiffness relationships corresponding to the vehicle bushing in multiple directions, and generate an equivalent model of the vehicle bushing, wherein the stiffness relationship is used to characterize the corresponding relationship between the displacement and force of the vehicle bushing;

[0011] A first construction module is used to construct a first finite element model of the vehicle bushing based on the equivalent model and a preset finite element construction rule, wherein the first finite element model is a one-dimensional finite element model;

[0012] A second construction module is used to construct a second finite element model of the vehicle thrust rod based on the pre-acquired physical structure of the vehicle thrust rod, the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod;

[0013] The analysis module is used to perform static simulation analysis on the first finite element model and the second finite element model to obtain an analysis report, which includes simulation results of the vehicle thrust rod under different working conditions.

[0014] In a third aspect, an embodiment of the present application provides an electronic device, the electronic device comprising: a processor and a memory storing computer program instructions;

[0015] When the processor executes the computer program instructions, the simulation modeling method in any one of the embodiments of the first aspect is implemented.

[0016] In a fourth aspect, an embodiment of the present application provides a computer storage medium having computer program instructions stored thereon, and when the computer program instructions are executed by a processor, a simulation modeling method as in any one of the embodiments in the first aspect is implemented.

[0017] In a fifth aspect, an embodiment of the present application provides a computer program product. When the instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes a simulation modeling method as in any one of the embodiments in the first aspect above.

[0018] In a simulation modeling method and device provided in an embodiment of the present application, an equivalent model of a vehicle bushing is generated by matching parameters of the stiffness relationships corresponding to the pre-acquired vehicle bushings in multiple directions, and the stiffness relationships are used to characterize the corresponding relationship between the displacement and force of the vehicle bushing; based on the equivalent model and the preset finite element construction rules, a first finite element model of the vehicle bushing is constructed, and the first finite element model is a one-dimensional finite element model; based on the pre-acquired physical structure of the vehicle thrust rod, a second finite element model of the vehicle thrust rod is constructed, and the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod; static simulation analysis is performed on the first finite element model and the second finite element model to obtain an analysis report, and the analysis report includes the simulation results of the vehicle thrust rod under different working conditions. In the above method, first, an equivalent model of a vehicle bushing is generated. This equivalent model can more accurately characterize the corresponding relationship between the displacement and force of the bushing, thereby improving the accuracy of the simulation model. Secondly, based on the equivalent model and the preset finite element construction rules, a first finite element model of the vehicle bushing is constructed, and the model adopts a one-dimensional finite element method. This one-dimensional finite element model is more suitable for describing the characteristics of the rubber bushing, avoiding or reducing the accuracy problems that may be introduced by using larger unit sizes. Finally, static simulation analysis was performed on the first finite element model and the second finite element model, and a detailed analysis report was obtained, which covered the simulation results of the vehicle thrust rod under different working conditions. This comprehensive simulation analysis helps to improve the simulation accuracy of the bushing. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0020] Figure 1 It is a flowchart of a simulation modeling method provided by an embodiment of the present application;

[0021] Figure 2 is a structural schematic diagram of a first finite element model provided by an embodiment of the present application;

[0022] Figure 3 It is a schematic diagram of the physical structure of a vehicle thrust rod provided by an embodiment of the present application;

[0023] Figure 4 is a structural schematic diagram of a second finite element model provided by an embodiment of the present application;

[0024] Figure 5 It is a structural schematic diagram of a simulation modeling device provided in an embodiment of the present application;

[0025] Figure 6 It is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0027] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0028] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0029] A large number of elastic elements such as rubber bushings are used in automobile chassis systems. Bushings can improve vehicle dynamics and isolate vibration noise caused by unbalanced road excitation, playing an important role in the safety and comfort of the car. Bushings can withstand multi-directional loads, and due to the nonlinear properties of rubber materials, there is a certain degree of freedom in the choice of stiffness in each direction, which has the characteristics of a spatial spring.

[0030] For the simulation of bushings, the existing technical solution is usually to first complete the tensile test of the rubber material, obtain the constitutive model parameters of the material by fitting the data of the tensile test and perform finite element stiffness characteristic analysis, then compare the simulation with the test, and finally use the constitutive model of the material in the simulation to build the bushing model to complete simulation analysis such as strength verification.

[0031] The accuracy of the stiffness characteristics of the bushing rubber in the above simulation method involves the selection of the material constitutive model, the acquisition of material model parameters, the selection of the calculation method, etc. The accuracy of the simulation calculation involves the selection of unit type and unit size, which requires both efficiency and computing resources. Therefore, there are certain errors in the simulation results. The existing scheme cannot achieve the purpose of fast and accurate verification, nor can it shorten the R&D cycle and reduce R&D costs.

[0032] In order to solve the problems existing in the prior art, the embodiments of the present application provide a simulation modeling method and device.

[0033] The present application embodiment provides a simulation modeling method and device. The simulation modeling method provided by the present application embodiment is first introduced below. Figure 1 As shown, the method specifically comprises the following steps:

[0034] S100, performing parameter matching on the pre-acquired stiffness relationships corresponding to the vehicle bushing in multiple directions to generate an equivalent model of the vehicle bushing, wherein the stiffness relationship is used to characterize the corresponding relationship between the displacement and force of the vehicle bushing.

[0035] Optionally, in a possible implementation of the present application, firstly, an experiment of a vehicle bushing may be conducted to obtain stiffness relationship data in different directions, which may specifically include stiffness characteristics in radial, axial, yaw and torsion directions. Then, based on the experimental data, a mathematical model is established to describe the stiffness relationship of the vehicle bushing in different directions, such as a mathematical function or curve that can accurately reflect the variation pattern of the experimental data.

