Vehicle body chassis abuse strength analysis method

Abstract

The invention provides a vehicle body chassis abuse strength analysis method, which comprises the following steps: acquiring a tire model established based on a tire test result and a virtual road surface generated based on abuse test field road surface information, and establishing a whole vehicle multi-body model through an elastic element test, importing the tire model and the virtual road surface into the whole vehicle multi-body model to perform a virtual test, performing peak-valley value load extraction on the obtained virtual load history curve of the vehicle body chassis attachment point and taking the peak-valley value load as an abuse load to obtain an abuse load data set, and constraining each preset local finite element model of the vehicle body chassis to obtain an abuse load data set; performing loading operation on each preset local finite element model based on the abuse load data set to obtain virtual stress-strain data of each preset local finite element model so as to evaluate the abuse strength of the vehicle body chassis according to the virtual stress-strain data; the vehicle driving state under the actual abuse working condition can be simulated more accurately, it is ensured that the accurate and effective abuse load is provided, and then the accuracy of abuse strength analysis is improved.

Description

Technical Field

[0001] This application relates to the field of automotive performance development, and particularly to a method for analyzing the abuse strength of a vehicle body chassis. Background Art

[0002] The abuse strength of a vehicle body chassis, also known as the misuse strength of the vehicle body chassis, mainly measures the strength and durability that the vehicle body chassis and its related components can withstand under abnormal, extreme, or harsh working conditions such as hard acceleration, hard deceleration, launch start, oblique collision, curb-hugging steering, driving onto a curb, and crossing a ditch or bump. With the rapid development of the automotive industry and the continuous improvement of consumers' requirements for vehicle performance, it has become particularly important to accurately evaluate the abuse strength of a vehicle body chassis in the early stage of vehicle development. This can not only ensure the safety of the vehicle under harsh conditions but also improve the durability of the vehicle and user satisfaction.

[0003] Currently, in the early stage of vehicle development, it is impossible to conduct abuse vehicle tests. The abuse working conditions mainly come from the experience-based working conditions of vehicle manufacturers, which may have a large difference from the real road conditions. The accuracy of the evaluation of abuse strength is not high, which easily leads to over-design or under-design in the early stage of vehicle development, resulting in a significant increase in the number of test rounds and costs in the later stage. Seriously, it may even cause mold repair or even re-molding of some parts, increasing the development cost and delaying the development progress. Summary of the Invention

[0004] In view of the above-mentioned disadvantages of the prior art, this application provides a method for analyzing the abuse strength of a vehicle body chassis to solve the technical problems that in the early stage of vehicle development, it is impossible to conduct abuse vehicle tests, the analysis of abuse working conditions mainly comes from the experience-based working conditions of vehicle manufacturers, which may have a large difference from the real road conditions, and the accuracy of the evaluation of abuse strength is not high.

[0005] This application provides a method for analyzing the abuse strength of a vehicle body chassis. The method includes: obtaining a tire model and a virtual road surface, and establishing a vehicle multi-body model through elastic element testing. Among them, the tire model is established based on tire test results, and the virtual road surface is generated based on the road surface information of an abuse test site; importing the tire model and the virtual road surface into the vehicle multi-body model and conducting virtual tests, extracting the peak-valley load of the virtual load history curve of the vehicle body chassis attachment points obtained from the virtual tests and using it as the abuse load to obtain an abuse load data set; constraining each preset local finite element model of the vehicle body chassis, and loading and running each preset local finite element model based on the abuse load data set to obtain the virtual stress-strain data of each preset local finite element model, so as to evaluate the abuse strength of the vehicle body chassis according to the virtual stress-strain data of all preset local finite element models.

[0006] In an embodiment of the present application, a vehicle multi-body model is established through elastic element testing, including: respectively performing stiffness tests on the bushing and the buffer block until the respective limit position limits of the bushing and the buffer block are reached, obtaining the bushing stiffness test result and the buffer block stiffness test result, where the elastic elements include the bushing and the buffer block; measuring the damping of the shock absorber under preset rate conditions to obtain the shock absorber damping test result, where the elastic elements further include the shock absorber; establishing the vehicle multi-body model according to the bushing stiffness test result, the buffer block stiffness test result, and the shock absorber damping test result.

[0007] In an embodiment of the present application, at least the front body finite element model, the rear body finite element model, the subframe finite element model, and the chassis component finite element model are included in all preset local finite element models.

[0008] In an embodiment of the present application, constraints are applied to each preset local finite element model of the vehicle body chassis, and each preset local finite element model is loaded and run based on the abuse load data set, including: if a preset local finite element model is the front body finite element model, applying six-degree-of-freedom constraints to the cross-section of the B-pillar in the front body finite element model, and applying two-degree-of-freedom constraints to the cross-section of the front energy absorber box in the front body finite element model, where the front body finite element model includes the body structure between the front energy absorber box and the B-pillar; determining the front body abuse load from the abuse load data set and applying it to the front shock absorber mounting seat in the front body finite element model; running the front body finite element model to obtain the virtual stress and strain data of the front body finite element model.

[0009] In an embodiment of the present application, constraints are applied to each preset local finite element model of the vehicle body chassis, and each preset local finite element model is loaded and run based on the abuse load data set, including: if a preset local finite element model is the rear body finite element model, applying six-degree-of-freedom constraints to the cross-section of the B-pillar in the rear body finite element model, where the rear body finite element model includes the body structure between the B-pillar and the rear bumper beam; determining the rear body abuse load from the abuse load data set and applying it to the rear shock absorber mounting seat and the rear spring mounting seat in the rear body finite element model; running the rear body finite element model to obtain the virtual stress and strain data of the rear body finite element model.

