Method for simulating force condition of vehicle-mounted controller and storage medium

Abstract

The present application relates to the stress simulation method and storage medium of vehicle-mounted controller, first build vehicle-mounted controller simulation model, use finite element simulation analysis to carry out modal analysis, random vibration, impact load strength analysis and check to the equipment structure, determine whether resonance occurs; Whether the load working condition meets the checking standard; Can ensure that the given structure, material and other properties meet the safety factor; If the safety factor is not met, the structure, material and other properties of the vehicle-mounted controller need to be improved and adjusted, and correct guidance is given to the design to avoid deformation, rupture and other risks caused by unreasonable design, leading to vehicle accidents, and protecting the safety of life and property.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of simulation control, in particular to a force simulation method of a vehicle-mounted controller and a storage medium. BACKGROUND

[0002] With the development of automation technology, many vehicle-mounted devices are equipped with controllers, and whether the running environment is suitable for the controller is related to whether the controller can run normally. Taking the adaptability of a two-in-one controller to the running environment of a low-speed maglev train as an example, it is related to whether the maglev train can run normally, especially in the design process of the controller and its installation components, whether it can be used normally is an important factor that needs to be considered and verified.

[0003] Therefore, how to verify whether the vehicle-mounted controller is suitable for the running environment, whether its force condition meets the industry standard, and how to provide key basis and reference for the design and optimization of the controller are technical problems to be solved in this field. SUMMARY

[0004] To solve at least one of the above technical problems, the present application provides a force simulation method of a vehicle-mounted controller, comprising:

[0005] S1: constructing a simulation model of the vehicle-mounted controller;

[0006] S2: simulating a mode shape diagram of the vehicle-mounted controller, performing modal analysis, and determining whether the vehicle-mounted controller resonates with the vehicle body;

[0007] S3: simulating a vibration stress distribution cloud diagram of the controller under random vibration conditions and dynamic impact conditions, and determining the maximum stress under each condition;

[0008] S4: calculating the yield safety factor and the tensile safety factor under each condition according to the maximum stress under each condition and the yield strength and tensile strength of the simulation model itself, to determine whether the safety requirements are met.

[0009] Further, step S1 comprises:

[0010] S11: constructing a controller geometric model;

[0011] S12: importing the geometric model into workbench for geometric cleaning, meshing, assembly, adding material preprocessing, performing finite element analysis, and obtaining the simulation model of the vehicle-mounted controller.

[0012] Further, step S2 comprises:

[0013] Simulate the natural frequency of each order of the vehicle-mounted controller, and determine whether the difference between the natural frequency of each order and the excitation frequency of the vehicle body is greater than a set threshold value; if yes, it is determined that the vehicle-mounted controller and the vehicle body will not resonate; if no, it is determined that the vehicle-mounted controller and the vehicle body will resonate.

[0014] Further, step S2 comprises:

[0015] S21: let n = 1;

[0016] S22: simulate the n-th order natural frequency of the vehicle-mounted controller;

[0017] S23: determine whether the n-th order natural frequency is greater than the excitation frequency of the vehicle body; if yes, execute step S24, and if no, let n = n + 1 and return to step S22;

[0018] S24: compare the difference between the 1st to n-th order natural frequency of the vehicle-mounted controller and the excitation frequency of the vehicle body; if yes, it is determined that the vehicle-mounted controller and the vehicle body will not resonate; if no, it is determined that the vehicle-mounted controller and the vehicle body will resonate.

[0019] Further, the vibration distribution cloud map of the controller under random vibration conditions comprises:

[0020] S41: locate the mounting hole of the controller and determine the vibration level in the horizontal, vertical and vertical directions;

[0021] S42: according to the positioning result, constrain the degrees of freedom of the controller mounting hole, and respectively apply corresponding levels of vibration in the horizontal, vertical and vertical directions to obtain the vibration distribution cloud map in each direction.

[0022] Further, according to the dimensions of the horizontal, vertical and vertical directions, the longitudinal vibration level is determined to be less than the horizontal vibration level, which is less than the vertical vibration level.