[0036] Then, the established mathematical model is fitted with the experimental data using parameter matching technology, and the parameters in the model are adjusted to best match the actual stiffness relationship. Specifically, numerical optimization algorithms such as the least squares method can be used. Once the parameter matching is completed, a mathematical model that accurately describes the stiffness relationship of the vehicle bushing is obtained. This model can be used as an equivalent model for the vehicle bushing.

[0037] Finally, the generated equivalent model can be verified and compared with the actual experimental data to ensure the accuracy of the match. Further adjustments and optimizations can be made as needed.

[0038] Through this process, the equivalent model of the vehicle bushing can be quickly and accurately obtained, which can accurately characterize the corresponding relationship between displacement and force. This provides a reliable basis for the subsequent finite element model establishment and simulation analysis.

[0039] S200: construct a first finite element model of the vehicle bushing based on the equivalent model and preset finite element construction rules, where the first finite element model is a one-dimensional finite element model.

[0040] Optionally, in a feasible implementation of the present application, firstly, the construction rules of the one-dimensional finite element model can be formulated, including the selection of node positions, the definition of unit types, etc. These rules should take into account the characteristics of the vehicle bushing and the structure of the equivalent model. Subsequently, according to the rules of the one-dimensional finite element model, the positions of the nodes are determined in the length direction of the vehicle bushing, and these nodes can correspond to the key positions of the vehicle bushing, such as the end, the middle, etc. Subsequently, an appropriate one-dimensional finite element unit type is selected, such as a beam unit, to describe the deformation of the vehicle bushing in the length direction, and the material properties of the unit are defined, including the stiffness parameters matched in the equivalent model.

[0041] Then, according to the construction rules, the selected one-dimensional finite element units are connected to the corresponding nodes to form an overall finite element model, ensuring that the connection method between the units conforms to the equivalent model structure of the vehicle bushing. Then, appropriate boundary conditions can be set in the model to simulate the actual working conditions of the vehicle bushing, which may involve the fixation of the nodes or the application of external loads. Then, the material stiffness parameters obtained in the equivalent model are applied to the corresponding finite element units to ensure that the stiffness of the finite element model is consistent with the equivalent model. Finally, the nodes, units, boundary conditions, etc. defined in the above steps can be combined into a complete one-dimensional finite element model to describe the deformation response of the vehicle bushing in the length direction.

[0042] In other embodiments of the present application, the generated one-dimensional finite element model can also be verified and compared with the equivalent model to ensure that its deformation behavior in the length direction is consistent with the actual situation, and further adjustments and optimizations can be made as needed. Through this process, a one-dimensional finite element model of the vehicle bushing can be established based on the equivalent model and the preset finite element construction rules, providing a reliable basis for subsequent static simulation.

[0043] S300, based on the pre-acquired physical structure of the vehicle thrust rod, construct a second finite element model of the vehicle thrust rod, the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod.

[0044] Optionally, in a feasible implementation of the present application, firstly, the physical structure data of the vehicle thrust rod may be acquired, including geometric shape, material properties, connection method, etc., which may specifically involve a three-dimensional CAD model or other geometric description of the physical structure.

[0045] Then, according to the physical structural characteristics of the vehicle thrust rod, an appropriate three-dimensional finite element unit type, such as hexahedral unit or tetrahedral unit, can be selected to ensure that the selected unit can accurately describe the geometric shape and deformation behavior of the thrust rod.

[0046] Subsequently, the physical structure of the vehicle thrust rod can be divided into finite element meshes, and a three-dimensional finite element model can be generated by the division. The mesh division should take into account the balance between the accuracy of the model and the computational efficiency. Subsequently, appropriate physical properties can be assigned to the material of the thrust rod in the finite element model, such as elastic modulus, Poisson's ratio, etc. These properties should be set according to the actual material properties of the vehicle thrust rod.

[0047] Next, the nodes and elements in the divided finite element mesh can be organized into a complete second finite element model, ensuring that the connection method of the nodes and elements conforms to the actual structure of the vehicle thrust rod.

[0048] Subsequently, appropriate boundary conditions can be set in the second finite element model according to the actual force and support conditions of the thrust rod. This includes fixing nodes, applying external loads, etc. Finally, the geometry of the vehicle bushing can be integrated into the second finite element model to ensure the correct position and connection of the bushing to the thrust rod. Further meshing and connection settings are required.

[0049] Optionally, in other embodiments of the present application, the generated three-dimensional finite element model can also be verified to ensure that it can accurately simulate the structural behavior of the thrust rod. Adjustment and optimization are performed as needed to meet the accuracy requirements of the simulation. Through this process, a three-dimensional finite element model of the vehicle thrust rod can be constructed based on the entity structure data, and the vehicle bushing can be successfully integrated, providing an accurate model basis for subsequent static simulation.

[0050] Optionally, in another possible implementation of the present application, the thrust rod may have a sleeve, and the bushing is nested in the sleeve. The thrust rod and the bushing may also be connected by a thread, and the connection between the two is ensured by the rotation of the thread. The threaded connection provides a detachable connection method, which is convenient for maintenance and replacement. The shape and size of the bushing should work in conjunction with the thrust rod to achieve a stable connection and ensure the correct position of the bushing on the thrust rod.