[0010] In an embodiment of the present application, constraints are imposed on each preset local finite element model of the vehicle body chassis, and each preset local finite element model is loaded and run based on the abuse load data set, including at least one of the following: If a preset local finite element model is the subframe finite element model and the subframe finite element model is a soft connection, six-degree-of-freedom constraints are imposed on one end of the six-way bush element in the subframe finite element model, where the six-way bush element is obtained by simplifying a bushing, and the other end of the six-way bush element is connected to the subframe in the subframe finite element model; Determine the subframe abuse load from the abuse load data set and apply it to the subframe hard points in the subframe finite element model; Run the subframe finite element model to obtain the virtual stress and strain data of the subframe finite element model; If a preset local finite element model is the subframe finite element model and the subframe finite element model is a hard connection, six-degree-of-freedom constraints are imposed on the body cut-off position in the subframe finite element model; Determine the subframe abuse load from the abuse load data set and apply it to the subframe hard points in the subframe finite element model; Run the subframe finite element model to obtain the virtual stress and strain data of the subframe finite element model.

[0011] In an embodiment of the present application, constraints are imposed on each preset local finite element model of the vehicle body chassis, and each preset local finite element model is loaded and run based on the abuse load data set, including: If a preset local finite element model is the chassis component finite element model, the chassis component finite element model is constrained by using the inertial release method; Determine the chassis component abuse load from the abuse load data set and apply it to the chassis component hard points in the chassis component finite element model; Run the chassis component finite element model to obtain the virtual stress and strain data of the chassis component finite element model.

[0012] In an embodiment of the present application, peak and valley load extraction is performed on the virtual load history curve of the vehicle body chassis attachment point obtained from the virtual test and used as the abuse load to obtain the abuse load data set, including: Performing slicing processing on the virtual load history curve to determine the peak load time and valley load time of each channel; Based on the peak load time and valley load time of each channel, extract the peak load and valley load of each channel from the load data set of each channel respectively, and use the peak load and valley load of each channel as the abuse load to form the abuse load data set.

[0013] In one embodiment of the present application, after obtaining the virtual stress and strain data of each preset local finite element model, the method includes: obtaining real vehicle abuse test data through a real vehicle abuse test; comparing the virtual load history curve with the actual load history curve of the body chassis attachment point in the real vehicle abuse test data, and correcting the parameters of the vehicle multi-body model according to the comparison result between the virtual load history curve and the actual load history curve.

[0014] In one embodiment of the present application, after correcting the parameters of the vehicle multi-body model according to the comparison result between the virtual load history curve and the actual load history curve, the method includes: conducting a virtual test based on the corrected vehicle multi-body model, extracting the peak and valley load values of the new virtual load history curve of the body chassis attachment point obtained from the virtual test as the abuse load to obtain a new abuse load data set; loading and running each preset local finite element model based on the new abuse load data set to obtain the new virtual stress and strain data of each preset local finite element model; comparing the new virtual stress and strain data of each preset local finite element model with the actual stress and strain data of the body chassis in the real vehicle abuse test data, and correcting the parameters of each preset local finite element model according to the comparison result between the new virtual stress and strain data and the actual stress and strain data.

[0015] Advantages of the present application: The present application provides a method for analyzing the abuse strength of a body chassis. This method establishes a vehicle multi-body model through elastic element testing, and combines the tire model and the real abuse test field road surface information to conduct virtual tests, thereby extracting the peak and valley load values of the body chassis attachment point as the abuse load for abuse strength analysis. It can more accurately simulate the vehicle driving state under actual abuse conditions. Compared with the method relying on the experience of vehicle manufacturers, it can effectively reduce the difference from the real road conditions, ensure the provision of accurate and effective abuse loads for subsequent abuse strength assessment, and thus improve the accuracy of abuse strength analysis. Moreover, this method can effectively replace the real vehicle abuse test in the early stage of development, so that designers can identify body chassis structure problems according to the evaluation results of abuse strength in the early stage of development and optimize the vehicle design in a timely manner, thereby avoiding the cracking problem of the real vehicle abuse test in the later stage in advance, providing strong technical support for the safe and reliable design of the vehicle, and effectively shortening the development cycle and saving development costs.

[0016] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a flowchart of a method for analyzing the abuse strength of a body chassis shown in an exemplary embodiment of the present application;

[0018] Figure 2 It is a schematic diagram of the front body finite element model shown in a specific embodiment of the present application;

[0019] Figure 3 It is a schematic diagram of the rear body finite element model shown in a specific embodiment of the present application;

[0020] Figure 4(a) is a schematic diagram of the subframe finite element model with soft connection shown in a specific embodiment of the present application;

[0021] Figure 4(b) is a schematic diagram of the subframe finite element model with hard connection shown in a specific embodiment of the present application;

[0022] Figure 5 It is a flowchart of the body chassis abuse strength analysis shown in a specific embodiment of the present application;

[0023] Figure 6 It is a schematic structural diagram of an electronic device shown in an exemplary embodiment of the present application. Specific Embodiments

[0024] The following uses specific specific examples to illustrate the implementation manners of the present application. Those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. The present application can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0025] It should be noted that the drawings provided in the following embodiments only illustrate the basic concept of the present application in a schematic manner. Therefore, only the components related to the present application are shown in the drawings, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and ratio of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0026] It should be noted that in the present application, "first", "second", etc. are only used to distinguish similar objects, and are not used to limit the order or sequence of similar objects. The described "including", "having", etc. are deformed, indicating that the scope covered by the subject of this word does not exclude other examples except the examples shown by this word.