[0023] Further, the vibration stress distribution cloud map of the controller under dynamic impact conditions comprises:

[0024] S43: determine the pulse parameters and impact parameters;

[0025] S44: according to the pulse parameters and impact parameters, apply an impact pulse for a certain duration and apply an impact load in the horizontal, vertical and vertical directions to obtain the vibration stress distribution cloud map in each direction.

[0026] Further, the impact pulse is a half single sine pulse.

[0027] Further, the simulation model of the vehicle-mounted controller comprises a box model and a support model of the controller; the subsequent simulation is performed on the box model and the support model respectively.

[0028] In another aspect, the present application also provides a computer readable storage medium, which stores a computer program for executing any of the stress condition simulation methods.

[0029] The present application provides a stress condition simulation method for a vehicle-mounted controller and a storage medium. First, a simulation model of the vehicle-mounted controller is constructed. Finite element simulation analysis is used to perform modal analysis, random vibration, impact load strength analysis and checking on the equipment structure to determine whether resonance occurs, whether the load working condition meets the checking standard, and whether the given structure, material and other properties meet the safety factor. If the safety factor is not met, the structure, material and other properties of the vehicle-mounted controller need to be improved and adjusted to provide correct guidance for the design and avoid risks such as deformation and rupture due to unreasonable design, which may lead to traffic accidents and endanger life and property safety. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 Flow chart of an embodiment of the stress condition simulation method for the vehicle-mounted controller of the present application;

[0031] Figure 2 Three-dimensional model of an embodiment of the vehicle-mounted controller of the present application;

[0032] Figure 3 Finite element model of the box structure of the controller of the present application;

[0033] Figure 4 Finite element model of the support structure of the controller of the present application;

[0034] Figure 5 Processing schematic of the connection between the box structure and the support structure of the controller;

[0035] Figure 6 Schematic of mesh division structure;

[0036] Figure 7 Schematic of strength analysis constraints of the box structure of the controller;

[0037] Figure 8 Schematic of strength analysis constraints of the support structure of the controller;

[0038] Figure 9 First-order vibration mode diagram of the box structure of the controller;

[0039] Figure 10 Second-order vibration mode diagram of the box structure of the controller;

[0040] Figure 11 Third-order vibration mode diagram of the box structure of the controller;

[0041] Figure 12 Fourth-order vibration mode diagram of the box structure of the controller;

[0042] Figure 13 Figure 5 is a five order mode shape diagram of the box structure of the controller;

[0043] Figure 14 Figure 6 is a six order mode shape diagram of the box structure of the controller;

[0044] Figure 15 Figure 7 is a one order mode shape diagram of the bracket structure of the controller;

[0045] Figure 16 Figure 8 is a two order mode shape diagram of the bracket structure of the controller;

[0046] Figure 17 Figure 9 is a three order mode shape diagram of the bracket structure of the controller;

[0047] Figure 18 Figure 10 is a four order mode shape diagram of the bracket structure of the controller;

[0048] Figure 19 Figure 11 is a five order mode shape diagram of the bracket structure of the controller;

[0049] Figure 20 Figure 12 is a six order mode shape diagram of the bracket structure of the controller;

[0050] Figure 21 Figure 13 is a longitudinal vibration stress distribution cloud diagram of the box structure of the controller under a random vibration condition;

[0051] Figure 22 Figure 14 is a longitudinal vibration stress distribution cloud diagram of the bracket structure of the controller under a random vibration condition;

[0052] Figure 23 Figure 15 is a transverse vibration stress distribution cloud diagram of the box structure of the controller under a random vibration condition;

[0053] Figure 24 Figure 16 is a transverse vibration stress distribution cloud diagram of the bracket structure of the controller under a random vibration condition;

[0054] Figure 25 Figure 17 is a vertical vibration stress distribution cloud diagram of the box structure of the controller under a random vibration condition;

[0055] Figure 26 Figure 18 is a vertical vibration stress distribution cloud diagram of the bracket structure of the controller under a random vibration condition;