[0051] Optionally, in an embodiment of the present application, the thrust rod, as part of the chassis system, helps to improve the dynamic performance of the vehicle by connecting the suspension system and the vehicle body. The thrust rod can transmit the power of the suspension system and improve the stability and handling performance of the vehicle. As an elastic element, the bushing can isolate the vibration and noise generated by the excitation of the unbalanced road surface. This helps to improve the ride comfort of the vehicle and reduce the perception of passengers and vehicles to uneven roads. The thrust rod and bushing are designed to withstand complex loads in multiple directions. This includes forces and torques in various directions such as longitudinal, lateral, and radial directions to adapt to the movement and stress conditions of the vehicle under different working conditions. The thrust rod and bushing act as connecting and elastic elements in the vehicle chassis system, which have an important impact on the performance, safety and comfort of the vehicle.

[0052] S400, performing static simulation analysis on the first finite element model and the second finite element model to obtain an analysis report, wherein the analysis report includes simulation results of the vehicle thrust rod under different working conditions.

[0053] Optionally, in a specific implementation of the present application, firstly, the loading conditions of the static simulation may be determined, including external loads, boundary conditions, etc. These conditions should reflect the actual stress conditions of the vehicle under different working conditions.

[0054] It should be noted that when performing static simulation, it is also necessary to ensure that the material properties and stiffness parameters in the first finite element model and the second finite element model are consistent with the properties of the thrust rod and bushing of the actual vehicle.

[0055] Then, the finite element analysis software can be used to perform static simulation on the first finite element model and the second finite element model. By solving the static equilibrium equation, the deformation and force distribution of the thrust rod and bushing under loading conditions are obtained. After each simulation analysis, the simulation results are extracted, including the displacement, force, reaction force and other information of the thrust rod and bushing. These results reflect the performance of the thrust rod and bushing under the simulation conditions.

[0056] Among them, multiple simulation analyses can be performed for different working conditions to obtain simulation results of the thrust rod under different conditions. For example, different road conditions, different suspension settings, etc. can be considered.

[0057] Finally, an analysis report can be generated based on the simulation results, including the simulation results, force distribution diagram, deformation of the thrust rod under different working conditions, etc. The analysis report should clearly present the key data and conclusions of the simulation. In other embodiments, the simulation results can also be compared with the actual test data to verify the accuracy and reliability of the simulation. Verifying the accuracy of the finite element model is a key step to ensure the credibility of the simulation results.

[0058] According to the simulation results, if it is found necessary, further optimization design can be carried out to improve the performance and durability of the thrust rod and bushing. Through this process, the static simulation results of the thrust rod under different working conditions can be obtained, and a detailed analysis report can be generated to provide strong support for vehicle design and performance evaluation.

[0059] In a simulation modeling method provided in an embodiment of the present application, an equivalent model of a vehicle bushing is generated by matching parameters of the stiffness relationships corresponding to the pre-acquired vehicle bushings in multiple directions, and the stiffness relationship is used to characterize the corresponding relationship between the displacement and force of the vehicle bushing; based on the equivalent model and the preset finite element construction rules, a first finite element model of the vehicle bushing is constructed, and the first finite element model is a one-dimensional finite element model; based on the pre-acquired physical structure of the vehicle thrust rod, a second finite element model of the vehicle thrust rod is constructed, and the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod; static simulation analysis is performed on the first finite element model and the second finite element model to obtain an analysis report, and the analysis report includes the simulation results of the vehicle thrust rod under different working conditions. In the above method, first, an equivalent model of a vehicle bushing is generated. This equivalent model can more accurately characterize the corresponding relationship between the displacement and force of the bushing, thereby improving the accuracy of the simulation model. Secondly, based on the equivalent model and the preset finite element construction rules, a first finite element model of the vehicle bushing is constructed, and the model adopts a one-dimensional finite element method. This one-dimensional finite element model is more suitable for describing the characteristics of the rubber bushing, avoiding or reducing the accuracy problems that may be introduced by using larger unit sizes. Finally, static simulation analysis was performed on the first finite element model and the second finite element model, and a detailed analysis report was obtained, which covered the simulation results of the vehicle thrust rod under different working conditions. This comprehensive simulation analysis helps to improve the simulation accuracy of the bushing.

[0060] In one embodiment, before the above step 100, the method may further specifically perform the following steps:

[0061] S110, performing a compression test and a torsion test on a vehicle bushing to obtain a plurality of stiffness data corresponding to the vehicle bushing in a plurality of directions;

[0062] S120, performing analytical conversion on the stiffness data to obtain stiffness relationships corresponding to the vehicle bushing in multiple directions.

[0063] Optionally, in a specific implementation of the present application, the bushing may be subjected to compression and torsion tests to obtain the stiffness characteristics of the bushing in four directions, namely radial, axial, yaw and torsion. The experimental results may be used as a parameter source for static simulation in the present application.

[0064] Optionally, in the application embodiment, by performing compression and torsion tests on the bushing, its stiffness characteristics in four directions, namely radial, axial, yaw and torsion, can be obtained. These directions cover various stress conditions that the bushing may be subjected to in actual vehicle movement.

[0065] The bushing is compressed in radial and axial directions to simulate the vertical force in the vehicle suspension system. By measuring the reaction force and displacement of the bushing at different compression levels, its radial and axial stiffness characteristics can be obtained.

[0066] The bushing is subjected to torsion tests in the yaw and torsion directions to simulate the force applied to the vehicle when turning or when the suspension system is twisted. By measuring the reaction force and displacement of the bushing at different torsion angles, its stiffness characteristics in the yaw and torsion directions can be obtained.

[0067] The stiffness characteristics of the bushing in various directions obtained from the experimental results will be used as the parameter source for the static simulation in this application. These parameters will be used to build an equivalent model of the bushing to improve the accuracy and reliability of the simulation.