[0027] It can be understood that the various numerical numbers, step numbers, etc. recorded in the present application are for the convenience of description and are not used to limit the scope of the present application. The size of the reference numerals in the present application does not mean the order of execution. The execution order of each process should be determined by its function and internal logic.

[0028] In the following description, numerous specific details are explored to provide a more thorough explanation of the embodiments of the present application. However, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring the embodiments of the present application.

[0029] It should be noted that currently, real vehicle abuse tests cannot be carried out in the early stage of vehicle development. Generally, abuse intensity simulations are performed, and real vehicle abuse tests are only carried out in the test stage. In the early data stage, abuse intensity simulations are mainly carried out through empirical working conditions, which cannot correspond to the real road conditions and may have a large difference from the real road conditions. The evaluation accuracy of the abuse intensity is not high, and it is difficult to conduct test verification. This easily leads to over-design or under-design in the early stage of vehicle development, which will cause a great increase in the number of test rounds and test costs in the later stage. Seriously, it will even cause retooling or even re-molding of some parts, increasing the development cost and delaying the development progress. Moreover, most vehicle performance development analysis methods are mainly used for fatigue load extraction, and there is no suitable method to extract the abuse loads of the vehicle body chassis under abuse conditions.

[0030] To solve these problems, embodiments of the present application propose a method for analyzing the abuse intensity of a vehicle body chassis, an electronic device, a computer-readable storage medium, and a computer program product. These embodiments will be described in detail below.

[0031] An embodiment of the present application provides a method for analyzing the abuse strength of a vehicle body chassis, including: obtaining a tire model and a virtual road surface, and establishing a vehicle multi-body model through elastic element testing, where the tire model is established based on tire test results, and the virtual road surface is generated based on the road surface information of an abuse test site; importing the tire model and the virtual road surface into the vehicle multi-body model and conducting virtual tests, extracting the peak-valley load of the virtual load history curve of the vehicle body chassis attachment points obtained from the virtual tests as the abuse load, and obtaining an abuse load data set; constraining each preset local finite element model of the vehicle body chassis, and loading and running each preset local finite element model based on the abuse load data set to obtain the virtual stress and strain data of each preset local finite element model, so as to evaluate the abuse strength of the vehicle body chassis according to the virtual stress and strain data of all preset local finite element models. It can be seen that the technical solution of the embodiment of the present application conducts virtual tests through the vehicle multi-body model combined with the real road surface information of the abuse test site, can more accurately simulate the vehicle driving state under actual abuse conditions, and can effectively reduce the difference from the real road conditions compared with the method relying on the experience conditions of vehicle enterprises, ensuring that accurate and effective abuse loads are provided for subsequent abuse strength evaluation, thereby improving the accuracy of abuse strength analysis. Moreover, this technical solution can effectively replace the real vehicle abuse test in the early stage of development, so that designers can identify the vehicle body chassis structure problems according to the evaluation results of the abuse strength in the early stage of development and optimize the vehicle in time, thus avoiding the cracking problem of the real vehicle abuse test in the later stage in advance, providing strong technical support for the safe and reliable design of the vehicle, and effectively shortening the development cycle and saving the development cost.

[0032] Please refer to Figure 1 , Figure 1 which is a flowchart of a method for analyzing the abuse strength of a vehicle body chassis shown in an exemplary embodiment of the present application.

[0033] As Figure 1 shown, in an exemplary embodiment, the method for analyzing the abuse strength of the vehicle body chassis at least includes steps S110 to S130, which are introduced in detail as follows:

[0034] Step S110: Obtain a tire model and a virtual road surface, and establish a vehicle multi-body model through elastic element testing.

[0035] In an embodiment of the present application, the tire model is established based on tire test results, and the virtual road surface is generated based on the road surface information of the abuse test site. Tire tests can be carried out in advance, and based on the tire test results, an Ftire tire model, a Magic Formula tire model, a UniTire tire model, or other types of tire models can be built. Obtain the road surface information of the abuse test site, including at least one of the road surface size, slope, curvature, drainage performance, structural form, material properties, damage condition, strengthening coefficient, etc. of the abuse test site. Create a CGR virtual road surface file, an RGR virtual road surface file, or a virtual road surface in other formats according to the road surface information of the abuse test site. The road surface of the abuse test site is the real road surface used in the real vehicle abuse test. By generating a virtual road surface according to the real road surface information of the abuse test site, the difference from the real road condition can be effectively reduced, ensuring the accuracy of the abuse load extracted subsequently. Conduct elastic element tests, including at least one of bushing stiffness tests, bumper block stiffness tests, shock absorber damping tests, etc. Build a vehicle multi-body model based on the elastic element test results.

[0036] In an embodiment of the present application, a vehicle multi-body model is established through elastic element tests, including: respectively performing stiffness tests on the bushing and the buffer block until the respective limit positions of the bushing and the buffer block are reached, obtaining the bushing stiffness test result and the buffer block stiffness test result. The elastic elements include the bushing and the buffer block; under the preset rate condition, perform damping measurement on the shock absorber to obtain the shock absorber damping test result. The elastic elements also include the shock absorber; build a vehicle multi-body model according to the bushing stiffness test result, the buffer block stiffness test result, and the shock absorber damping test result.