[0056] Figure 27 Figure 19 is a longitudinal impact bearing stress distribution cloud diagram of the box structure of the controller under a dynamic impact condition;

[0057] Figure 28 Figure 20 is a longitudinal impact bearing stress distribution cloud diagram of the bracket structure of the controller under a dynamic impact condition;

[0058] Figure 29 A stress distribution nephogram of a transverse impact load of a box structure of the controller under a dynamic impact working condition;

[0059] Figure 30 A stress distribution nephogram of a transverse impact load of a support structure of the controller under a dynamic impact working condition;

[0060] Figure 31 A stress distribution nephogram of a vertical impact load of a box structure of the controller under a dynamic impact working condition;

[0061] Figure 32 A stress distribution nephogram of a vertical impact load of a support structure of the controller under a dynamic impact working condition. DETAILED DESCRIPTION

[0062] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present application.

[0063] It should be noted that if the embodiments of the present application involve directional indications, such as up, down, left, right, front, back, etc., the directional indications are only used to explain the relative position relationship, movement condition, etc. between components in a certain posture, and if the certain posture changes, the directional indications also change accordingly. In addition, if the embodiments of the present application involve descriptions such as “first, second”, “S1, S2”, “step one, step two” and the like, such descriptions are only for description purposes, and cannot be understood as indicating or implying the relative importance of the indicated technical features or the number of indicated technical features or indicating the execution order of the method, etc. Those skilled in the art can understand that any change within the technical concept of the present application without deviating from the technical points of the present application should be included in the protection scope of the present application.

[0064] As shown in FIG. 1, Figure 1 The present application provides a stress simulation method of a vehicle-mounted controller, comprising:

[0065] S1: constructing a simulation model of the vehicle-mounted controller;

[0066] Specifically, first, a geometric model of the vehicle-mounted controller is constructed, the installation position of the controller is defined, and the actual installation working condition is simulated to construct the simulation model of the vehicle-mounted controller.

[0067] Preferably, the optional example vehicle-mounted controller is contained in a box and is installed on a vehicle body through a mounting support, and therefore step S1 can optionally comprise:

[0068] S11: Construct the geometric model of the controller housing and support;

[0069] S12: Import the geometric model into Workbench for preprocessing such as geometry cleaning, mesh generation, assembly, and material addition, and perform finite element analysis to obtain the simulation model of the vehicle controller.

[0070] In this embodiment, a preferred embodiment for constructing a simulation model of the vehicle controller is given. Based on the installation of the controller on the vehicle, the geometric model of the housing containing the controller and the bracket for mounting the controller on the vehicle is first constructed, and then finite element analysis is performed to obtain the simulation model of the vehicle controller.

[0071] More preferably, step S11 specifically involves: completing the 3D structural modeling of the controller housing and bracket in 3D modeling software, such as SolidWorks; defining the controller's installation position based on its installation on the vehicle; simulating the actual installation conditions of the controller; and modeling as follows. Figure 2 As shown in the example, this controller can be, but is not limited to, a two-in-one controller used in medium- and low-speed maglev trains; the following examples use this two-in-one controller as an example, but are not limited to it.

[0072] More specifically, step S12 involves importing the geometric model created in SolidWorks into Workbench for preprocessing of the finite element model, such as geometry cleanup, mesh generation, assembly, and material addition, to obtain the desired result. Figure 3 The finite element model of the two-in-one controller housing structure shown and as follows Figure 4 The finite element model of the two-in-one controller support structure is shown.

[0073] Specifically, in the design of this two-in-one controller, 6061-T6 material can be selected, while other pressing parts are made of 304 stainless steel, which plays a decisive role in force transmission and load-bearing capacity. During simulation analysis, the fixing and stress conditions of the two-in-one controller are matched and calculated.

[0074] To ensure analytical accuracy during the modeling process, the following additional processing options are preferred:

[0075] 1. Geometric Cleanup; Specifically, the two-in-one controller is connected by screws. Therefore, to improve calculation speed and the convergence of the finite element model, during geometric cleanup, a washer split is added around the circular holes (generally bolt holes, chamfers, and other edge holes) to improve mesh quality. Figure 5 As shown, perform mesh generation again, as follows: Figure 6 As shown.