[0068] Through the above step 110, the stiffness characteristics of the bushing in multiple directions can be obtained, providing key physical parameters for the entire simulation process, thereby more accurately simulating the dynamic behavior of the vehicle.

[0069] In these optional embodiments, the stiffness data is analytically converted to obtain corresponding stiffness relationships in multiple directions. This further improves the accuracy of the stiffness relationship and provides more accurate input for subsequent simulation modeling. Comprehensive acquisition of stiffness data and accurate stiffness relationships helps to improve the credibility of the entire simulation process, making the simulation results closer to the actual situation and providing engineers with more reliable design and analysis basis.

[0070] In one embodiment, the above step 120 may specifically perform the following steps:

[0071] S121, for any first data among the plurality of stiffness data, convert the unit of the first data to obtain initial data, where the initial data includes a plurality of first displacement data and a plurality of first force data in a first direction, where the first direction is one of the plurality of directions;

[0072] S122, performing curve fitting on the plurality of first displacement data and the plurality of first force data to obtain a polynomial relationship between the plurality of first displacement data and the plurality of first force data in the initial data;

[0073] S123, based on the polynomial relationship, obtaining a plurality of target force data corresponding to a plurality of target displacement data within a preset displacement value range;

[0074] S124, performing relationship matching on the plurality of target displacement data and the plurality of target force data to obtain a stiffness relationship corresponding to the first data in the first direction.

[0075] In an embodiment, the plurality of directions includes at least two of radial, axial, yaw, and torsion.

[0076] Optionally, in a specific implementation of the present application, it is necessary to introduce a stiffness curve of a vehicle bushing, and establish radial, axial, yaw and torsion stiffness curves in a simulation model.

[0077] Specifically, the data obtained from the stiffness experiment (i.e., multiple stiffness data obtained through S110) are first processed to make their units consistent with the finite element model units. Taking the axial stiffness curve as an example, the experimental result data is used to establish an axial stiffness curve with displacement (mm) as the horizontal coordinate and force (N) as the vertical coordinate, and the polynomial relationship between force and displacement is fitted. Then, according to the actual displacement range [-9,9], the force values ​​corresponding to the displacement values ​​of -9, -8, -7...7, 8, 9 are taken to obtain a simplified force-displacement curve, which is input into the simulation software in the form of a table to obtain the stiffness curve of the vehicle bushing in the axial direction. This curve can define the axial stiffness of the equivalent bushing model.

[0078] In these optional embodiments, the stiffness data obtained by processing the experiment is ensured to be consistent with the finite element model in terms of its unit system, thereby ensuring accuracy during the simulation process. Unit consistency helps to avoid errors and inaccuracies caused by unit mismatch. By selecting a series of displacement values ​​within the actual displacement range and calculating the corresponding force values, a simplified force-displacement curve is obtained. This simplified curve form is more suitable for input into the simulation software, making the simulation process more efficient. The simplified force-displacement curve is input into the simulation software in the form of a table, providing clear input parameters for the stiffness in different directions. This helps to define the stiffness of the equivalent bushing model in different directions in the simulation, making the simulation results closer to reality. This will help to establish a more accurate simulation model, improve the accuracy of the simulation, and provide a reliable basis for the design and optimization of the automotive chassis system.

[0079] In general, the introduction of stiffness curve and related processing can help to describe the stiffness characteristics of vehicle bushings more realistically and accurately, improve the credibility of the simulation model, and provide more reliable simulation results for engineering design and optimization.

[0080] In one embodiment, the equivalent model includes an equivalent bushing, the equivalent bushing includes an equivalent bushing shaft, an equivalent bushing outer wall and an equivalent connector, and the equivalent connector is used to install the equivalent bushing; the first finite element model includes a spring unit, and the spring unit is used to simulate the equivalent bushing; the above step 200 can specifically perform the following steps:

[0081] S210, applying the stiffness relationships corresponding to the vehicle bushing in multiple directions to the spring unit, so that the spring unit simulates the actual displacement relationship of the vehicle bushing.

[0082] In these optional embodiments, by applying the corresponding stiffness relationship of the vehicle bushing in multiple directions to the spring unit, the simulation of the actual displacement relationship of the vehicle bushing by the spring unit is achieved. This helps to more realistically reflect the deformation behavior of the vehicle bushing in different directions. The displacement relationship of the spring unit matches the stiffness relationship of the vehicle bushing, improving the accuracy of the equivalent model. This ensures that the mechanical response of the equivalent bushing shaft, the equivalent bushing outer wall and the equivalent bushing during the simulation process is closer to the actual situation.

[0083] By applying a realistic stiffness relationship, the simulation of the spring element is more stable, reducing the errors that may occur in the simulation. This helps to improve the stability and reliability of the simulation.

[0084] In general, by applying the stiffness relationship of the vehicle bushing to the spring unit in step S210, the accuracy and simulation stability of the equivalent model are improved, providing a more reliable basis for subsequent simulation analysis.

[0085] In one embodiment, the first finite element model further includes a first rigid unit and a second rigid unit;

[0086] The first rigid unit is used to simulate the equivalent bushing shaft, the main node of the first rigid unit is set at the center position of the spring unit, and the slave node of the first rigid unit is connected to the main node of the equivalent connector;

[0087] The second rigid unit is used to simulate the outer wall of the equivalent bushing, the outer wall of the equivalent bushing is sleeved on the equivalent bushing shaft, the main node of the second rigid unit is connected to one end of the spring unit, and the slave node of the second rigid unit is any unit node on the surface of the outer wall of the equivalent bushing;

[0088] The first rigid unit and the second rigid unit are respectively arranged at two ends of the spring unit.