[0037] In this embodiment, the stiffness of the bushing and the bumper block are respectively tested, and the damping of the shock absorber is measured, so as to build a vehicle multi-body model according to the bushing stiffness test result, the buffer block stiffness test result, and the shock absorber damping measurement result. Among them, the bushing test needs to reach the limit position of the bushing, the bumper block test needs to reach the limit position of the bumper block, and at the same time, the shock absorber damping measurement needs to be carried out under a high-speed state (i.e., the preset rate condition). Specifically, the respective limit positions of the bushing and the buffer block can be the limit non-linear positions, and the high-speed state means that the speed of the shock absorber is greater than 4 m / s, or other speed values. This embodiment tests the stiffness of the bushing and the buffer block to the limit position, tests the shock absorber damping under a high-speed state, and builds a vehicle multi-body model and extracts the abuse load through virtual tests based on this, which can further improve the accuracy of the abuse load.

[0038] In addition, before the virtual test, the multi-body vehicle model can be benchmarked for K&C (Kinematics & Compliance, the geometric kinematic characteristics and compliance of the suspension), and the relevant parameters of the multi-body vehicle model can be corrected according to the benchmarking results to improve the accuracy of the multi-body vehicle model, thereby further improving the accuracy of the abusive load extraction.

[0039] Step S120: Import the tire model and the virtual road surface into the multi-body vehicle model and conduct a virtual test. Extract the peak and valley load values from the virtual load history curve of the body-chassis attachment points obtained from the virtual test as the abusive load to obtain an abusive load data set.

[0040] In an embodiment of the present application, the tire model and the virtual road surface are imported into the multi-body vehicle model, and the VPG (Virtual Proven Ground) virtual technology is used to make the multi-body vehicle model run on the virtual road surface, obtain the virtual test results, and extract the load time history curve of the body and chassis attachment points from the virtual test results as the virtual load history curve. Then, the peak load and the valley load are extracted from the virtual load history curve as the abusive load, and an abusive load data set is formed based on the extracted multiple peak and valley load values. By conducting a virtual test using the virtual road surface built with the real abusive test field road surface information and extracting the peak and valley load values from the obtained virtual load history curve as the abusive load, the extraction of the abusive load can be completed, effectively ensuring the accuracy of the abusive load.

[0041] In an embodiment of the present application, the peak and valley load values are extracted from the virtual load history curve of the body-chassis attachment points obtained from the virtual test as the abusive load to obtain an abusive load data set, including: performing slicing processing on the virtual load history curve to determine the time moments of the peak load and the valley load of each channel; respectively extracting the peak load and the valley load of each channel from the load data set of each channel based on the time moments of the peak load and the valley load of each channel, and using the peak load and the valley load of each channel as the abusive load to form an abusive load data set.

[0042] In this embodiment, a swing arm with 3 hard points is taken as an example. Each hard point has 6 channel loads, namely Fx, Fy, Fz, Mx, My, and Mz. Among them, Fx is the global X-direction force, Fy is the global Y-direction force, Fz is the global Z-direction force, Mx is the global X-direction moment, My is the global Y-direction moment, and Mz is the global Z-direction moment. Each channel load has a positive maximum value (i.e., peak value) and a negative maximum value (valley value). It is necessary to select the peak value moment and valley value moment of each channel load. The number of selected moments is the number of hard points * 6 * 2, that is, 36 peak and valley value moments are selected. Then, the loads at these 36 peak and valley value moments are extracted to convert the dynamic impact analysis into 36 static load equivalent working condition analyses. In this embodiment, by performing slicing processing according to the virtual load history curve, determining the moments where the peak and valley value loads of each channel are located, and extracting the loads at these moments, the problem of a single transient working condition can be simplified into multiple static working condition problems.

[0043] Step S130, constrain each preset local finite element model of the vehicle body chassis, and perform loading and running on each preset local finite element model based on the abuse load dataset to obtain the virtual stress and strain data of each preset local finite element model, so as to evaluate the abuse strength of the vehicle body chassis according to the virtual stress and strain data of all preset local finite element models.

[0044] In an embodiment of the present application, the vehicle body chassis can be pre-divided, and according to the division result, each local finite element analysis model of the vehicle body chassis is created as each preset local finite element model. Alternatively, a TB (Trimmed Body, body with interior) model can be pre-created, and the structure of the vehicle body chassis is truncated and divided from the TB model to obtain each preset local finite element model. Then, set the boundary conditions of each preset local finite element model, select the abuse load corresponding to each preset local finite element model from the abuse load dataset and load it into its respective preset local finite element model. By running each preset local finite element model for simulation, obtain the simulation results of each preset local finite element model and extract the stress and strain data therein as the virtual stress and strain data. Among them, when each preset local finite element model is simulated, for sheet metal shell elements or thin-walled stamping parts units, the center stress and strain are output, and for cast solid units, the surface membrane unit corner (edge or corner) stress and strain are output.

[0045] When evaluating the abuse strength of the vehicle body chassis according to the virtual stress and strain data of all preset local finite element models, the plastic strain in the virtual stress and strain data can be selected for abuse strength evaluation. If the plastic strain in the virtual stress and strain data of each preset local finite element model is less than the elongation rate of the corresponding material, it is considered that the abuse strength of the vehicle body chassis is qualified; otherwise, it is considered unqualified.