[0076] 2、Structure material, for example, the two-in-one controller is mainly composed of two side plates, a core, a wire package and a mounting plate. The side plates and the core are the main structure, and the material thereof is 6061-T6. Both belong to isotropic material, and the mechanical properties thereof are shown in Table 1.

[0077] Table 1 Mechanical properties of main materials of two-in-one controller structure

[0078]

[0079] 3、Model assembly, for example, in finite element analysis, the failure of the bolt is generally not considered, and the connecting surface of the bolt is connected by a rigid unit, but a large stress concentration or "false stress" will generally occur in the rigid connection area, which needs to be eliminated in post-processing.

[0080] 4、The two-in-one controller is an important part of the suspension control system, and the strength and rigidity of the two-in-one controller need to be ensured during use to ensure that the magnetic levitation train will not be affected by the structure strength of the two-in-one controller during operation. By connecting the four mounting holes on the two-in-one controller with the vehicle body, the mounting holes are set to a fixed state, as shown in Figure 7 The strength analysis constraint of the two-in-one controller box is shown in Figure 8 The strength analysis constraint of the two-in-one controller bracket is shown.

[0081] S2: simulate the vibration mode diagram of the vehicle-mounted controller, perform modal analysis, and determine whether the vehicle-mounted controller resonates with the vehicle body;

[0082] Specifically, step S2 can optionally include:

[0083] Simulate the natural frequency of each order of the vehicle-mounted controller, and determine whether the difference between the natural frequency of each order and the vehicle body excitation frequency is greater than a set threshold value; if yes, it is determined that the vehicle-mounted controller will not resonate with the vehicle body; if not, it is determined that the vehicle-mounted controller will resonate with the vehicle body.

[0084] More preferably, since the vehicle body excitation frequency is obtained a priori, the natural frequency of each order of the vehicle-mounted controller increases with the order, therefore, when simulating the natural frequency of each order of the vehicle-mounted controller, it is compared with the vehicle body excitation frequency, and when it exceeds the vehicle body excitation frequency, the simulation is stopped, and the natural frequency of each order obtained in the foregoing is compared with the vehicle body excitation frequency, thereby avoiding too many simulation times and long time consumption. Therefore, preferably, step S2 includes:

[0085] S21: let n = 1;

[0086] S22: simulate the n-th order natural frequency of the vehicle-mounted controller;

[0087] S23: Determine whether the nth natural frequency is greater than the vehicle body excitation frequency; if yes, proceed to step S24; if no, let n = n + 1 and return to step S22.

[0088] S24: Compare the first to nth natural frequencies of the vehicle controller with the excitation frequency of the vehicle body, and determine whether the difference is greater than a set threshold. If yes, it is determined that the vehicle controller and the vehicle body will not resonate. If no, it is determined that the vehicle controller and the vehicle body will resonate.

[0089] This embodiment provides a preferred embodiment of step S2. For example, firstly, the first-order natural frequency of the vehicle controller is simulated. If it is greater than the vehicle body excitation frequency, the difference between the first-order natural frequency and the vehicle body excitation frequency is compared to see if it exceeds a set threshold. This set threshold can be arbitrarily set by those skilled in the art, as long as the natural frequency being compared is much greater than or much less than the vehicle body excitation frequency, i.e., resonance with the vehicle body will not occur. It is worth noting that this difference is a generalized difference; it does not necessarily mean that the natural frequency and the vehicle body excitation frequency are subtracted, but rather that a quotient is used. If the first-order natural frequency is not greater than the vehicle body excitation frequency, the simulation of the second-order natural frequency of the vehicle controller continues until several natural frequencies of the vehicle controller are greater than the vehicle body excitation frequency, and then a comparison is made.

[0090] More specifically, such as Figures 9-20 The vibration mode diagrams shown are used to simulate the natural frequencies of the controller housing and support, as shown in Table 2.