[0089] The above step 200 may specifically perform the following steps:

[0090] S220, fixing the degrees of freedom of the first rigid unit and the second rigid unit in six directions.

[0091] In one embodiment, the first finite element model further includes a local coordinate system, the local coordinate system corresponds to the spring unit, and the stiffness relationships corresponding to the vehicle bushing in multiple directions respectively correspond to the local coordinate system.

[0092] Optionally, in a specific implementation of the present application, as Figure 2 , which is a schematic diagram of the structure of the first finite element model, wherein 6 is the second rigid unit, 7 is the local coordinate system, 8 is the spring unit, and 9 is the first rigid unit.

[0093] Specifically, 9-the first rigid unit, a main node is located at the center of the bushing, and two slave nodes 91 are respectively connected to the main nodes of the equivalent bolts (i.e., the equivalent connector), and the six degrees of freedom are fixed to simulate the bushing shaft modeling, wherein the main node of the equivalent connector and the slave node of the first rigid unit are set as a common node.

[0094] 8-spring unit, both points are in the center of the bushing, one end is connected to 9-first rigid unit, and the other end is connected to 6-second rigid unit, to establish the connection between the bushing shaft and the outer wall of the bushing, simulate the deformation caused by the bushing force, and assign the stiffness curve obtained in steps 121-124 to the spring unit.

[0095] 7-Local coordinate system. Each spring unit needs to establish a local coordinate system, because the stiffness curve corresponds to the coordinate system of the spring.

[0096] 6- The second rigid unit, the main node is connected to one end of the spring unit, and the slave nodes are all the unit nodes on the inner surface of the outer wall of the bushing, and the six degrees of freedom are fixed.

[0097] Optionally, in the embodiment of the present application, the connection relationship between the first rigid unit, the spring unit and the second rigid unit is introduced to simulate the interaction between the bushing shaft and the bushing outer wall. By assigning a stiffness curve to the spring unit, a true simulation of the deformation behavior of the bushing caused by forces in multiple directions is achieved.

[0098] And the setting of the first rigid unit and the second rigid unit simplifies the modeling structure of the equivalent bushing and reduces the complexity of modeling, which helps to improve the modeling efficiency and reduce potential errors in the modeling process. The spring unit connects the first rigid unit and the second rigid unit, accurately reflecting the connection relationship between the bushing shaft and the outer wall, which helps the simulation to more accurately capture the deformation of the bushing when it is subjected to force.

[0099] By establishing a local coordinate system and adopting the structure of the first rigid unit, the spring unit, and the second rigid unit, it helps to improve the accuracy of the simulation. This ensures that the equivalent bushing model is closer to the actual working conditions in the simulation analysis and improves the credibility of the simulation results. Overall, the adoption of this modeling form simplifies the modeling process while maintaining the accuracy of the simulation, improves the modeling efficiency, and ensures that the simulation results are more realistic and reliable.

[0100] In these optional embodiments, the first rigid unit simulates the equivalent bushing shaft, the main node is set at the center of the equivalent bushing, and the outer wall and the shaft are connected by an equivalent connector, so as to realize the real simulation of the internal structure of the bushing. The second rigid unit simulates the equivalent bushing outer wall, which is connected to the spring unit, and accurately reflects the force and deformation of the outer wall of the bushing. By setting the degrees of freedom of the first rigid unit and the second rigid unit in six directions to be fixed, the stability and authenticity of the equivalent bushing shaft and the outer wall during the simulation are ensured. The introduction of a local coordinate system, corresponding to the spring unit, realizes the mutual correspondence between the stiffness relationship corresponding to the vehicle bushing in multiple directions and the local coordinate system, which helps to more accurately apply the pre-acquired stiffness relationship to the first finite element model. In summary, the simulation modeling method in this embodiment can simulate the structure of the equivalent bushing more realistically, and improves the accuracy of the simulation by fixing the degrees of freedom and introducing a local coordinate system.

[0101] In one embodiment, the above step 300 may specifically perform the following steps:

[0102] S310, based on the pre-acquired physical structure of the thrust rod, solid unit modeling is performed on the physical structures of multiple components in the thrust rod to obtain multiple simulation components corresponding to the multiple components, the second finite element model includes the multiple simulation components, and each simulation component is a tetrahedron unit.

[0103] Optionally, in a specific implementation of the present application, the physical structure of the thrust rod can be first divided into multiple independent components, each of which corresponds to a functional part or a specific area in the thrust rod. For each divided component, a solid unit model is constructed using tetrahedral units, which are suitable for modeling complex structures. When establishing the simulation components, the connection relationship between them is considered, and appropriate connection nodes or boundary conditions are set according to the actual structure and physical connection to ensure that there are correct constraints and connections between the simulation components.

[0104] Appropriate material properties can then be assigned to each simulated component, including material type, density, elastic modulus, etc. These properties need to be reasonably set based on the actual material properties and experimental data. Subsequently, appropriate loading conditions are set for the simulated components based on the actual stress conditions of the thrust rod in operation to simulate the stress conditions under real working conditions. Through the above steps, a solid unit model of the thrust rod can be established in the finite element simulation, in which each simulated component is composed of tetrahedral units to more accurately simulate the structure and performance of the thrust rod.

[0105] Optionally, in the embodiments of the present application, Figure 3 As shown, it is a schematic diagram of the partial structure of the thrust rod of the embodiment of the present application, including 1-support, 2-ball head, 3-bushing, 4-sleeve.