[0046] In one embodiment of the present application, all the preset local finite element models at least include a front body finite element model, a rear body finite element model, a subframe finite element model, and a chassis component finite element model. If the front shock absorber mount is a casting, when creating the front body finite element model, second-order tetrahedral mesh division can be performed, the element type is selected as C3D10, and the membrane element M3D6 is wrapped on the outer surface. If the rear shock absorber and the rear spring mount are castings, when creating the rear body finite element model, second-order tetrahedral mesh division can be performed, the element type is selected as C3D10, and the membrane element M3D6 is wrapped on the outer surface. If the subframe is a casting, when creating the subframe finite element model, second-order tetrahedral mesh division can be performed, the element type is selected as C3D10, and the membrane element M3D6 is wrapped on the outer surface. If the chassis component is a casting, when creating the chassis component finite element model, second-order tetrahedral mesh division can be performed, the element type is selected as C3D10, and the membrane element M3D6 is wrapped on the outer surface.

[0047] Correspondingly, constraints are imposed on each preset local finite element model of the vehicle body chassis, and each preset local finite element model is loaded and run based on the abuse load data set to obtain the virtual stress and strain data of each preset local finite element model, including: imposing constraints on the front body finite element model and loading and running the front body finite element model based on the abuse load data set to obtain the virtual stress and strain data of the front body finite element model; imposing constraints on the rear body finite element model and loading and running the rear body finite element model based on the abuse load data set to obtain the virtual stress and strain data of the rear body finite element model; imposing constraints on the subframe finite element model and loading and running the subframe finite element model based on the abuse load data set to obtain the virtual stress and strain data of the subframe finite element model; imposing constraints on the chassis component finite element model and loading and running the chassis component finite element model based on the abuse load data set to obtain the virtual stress and strain data of the chassis component finite element model.

[0048] In one embodiment of the present application, imposing constraints on each preset local finite element model of the vehicle body chassis and loading and running each preset local finite element model based on the abuse load data set includes: if a preset local finite element model is the front body finite element model, imposing six-degree-of-freedom constraints on the cross-section of the B-pillar in the front body finite element model and imposing two-degree-of-freedom constraints on the cross-section of the front energy absorber box in the front body finite element model, where the front body finite element model includes the vehicle body structure between the front energy absorber box and the B-pillar; determining the front body abuse load from the abuse load data set and applying it to the front shock absorber mount in the front body finite element model; running the front body finite element model to obtain the virtual stress and strain data of the front body finite element model.

[0049] In this embodiment, it is possible to truncate in advance from the TB model and retain the body structure between the front energy absorption box section and the B-pillar as the front body finite element model. Please refer to Figure 2 , Figure 2 which is a schematic diagram of the front body finite element model shown in a specific embodiment of the present application. As shown in Figure 2 , for the front body finite element model, the six-degree-of-freedom constraints of 123456 are applied to the cross-section of the B-pillar, and the two-degree-of-freedom constraints of 23 are applied to the cross-section of the energy absorption box. The front shock absorber mounting seat is used as the loading point, and the abuse load of the front shock absorber mounting seat is extracted from the abuse load data set as the front body abuse load, and the abuse load of the front shock absorber mounting seat is applied to the front shock absorber mounting seat. Then, the front body finite element model is run to obtain the simulation result of the front body finite element model and extract the stress and strain data therein as the virtual stress and strain data of the front body finite element model for subsequent abuse strength assessment.

[0050] In an embodiment of the present application, constraints are applied to each preset local finite element model of the vehicle body chassis, and each preset local finite element model is loaded and run based on the abuse load data set, including: if a preset local finite element model is the rear body finite element model, then six-degree-of-freedom constraints are applied to the cross-section of the B-pillar in the rear body finite element model, where the rear body finite element model includes the body structure between the B-pillar and the rear bumper beam; the rear body abuse load is determined from the abuse load data set and applied to the rear shock absorber mounting seat and the rear spring mounting seat in the rear body finite element model; the rear body finite element model is run to obtain the virtual stress and strain data of the rear body finite element model.

[0051] In this embodiment, it is possible to truncate in advance from the TB model and retain the body structure after the B-pillar as the rear body finite element model. Please refer to Figure 3 , Figure 3 which is a schematic diagram of the rear body finite element model shown in a specific embodiment of the present application. As shown in Figure 3 , for the rear body finite element model, the six-degree-of-freedom constraints of 123456 are applied to the cross-section of the B-pillar. The rear shock absorber mounting seat and the rear spring mounting seat are used as the loading points, and the abuse loads of the rear shock absorber mounting seat and the rear spring mounting seat are extracted from the abuse load data set as the rear body abuse load, and the abuse load of the rear shock absorber mounting seat is applied to the rear shock absorber mounting seat, and the abuse load of the rear spring mounting seat is applied to the rear spring mounting seat. Then, the rear body finite element model is run to obtain the simulation result of the rear body finite element model and extract the stress and strain data therein as the virtual stress and strain data of the rear body finite element model for subsequent abuse strength assessment.

[0052] In one embodiment of the present application, constraining each preset local finite element model of the vehicle chassis, and loading and running each preset local finite element model based on the abuse load data set, includes at least one of the following:

[0053] If a preset local finite element model is a subframe finite element model, and the subframe finite element model is a soft connection, a six-way degree of freedom constraint is applied to one end of a six-way bush unit in the subframe finite element model, wherein the six-way bush unit is obtained by simplifying the bushing, and the other end of the six-way bush unit is connected to the subframe in the subframe finite element model; the subframe abuse load is determined from the abuse load data set and applied to the subframe hard point in the subframe finite element model; the subframe finite element model is run to obtain virtual stress and strain data of the subframe finite element model;

[0054] If a preset local finite element model is a subframe finite element model, and the subframe finite element model is hard-connected, a six-degree-of-freedom constraint is applied to a body truncation in the subframe finite element model; the subframe abuse load is determined from an abuse load data set and applied to a subframe hard point in the subframe finite element model; the subframe finite element model is run to obtain virtual stress-strain data of the subframe finite element model.