[0091] Table 2 Modalities of the Integrated Controller Cabinet

[0092] Modality First order Second order Third order Fourth order Fifth order Sixth order Natural frequency of the controller box 48.14 67.6 155.4 169.6 174.6 208.7 Natural frequency of the bracket 32.1 98.1 106.3 148.1 165.6 174.1

[0093] In this embodiment, step S2 simulates the mode shape diagram of the on-board controller and performs modal analysis, which is crucial for evaluating the overall natural frequency of the controller. Since the controller is mounted on the bottom of the locomotive, it must withstand the maximum static load consistent with its operational requirements during locomotive operation, meaning that no permanent deformation or fracture of the entire structure or any individual component should occur under the predetermined design load. From the modal analysis results, Table 2 shows that the first natural frequency of the housing is approximately 48.1 Hz, and the first natural frequency of the support is approximately 32.1 Hz. The excitation frequency of the vehicle body is generally around 10 Hz. Therefore, the first modal natural frequencies are much greater than the excitation frequency, effectively avoiding resonance and meeting design requirements. However, if the simulated natural frequency of the housing or support is not significantly greater or less than the vehicle body's excitation frequency, adjustments to the design structure and materials are necessary to improve the simulated structure to meet design requirements. This simulation provides significant guidance for the design and selection of the controller housing's structure and materials.

[0094] S3: Simulation controller vibration stress distribution cloud map under random vibration condition and dynamic impact condition, to determine the maximum stress under each condition;

[0095] S4: Based on the maximum stress under each working condition and the yield strength and tensile strength of the simulation model itself, calculate the yield safety factor and tensile safety factor under each working condition to determine whether the safety requirements are met.

[0096] Specifically, based on the simulation model, random vibration and dynamic impact conditions are applied to obtain vibration stress distribution cloud maps under each condition. The spurious stress generated by rigid connection areas such as bolts is discarded on the distribution cloud maps, and the maximum stress under each condition is searched. Then, according to the material preset in the simulation model, its yield strength and tensile strength are obtained. As in the example above, the material is 6061-T6, with a yield strength of 275 and a tensile strength of 310. The yield safety factor and tensile safety factor for each condition are calculated proportionally and compared with industry standards to determine whether the safety requirements are met.

[0097] More specifically, the vibration distribution cloud map of the simulation controller under random vibration conditions preferably includes:

[0098] S41: The mounting hole for the positioning controller, and determines the vibration magnitude in the horizontal, vertical and other directions;

[0099] S42: Based on the positioning results, constrain the degrees of freedom of the controller mounting hole, and apply vibrations of corresponding magnitudes in the horizontal, vertical, and transverse directions respectively to obtain vibration distribution cloud maps in each direction.

[0100] Specifically, the six degrees of freedom of the mounting holes of the two-in-one controller are constrained, with a longitudinal force of 0.25 (m / s²). 2 Vibrations on the order of / Hz, applied laterally at 0.452 (m / s²). 2 Vibrations on the order of / Hz, applied vertically at 1.034 (m / s²). 2 Vibrations on the order of / Hz are used to obtain vibration distribution cloud maps in various directions, such as... Figures 21-26 As shown; the maximum stress in each direction is determined by searching, and combined with the selection of 6061-T6 material, the ratio of the maximum stress in each direction to the yield strength and tensile strength of the controller simulation model itself is calculated to obtain the yield safety factor and fracture safety factor in each direction under each working condition, as shown in Table 3. In accordance with industry standards, the example is based on EN12663 standard, and the specific strength verification standards are as follows: (1) the safety factor of yield strength is 1.15; (2) the safety factor of fracture strength is 1.5. It can be determined that the yield safety factor and fracture safety factor in each direction under each working condition are greater than the safety factor of the industry standard, which meets the standard. Similarly, if it does not meet the standard, the material needs to be changed, etc.

[0101] In this embodiment, a preferred embodiment of random vibration simulation is given. Random vibration can simulate the fatigue strength of the controller. During locomotive operation, it should be able to withstand the maximum load consistent with its operating requirements, that is, under the predetermined design conditions, no permanent deformation or cracking of the overall structure or any individual component will occur.