[0106] like Figure 4 As shown, Figure 4 This is the second finite element model of the thrust rod of the embodiment of the present application. It should be noted that, in some embodiments, the equivalent model and the second finite element model are the same model. Specifically, in some embodiments, the first finite element model can be superimposed on the second finite element model, so that the second finite element model can also include 11-equivalent support, 21-equivalent ball head, 31-equivalent bushing outer wall, 51-equivalent sleeve, 41-equivalent bolt (i.e., equivalent connector), 61-equivalent bushing shaft, wherein 11-support, 21-equivalent ball head, 31-equivalent bushing outer wall, 51-equivalent sleeve are all modeled using solid units, 5mm tetrahedral units.

[0107] In these optional embodiments, the thrust rod entity structure is accurately modeled as multiple simulation components, each represented by a tetrahedral unit. This helps to more accurately capture the structural response of the thrust rod and improve the accuracy of finite element simulation. The detailed component modeling enables more accurate prediction of the mechanical behavior of the thrust rod under different working conditions, which helps to improve design accuracy and optimize thrust rod performance.

[0108] In one embodiment, the above step 400 may specifically perform the following steps:

[0109] S410, obtaining the actual loading state of the vehicle thrust rod and the vehicle bushing on the vehicle;

[0110] S420, performing simulation loading on the first finite element model and the second finite element model based on the actual loading state to obtain simulation results;

[0111] S430, performing strength verification on the first finite element model and the second finite element model to obtain verification results;

[0112] S440, analyzing the simulation results and the verification results to obtain an analysis report.

[0113] Optionally, in a specific implementation of the present application, first, the actual loading condition of the thrust rod in the vehicle is determined, including external loads, constraints, etc. Then, the previously defined loading conditions are applied in the first finite element model and the second finite element model to simulate various forces and constraints to which the thrust rod is subjected under actual working conditions. Then, the finite element analysis software can be run to perform static analysis and calculate parameters such as force, displacement, and deformation of the thrust rod under loading conditions.

[0114] It is also possible to perform strength checks on various parts of the thrust rod based on the mechanical properties of the material to ensure that no excessive deformation or damage occurs when subjected to loads under actual working conditions.

[0115] After the finite element analysis software simulation is completed, key simulation results such as force distribution and deformation can be extracted from the finite element analysis software. The extracted simulation results can then be analyzed to evaluate the performance of the thrust rod under loading conditions and check whether it meets the design requirements and strength verification standards. Finally, a simulation report can be written to clearly present the analysis results, key parameters and conclusions so that engineers, designers and other relevant personnel can understand the simulation results. The generated simulation report can be output as a document or other visual form for further discussion, review and decision-making.

[0116] In these optional embodiments, through simulation analysis, the load-bearing performance of the thrust rod under actual working conditions, including force distribution, displacement, etc., can be comprehensively evaluated. By analyzing the simulation results, possible problems in the thrust rod structure can be identified and solved, thereby optimizing the structure. Discovering problems through simulation analysis during the design phase can avoid unexpected problems that occur in actual manufacturing and testing, thereby reducing development costs. Through simulation analysis, the number of tests on actual physical samples can be reduced, thereby improving R&D efficiency. Through static analysis and strength verification, it can be ensured that the thrust rod has sufficient strength and stability in actual work, thereby improving product quality.

[0117] Overall, static simulation analysis and strength verification help to quickly and accurately evaluate product performance during the design phase, thereby achieving a more efficient and reliable product development process.

[0118] Optionally, in the embodiment of the present application, the process of constructing the first finite element model and the second finite element model is fast and efficient, especially the construction of the equivalent bushing unit, which reduces the structural complexity of the bushing fine modeling and the complexity of material property fitting. The method of directly introducing bushing experimental data in static simulation greatly improves the simulation accuracy, so that the deformation of the equivalent bushing can be highly consistent with the experimental results.

[0119] Figure 5 A schematic structural diagram of a simulation modeling device provided in another embodiment of the present application is shown. For ease of explanation, only the parts related to the embodiment of the present application are shown.

[0120] Reference Figure 5 , the simulation modeling device may include:

[0121] A generation module 501 is used to perform parameter matching on the pre-acquired stiffness relationships corresponding to the vehicle bushing in multiple directions, and generate an equivalent model of the vehicle bushing, wherein the stiffness relationship is used to characterize the corresponding relationship between the displacement and force of the vehicle bushing;

[0122] A first construction module 502 is used to construct a first finite element model of the vehicle bushing based on the equivalent model and a preset finite element construction rule, wherein the first finite element model is a one-dimensional finite element model;

[0123] A second construction module 503 is used to construct a second finite element model of the vehicle thrust rod based on the pre-acquired physical structure of the vehicle thrust rod, the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod;

[0124] The analysis module 504 is used to perform static simulation analysis on the first finite element model and the second finite element model to obtain an analysis report, which includes simulation results of the vehicle thrust rod under different working conditions.

[0125] In one embodiment, the simulation modeling device may further include:

[0126] The experimental module is used to perform compression and torsion tests on the vehicle bushings to obtain multiple stiffness data corresponding to the vehicle bushings in multiple directions;

[0127] The analytical module is used to perform analytical conversion on the stiffness data to obtain the stiffness relationships corresponding to the vehicle bushing in multiple directions.

[0128] In one embodiment, the parsing module may include:

[0129] A first conversion submodule is used for performing unit conversion on any first data among the plurality of stiffness data to obtain initial data, where the initial data includes a plurality of first displacement data and a plurality of first force data in a first direction, where the first direction is one of the plurality of directions;

[0130] A fitting submodule, used for performing curve fitting on the plurality of first displacement data and the plurality of first force data to obtain a polynomial relationship between the plurality of first displacement data and the plurality of first force data in the initial data;

[0131] A first acquisition submodule is used to acquire a plurality of target force data corresponding to a plurality of target displacement data within a preset displacement value range based on a polynomial relationship;

[0132] The first matching submodule is used to match the relationship between the multiple target displacement data and the multiple target force data to obtain the stiffness relationship corresponding to the first data in the first direction.