[0055] In this embodiment, there are two ways for the subframe finite element model, namely soft connection and hard connection. Please refer to FIG. 4(a). FIG. 4(a) is a schematic diagram of the subframe finite element model with soft connection shown in a specific embodiment of the present application. As shown in FIG. 4(a), for the subframe finite element model with soft connection, the bushing can be simplified into a six-direction bush element first. One end of the six-direction bush element is constrained with six-direction degrees of freedom 123456, and the other end of the six-direction bush element is connected to the subframe. The hard points of the subframe are used as loading points. The abuse load of the hard points of the rear subframe is extracted from the abuse load dataset as the abuse load of the subframe, and the abuse load of the hard points of the subframe is applied at the hard points of the subframe. Then, the subframe finite element model is run to obtain the simulation results of the subframe finite element model and extract the stress and strain data therein as the virtual stress and strain data of the subframe finite element model for subsequent abuse strength assessment. Please refer to FIG. 4(b). FIG. 4(b) is a schematic diagram of the subframe finite element model with hard connection shown in a specific embodiment of the present application. As shown in FIG. 4(b), for the subframe finite element model with hard connection, the first half of the vehicle body or the second half of the vehicle body + subframe can be intercepted from the TB model as the subframe finite element model. The six-direction degrees of freedom 123456 are constrained at the truncated part of the vehicle body. The hard points of the subframe are used as loading points. The abuse load of the hard points of the rear subframe is extracted from the abuse load dataset as the abuse load of the subframe, and the abuse load of the hard points of the subframe is applied at the hard points of the subframe. Then, the subframe finite element model is run to obtain the simulation results of the subframe finite element model and extract the stress and strain data therein as the virtual stress and strain data of the subframe finite element model for subsequent abuse strength assessment.

[0056] In an embodiment of the present application, each preset local finite element model of the vehicle body chassis is constrained, and each preset local finite element model is loaded and run based on the abuse load dataset, including: if a preset local finite element model is a chassis component finite element model, the inertia release method is used to constrain the chassis component finite element model; the abuse load of the chassis component is determined from the abuse load dataset and applied at the hard points of the chassis component in the chassis component finite element model; the chassis component finite element model is run to obtain the virtual stress and strain data of the chassis component finite element model.

[0057] In this embodiment, the chassis components include steering knuckles, swing arms, etc. For the chassis component finite element model, the inertia release method can be used. The hard points of the chassis component are used as loading points. The abuse load of the hard points of the chassis component is extracted from the abuse load dataset as the abuse load of the chassis component, and the abuse load of the chassis component is applied at the hard points of the chassis component. Then, the chassis component finite element model is run to obtain the simulation results of the chassis component finite element model and extract the stress and strain data therein as the virtual stress and strain data of the chassis component finite element model for subsequent abuse strength assessment.

[0058] In one embodiment of the present application, after obtaining the virtual stress-strain data of each preset local finite element model, the method includes: obtaining real vehicle abuse test data through a real vehicle abuse test; comparing the virtual load history curve with the actual load history curve of the body chassis attachment point in the real vehicle abuse test data, and correcting the parameters of the vehicle multi-body model according to the comparison result between the virtual load history curve and the actual load history curve.

[0059] In this embodiment, in the later stage of vehicle development, real vehicle verification can be carried out at an abuse test site, and relevant sensors such as acceleration, six-component force, three-component force, and strain can be arranged for signal acquisition. The acquired signals and test results are used as real vehicle abuse test data. The real vehicle abuse test data is compared with the virtual test results of the vehicle multi-body model, and the vehicle multi-body model is calibrated and parameter-corrected according to the comparison result, so as to further improve the simulation accuracy of the vehicle multi-body model, and further improve the accuracy of abuse load extraction.

[0060] In one embodiment of the present application, after correcting the parameters of the vehicle multi-body model according to the comparison result between the virtual load history curve and the actual load history curve, the method includes: performing a virtual test based on the corrected vehicle multi-body model, extracting the peak-valley load of the new virtual load history curve of the body chassis attachment point obtained from the virtual test as the abuse load, and obtaining a new abuse load data set; loading and running each preset local finite element model based on the new abuse load data set to obtain the new virtual stress-strain data of each preset local finite element model; comparing the new virtual stress-strain data of each preset local finite element model with the actual stress-strain data of the body chassis in the real vehicle abuse test data, and correcting the parameters of each preset local finite element model according to the comparison result between the new virtual stress-strain data and the actual stress-strain data.

[0061] In this embodiment, in the later stage of vehicle development, the real vehicle abuse test data of the real vehicle abuse test can also be compared with the simulation results of each preset local finite element model, and each preset local finite element model is calibrated and parameter-corrected according to the comparison result, so as to improve the simulation accuracy of each preset local finite element model, and further improve the accuracy of abuse intensity evaluation.