[0133] In an embodiment, the plurality of directions includes at least two of radial, axial, yaw, and torsion.

[0134] In one embodiment, the equivalent model includes an equivalent bushing, the equivalent bushing includes an equivalent bushing shaft, an equivalent bushing outer wall and an equivalent connector, and the equivalent connector is used to install the equivalent bushing; the first finite element model includes a spring unit, and the spring unit is used to simulate the equivalent bushing; the first building module 502 may include:

[0135] The first applying submodule is used to apply the stiffness relationships corresponding to the vehicle bushing in multiple directions to the spring unit, so that the spring unit simulates the actual displacement relationship of the vehicle bushing.

[0136] In one embodiment, the first finite element model further includes a first rigid unit, a second rigid unit, and a third rigid unit;

[0137] The first rigid unit is used to simulate the equivalent bushing shaft, the main node of the first rigid unit is set at the center position of the spring unit, and the slave node of the first rigid unit is connected to the main node of the equivalent connector;

[0138] The second rigid unit is used to simulate the outer wall of the equivalent bushing, the outer wall of the equivalent bushing is sleeved on the equivalent bushing shaft, the main node of the second rigid unit is connected to one end of the spring unit, and the slave node of the second rigid unit is any unit node on the surface of the outer wall of the equivalent bushing;

[0139] The first rigid unit and the second rigid unit are respectively arranged at two ends of the spring unit; the first building module 502 may also include:

[0140] A submodule is provided to fix the degrees of freedom of the first rigid unit and the second rigid unit in six directions.

[0141] In one embodiment, the first finite element model further includes a local coordinate system, the local coordinate system corresponds to the spring unit, and the stiffness relationships corresponding to the vehicle bushing in multiple directions respectively correspond to the local coordinate system.

[0142] In one embodiment, the second building module 503 may include:

[0143] The modeling submodule is used to perform solid unit modeling on the solid structure of multiple components in the thrust rod based on the pre-acquired solid structure of the thrust rod, and obtain multiple simulation components corresponding to the multiple components. The second finite element model includes multiple simulation components, and each simulation component is a tetrahedral unit.

[0144] In one embodiment, the analysis module 504 may include:

[0145] The second acquisition submodule is used to acquire the actual loading state of the vehicle thrust rod and the vehicle bushing on the vehicle;

[0146] A loading submodule, used to simulate loading of the first finite element model and the second finite element model based on an actual loading state to obtain a simulation result;

[0147] A verification submodule, used for performing strength verification on the first finite element model and the second finite element model to obtain verification results;

[0148] The analysis submodule is used to analyze the simulation results and verification results to obtain an analysis report.

[0149] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application, and are devices corresponding to the above-mentioned battery thermal runaway warning method. All implementation methods in the above-mentioned method embodiment are applicable to the embodiments of the device. Its specific functions and technical effects can be found in the method embodiment part, which will not be repeated here.

[0150] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0151] Figure 6 A schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application is shown.

[0152] The device may include a processor 601 and a memory 602 storing program instructions.

[0153] When the processor 601 executes the program, the steps in any of the above method embodiments are implemented.

[0154] Exemplarily, the program may be divided into one or more modules / units, one or more modules / units are stored in the memory 602 and executed by the processor 601 to complete the present application. One or more modules / units may be a series of program instruction segments capable of completing a specific function, and the instruction segments are used to describe the execution process of the program in the device.

[0155] Specifically, the processor 601 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0156] The memory 602 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 602 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 602 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 602 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 602 is a non-volatile solid-state memory.

[0157] The memory may include read-only memory (ROM), random access memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical or other physical / tangible memory storage devices. Thus, typically, the memory includes one or more tangible (non-transitory) readable storage media (e.g., memory devices) encoded with software including computer executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0158] The processor 601 implements any one of the methods in the above embodiments by reading and executing program instructions stored in the memory 602 .

[0159] In one example, the electronic device may further include a communication interface 603 and a bus 610. The processor 601, the memory 602, and the communication interface 603 are connected via the bus 610 and communicate with each other.

[0160] The communication interface 603 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0161] Bus 610 includes hardware, software or both, and the parts of online data flow billing equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front-end bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 610 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the present application considers any suitable bus or interconnection.

[0162] In addition, in combination with the method in the above embodiment, the embodiment of the present application can provide a storage medium for implementation. The storage medium stores program instructions; when the program instructions are executed by a processor, any one of the methods in the above embodiment is implemented.

[0163] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface and the processor are coupled, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0164] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0165] An embodiment of the present application provides a computer program product, which is stored in a storage medium. The program product is executed by at least one processor to implement the various processes of the above-mentioned method embodiment and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0166] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0167] The functional modules shown in the above block diagram can be implemented as hardware, software, firmware or their combination. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), suitable firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. Programs or code segments can be stored in machine-readable media, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable media" can include any medium that can store or transmit information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. Code segments can be downloaded via computer grids such as the Internet, intranets, etc.

[0168] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0169] Aspects of the present disclosure are described above with reference to the flowchart and / or block diagram of the method, device (system) and program product according to the embodiment of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer program instructions. These program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the implementation of the function / action specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs a specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0170] The above are only specific implementation methods of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A simulation modeling method, It is characterized in that The method comprises: Performing parameter matching on the pre-acquired stiffness relationships corresponding to the vehicle bushing in multiple directions to generate an equivalent model of the vehicle bushing, wherein the stiffness relationship is used to characterize the corresponding relationship between the displacement and force of the vehicle bushing; Based on the equivalent model and the preset finite element construction rule, construct a first finite element model of the vehicle bushing, wherein the first finite element model is a one-dimensional finite element model; Based on the pre-acquired physical structure of the vehicle thrust rod, construct a second finite element model of the vehicle thrust rod, wherein the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod; Static simulation analysis is performed on the first finite element model and the second finite element model to obtain an analysis report, wherein the analysis report includes simulation results of the vehicle thrust rod under different working conditions.

2. The method according to claim 1, It is characterized in that Before performing parameter matching on the pre-acquired stiffness relationships corresponding to the vehicle bushing in multiple directions to generate an equivalent model of the vehicle bushing, the method further includes: Performing a compression test and a torsion test on the vehicle bushing to obtain a plurality of stiffness data corresponding to the vehicle bushing in a plurality of directions; The stiffness data is analytically transformed to obtain stiffness relationships corresponding to the vehicle bushing in multiple directions.

3. The method according to claim 2, It is characterized in that The analytical conversion of the stiffness data to obtain stiffness relationships corresponding to the vehicle bushing in multiple directions includes: For any first data among the plurality of stiffness data, convert the unit of the first data to obtain initial data, wherein the initial data includes a plurality of first displacement data and a plurality of first force data in a first direction, wherein the first direction is one of the plurality of directions; Performing curve fitting on the plurality of first displacement data and the plurality of first force data to obtain a polynomial relationship between the plurality of first displacement data and the plurality of first force data in the initial data; Based on the polynomial relationship, a plurality of target force data corresponding to a plurality of target displacement data within a preset displacement value range are obtained; The plurality of target displacement data and the plurality of target force data are matched to obtain a stiffness relationship corresponding to the first data in the first direction.

4. The method according to any one of claims 1 to 3, It is characterized in that The plurality of directions include at least two of radial, axial, yaw, and torsion.

5. The method according to claim 1, It is characterized in that The equivalent model includes an equivalent bushing, and the equivalent bushing includes an equivalent bushing shaft, an equivalent bushing outer wall and an equivalent connector, and the equivalent connector is used to install the equivalent bushing; the first finite element model includes a spring unit, and the spring unit is used to simulate the equivalent bushing; The step of constructing a first finite element model of the vehicle bushing based on the equivalent model and a preset finite element construction rule comprises: The stiffness relationships corresponding to the vehicle bushing in multiple directions are applied to the spring unit so that the spring unit simulates the actual displacement relationship of the vehicle bushing.

6. The method according to claim 5, It is characterized in that The first finite element model also includes a first rigid unit and a second rigid unit; The first rigid unit is used to simulate the equivalent bushing shaft, the main node of the first rigid unit is set at the center position of the spring unit, and the slave node of the first rigid unit is connected to the main node of the equivalent connector; The second rigid unit is used to simulate the outer wall of the equivalent bushing, the outer wall of the equivalent bushing is sleeved on the equivalent bushing shaft, the main node of the second rigid unit is connected to one end of the spring unit, and the slave node of the second rigid unit is any unit node on the surface of the outer wall of the equivalent bushing; The first rigid unit and the second rigid unit are respectively arranged at two ends of the spring unit; The step of constructing a first finite element model of the vehicle bushing based on the equivalent model and a preset finite element construction rule comprises: The degrees of freedom of the first rigid unit and the second rigid unit in six directions are fixedly arranged.

7. The method according to claim 5, It is characterized in that The first finite element model further includes a local coordinate system, the local coordinate system corresponds to the spring unit, and the stiffness relationships of the vehicle bushing in multiple directions respectively correspond to the local coordinate system.

8. The method according to claim 1, It is characterized in that The constructing a second finite element model of the vehicle thrust rod based on the pre-acquired physical structure of the vehicle thrust rod comprises: Based on the pre-acquired physical structure of the thrust rod, the physical structures of multiple components in the thrust rod are modeled by solid elements to obtain multiple simulation components corresponding to the multiple components. The second finite element model includes the multiple simulation components, and each simulation component is a tetrahedral element.

9. The method according to claim 1, It is characterized in that Perform static simulation analysis on the first finite element model and the second finite element model to obtain an analysis report, including: Acquiring actual loading states of the vehicle thrust rod and the vehicle bushing on the vehicle; Based on the actual loading state, simulate loading is performed on the first finite element model and the second finite element model to obtain simulation results; Performing strength verification on the first finite element model and the second finite element model to obtain verification results; The simulation results and the verification results are analyzed to obtain the analysis report.

10. A simulation modeling device, It is characterized in that The device comprises: A generation module, used for performing parameter matching on the pre-acquired stiffness relationships corresponding to the vehicle bushing in multiple directions, and generating an equivalent model of the vehicle bushing, wherein the stiffness relationship is used to characterize the corresponding relationship between the displacement and force of the vehicle bushing; A first construction module, configured to construct a first finite element model of the vehicle bushing based on the equivalent model and a preset finite element construction rule, wherein the first finite element model is a one-dimensional finite element model; A second construction module is used to construct a second finite element model of the vehicle thrust rod based on the pre-acquired physical structure of the vehicle thrust rod, wherein the second finite element model is a three-dimensional finite element model, and the vehicle bushing is arranged on the vehicle thrust rod; The analysis module is used to perform static simulation analysis on the first finite element model and the second finite element model to obtain an analysis report, wherein the analysis report includes simulation results of the vehicle thrust rod under different working conditions.

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