[0062] Please refer to Figure 5 , Figure 5 which is a flowchart of body chassis abuse intensity analysis shown in a specific embodiment of the present application. As Figure 5 shown, the body chassis abuse intensity analysis process is as follows:

[0063] 1. Conduct tire tests and build the Ftire tire model according to the tire test results;

[0064] 2. Model the characteristic road surface according to the size of the abuse test track road surface and create a CGR virtual road surface file;

[0065] 3. Build a vehicle multi-body model based on the test results of elastic components, complete the K&C benchmarking, and correct relevant parameters;

[0066] 4. Use VPG virtual technology to run the vehicle multi-body model on the virtual road surface and extract the load time history curves of the attachment points of the body and chassis;

[0067] 5. Perform slicing processing according to the load time history curve, determine the moments when the peak and valley loads of the channels are located, extract the loads at these moments, and simplify the single transient working condition problem into multiple static working condition problems;

[0068] 6. Apply constraint loading to the preset local finite element models such as the front body finite element model, the rear body finite element model, the subframe finite element model, and the chassis component finite element model respectively to obtain the simulation results of each preset local finite element model, and conduct abuse strength evaluation based on these simulation results;

[0069] 7. Conduct real vehicle verification in the abuse test track, arrange relevant sensors such as acceleration, six-component force, three-component force, and strain to collect signals, and calibrate and correct the parameters of the vehicle multi-body model and each preset local finite element model based on the collected signals and test results to improve the simulation accuracy.

[0070] For the detailed process of the specific embodiments of this application, please refer to the descriptions in the foregoing various embodiments, and details will not be repeated here. The technical solutions provided by the specific embodiments of this application use virtual road surface, Ftire tire model, and vehicle multi-body model to extract the load history curves of the body and chassis under transient large deformation abuse working conditions. Without the need to collect data from test vehicles during the data stage in the early stage of vehicle development, it can extract abuse loads and perform abuse strength analysis, which can avoid the problem of abuse cracking in later tests in advance, effectively shorten the development cycle, and save development costs.

[0071] This embodiment also provides an electronic device, including: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the body and chassis abuse strength analysis method provided in the foregoing various embodiments.

[0072] Please refer to Figure 6 , Figure 6 which is a schematic structural diagram of an electronic device shown in an exemplary embodiment of this application. It should be noted that Figure 6 the electronic device 600 shown is only an example and should not bring any limitations to the functions and usage scope of the embodiments of this application.

[0073] As shown Figure 6 As shown, the electronic device 600 includes a processor 601, a memory 602, and a communication bus 603; the communication bus 603 is used to connect the processor 601 and the memory 602; the processor 601 is used to execute the computer program stored in the memory 602 to implement the method of one or more of the above embodiments.

[0074] This embodiment also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by the processor of the computer, the computer is enabled to execute the vehicle body chassis abuse strength analysis method as described above. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist alone without being assembled into the electronic device.

[0075] This embodiment also provides a computer program product or a computer program. The computer program product or the computer program includes computer instructions, and the computer instructions are stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the vehicle body chassis abuse strength analysis method provided in each of the above embodiments.

[0076] The electronic device provided in this embodiment includes a processor, a memory, a transceiver, and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication with each other. The memory is used to store a computer program, the communication interface is used to perform communication, and the processor and the transceiver are used to run the computer program to enable the electronic device to execute each step of the above method.

[0077] In this embodiment, the memory may include a random access memory (Random Access Memory, abbreviated as RAM), and may also include a non-volatile memory, such as at least one disk memory.

[0078] The above-mentioned processor may be a general-purpose processor, including a central processing unit (Central Processing Unit, abbreviated as CPU), a network processor (Network Processor, abbreviated as NP), etc.; it may also be a digital signal processor (Digital Signal Processing, abbreviated as DSP), an application specific integrated circuit (Application SpecificIntegrated Circuit, abbreviated as ASIC), a field programmable gate array (Field-Programmable Gate Array, abbreviated as FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0079] For the computer-readable storage medium in this embodiment, those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to a computer program. The aforementioned computer program can be stored in a computer-readable storage medium. When this program is executed, it performs the steps including those of the above method embodiments; and the aforementioned storage medium includes various media that can store program codes, such as ROM (Read-Only Memory), RAM (Random Access Memory), magnetic disks, or optical discs.

[0080] The above embodiments are only used to exemplarily illustrate the principles and effects of the present application, rather than to limit the present application. Any person familiar with this technology can modify or change the above embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes completed by those of ordinary skill in the art in the technical field without departing from the spirit and technical idea disclosed by the present application should still be covered by the claims of the present application.

Claims

1. A method for analyzing the abuse strength of a vehicle chassis, characterized in that: The method comprises: Acquire a tire model and a virtual road surface, and establish a vehicle multi-body model through elastic element testing, wherein the tire model is established based on tire test results, and the virtual road surface is generated based on road surface information of an abuse test field; The tire model and the virtual road surface are imported into the vehicle multi-body model and a virtual test is performed, and the peak and valley loads of the virtual load history curve of the vehicle body chassis attachment point obtained by the virtual test are extracted and used as the abuse load to obtain an abuse load data set; Constraints are imposed on each preset local finite element model of the vehicle body chassis, and each preset local finite element model is loaded and operated based on the abuse load data set to obtain virtual stress and strain data of each preset local finite element model, so as to evaluate the abuse strength of the vehicle body chassis according to the virtual stress and strain data of all preset local finite element models.

2. The method for analyzing the abuse strength of a vehicle chassis according to claim 1, characterized in that: The multi-body model of the whole vehicle is established through elastic element testing, including: Performing stiffness tests on the bushing and the cache block respectively until reaching their respective limit limit positions, and obtaining bushing stiffness test results and cache block stiffness test results, wherein the elastic element includes the bushing and the cache block; Under a preset rate condition, measuring the damping of the shock absorber to obtain a damping test result of the shock absorber, wherein the elastic element also includes the shock absorber; The whole vehicle multi-body model is established according to the bushing stiffness test results, the cache block stiffness test results and the shock absorber damping test results.

3. The method for analyzing the abuse strength of a vehicle chassis according to claim 1, characterized in that: All preset local finite element models at least include a front body finite element model, a rear body finite element model, a subframe finite element model and a chassis component finite element model.

4. The method for analyzing the abuse strength of a vehicle chassis according to claim 3, characterized in that: Constraining each preset local finite element model of the vehicle chassis, and loading and running each preset local finite element model based on the abuse load data set, including: If a preset local finite element model is the front vehicle body finite element model, a six-dimensional degree-of-freedom constraint is applied to a truncated surface of a B-pillar in the front vehicle body finite element model, and a two-dimensional degree-of-freedom constraint is applied to a truncated surface of a front crash box in the front vehicle body finite element model, wherein the front vehicle body finite element model includes a vehicle body structure from the front crash box to the B-pillar; determining a front vehicle body abuse load from the abuse load data set and applying it to a front shock absorber mount in the front vehicle body finite element model; The front vehicle body finite element model is run to obtain virtual stress and strain data of the front vehicle body finite element model.

5. The method for analyzing the abuse strength of a vehicle chassis according to claim 3, characterized in that: Constraining each preset local finite element model of the vehicle chassis, and loading and running each preset local finite element model based on the abuse load data set, including: If a preset local finite element model is the rear vehicle body finite element model, a six-degree-of-freedom constraint is applied to a cross-section of a B-pillar in the rear vehicle body finite element model, wherein the rear vehicle body finite element model includes a vehicle body structure from the B-pillar to a rear bumper beam; determining a rear body abuse load from the abuse load data set and applying it to a rear shock absorber mount and a rear spring mount in the rear body finite element model; The rear vehicle body finite element model is run to obtain virtual stress and strain data of the rear vehicle body finite element model.

6. The method for analyzing the abuse strength of a vehicle chassis according to claim 3, characterized in that: Constraining each preset local finite element model of the vehicle body chassis, and loading and running each preset local finite element model based on the abuse load data set, including at least one of the following: If a preset local finite element model is the subframe finite element model, and the subframe finite element model is a soft connection, a six-way degree of freedom constraint is applied to one end of a six-way bush unit in the subframe finite element model, wherein the six-way bush unit is obtained by simplifying a bushing, and the other end of the six-way bush unit is connected to the subframe in the subframe finite element model; the subframe abuse load is determined from the abuse load data set and applied to the subframe hard point in the subframe finite element model; the subframe finite element model is run to obtain virtual stress and strain data of the subframe finite element model; If a preset local finite element model is the subframe finite element model, and the subframe finite element model is hard-connected, a six-degree-of-freedom constraint is applied to a body truncation in the subframe finite element model; a subframe abuse load is determined from the abuse load data set and applied to a subframe hard point in the subframe finite element model; and the subframe finite element model is run to obtain virtual stress-strain data of the subframe finite element model.

7. The method for analyzing the abuse strength of a vehicle chassis according to claim 3, characterized in that: Constraining each preset local finite element model of the vehicle chassis, and loading and running each preset local finite element model based on the abuse load data set, including: If a preset local finite element model is the chassis component finite element model, the chassis component finite element model is constrained by using an inertia release method; determining a chassis component abuse load from the abuse load data set and applying the same to a chassis component hard point in a chassis component finite element model; The chassis component finite element model is run to obtain virtual stress and strain data of the chassis component finite element model.

8. The method for analyzing the abuse strength of a vehicle chassis according to any one of claims 1 to 7, characterized in that: The peak and valley loads of the virtual load history curve of the chassis attachment point obtained by the virtual test are extracted and used as the abuse load to obtain the abuse load data set, including: Slicing is performed according to the virtual load history curve to determine the peak load moment and the valley load moment of each channel; The peak load and valley load of each channel are extracted from the load data set of each channel based on the peak load time and valley load time of each channel, and the peak load and valley load of each channel are used as abuse loads to form the abuse load data set.

9. The vehicle chassis abuse strength analysis method according to claim 1, characterized in that: After obtaining the virtual stress and strain data of each preset local finite element model, the method includes: Obtain real vehicle abuse test data through real vehicle abuse tests; The virtual load history curve is compared with the actual load history curve of the vehicle body chassis attachment point in the real vehicle abuse test data, and the parameters of the whole vehicle multi-body model are corrected according to the comparison result of the virtual load history curve and the actual load history curve.

10. The vehicle chassis abuse strength analysis method according to claim 9, characterized in that: After modifying the parameters of the vehicle multi-body model according to the comparison result of the virtual load history curve and the actual load history curve, the method includes: Based on the modified vehicle multi-body model, virtual tests are conducted, and the peak and valley loads of the new virtual load history curve of the vehicle body chassis attachment point obtained by the virtual test are extracted and used as the abuse load to obtain a new abuse load data set; Based on the new abuse load data set, each preset local finite element model is loaded and operated to obtain new virtual stress and strain data of each preset local finite element model; The new virtual stress-strain data of each preset local finite element model is compared with the actual stress-strain data of the vehicle body chassis in the actual vehicle abuse test data, and the parameters of each preset local finite element model are corrected according to the comparison result of the new virtual stress-strain data and the actual stress-strain data.

Images