[0102] Table 3. Structural strength analysis results of the dual-controller housing under random vibration conditions.

[0103]

[0104] More specifically, the vibration stress distribution cloud map of the simulation controller under dynamic impact conditions preferably includes:

[0105] S43: Determine the pulse parameters and impact parameters;

[0106] S44: Based on the pulse parameters and impact parameters, apply an impact pulse of a certain duration in the horizontal, vertical and other directions, and apply an impact load once to obtain the vibration stress distribution cloud map in each direction.

[0107] Specifically, for the two-in-one controller, a series of semi-single sinusoidal pulses with a duration of D and a peak value of A are applied according to IEC 61373-2010, and an impact load with an impact acceleration of 30 m / s² is applied in the horizontal, vertical, and transverse directions. 2 The vibration stress distribution cloud map in each direction is obtained, the maximum stress in each direction is determined by searching, and the ratio of the maximum stress in each direction to the yield strength and tensile strength of the controller simulation model itself is calculated in combination with the selection of 6061-T6 material. The yield safety factor and fracture safety factor in each direction under each working condition are obtained, as shown in Table 4. Similarly, in combination with industry standards, the example is based on EN12663 standard, and the specific strength verification standards are as follows: (1) The safety factor of yield strength is 1.15; (2) The safety factor of fracture strength is 1.5. It can be determined that the yield safety factor and fracture safety factor in each direction under each working condition are greater than the safety factor of the industry standard, which meets the standard. Similarly, if it does not meet the standard, the material needs to be changed, etc.

[0108] In this embodiment, a preferred embodiment of dynamic impact simulation is given. The controller is installed on the locomotive. During the operation of the locomotive, considering the instantaneous effect of the load, the two-in-one controller structure should be able to withstand the maximum impact load consistent with its operating requirements, that is, under the predetermined design load, no permanent deformation or cracking of the structure as a whole or any individual component will occur.

[0109] Table 4. Structural strength analysis results of the dual-in-one controller enclosure under dynamic impact load conditions.

[0110]

[0111] More specifically, step S4 may also optionally include:

[0112] S45: Determine the maximum risk condition based on the yield safety factor and tensile safety factor under each working condition to guide the controller structure design.

[0113] Specifically, according to Table 3, the structural strength analysis results under random vibration conditions show that: the minimum yield safety factor of the controller housing is 2.4, and the minimum fracture safety factor is 2.7, occurring in the vertical load condition; the minimum yield safety factor of the controller support is 1.6, and the minimum fracture safety factor is 1.8, occurring in the transverse load condition. According to Table 4, the structural strength analysis results under impact loads show that: for the controller housing structure (6061-T6 material), the minimum yield safety factor under vertical impact loads is 1.8, and the minimum fracture safety factor is 2.0, occurring in the vertical direction; for the controller support structure (6061-T6 material), the minimum yield safety factor under transverse impact loads is 4.8, and the minimum fracture safety factor is 5.4, occurring in the transverse direction.

[0114] In summary, this invention provides a method for simulating the stress conditions of an on-board controller. First, a simulation model of the on-board controller is constructed. Finite element analysis is then used to perform modal analysis, random vibration analysis, and impact load strength analysis and verification of the device structure to determine whether resonance occurs; whether the load conditions meet the verification standards; and whether the established structural and material properties meet the safety factor. If the safety factor is not met, the structure and materials of the on-board controller need to be improved and adjusted to provide correct design guidance, avoiding risks such as deformation and breakage due to unreasonable design, which could lead to vehicle accidents and protect life and property safety.

[0115] Taking the two-in-one controller of a maglev train as an example, the beneficial effects of this invention are: it can pre-evaluate the performance of the controller in the actual operation of the maglev train, ensure that the designed controller structure can effectively avoid resonance, and also verify the structural strength of the controller under locomotive load and impact load, ensuring that it meets the safety factor requirements of the EN12663 standard, thereby optimizing the controller structure, extending service life, and reducing the failure rate.

[0116] On the other hand, the present invention also provides a computer storage medium storing executable program code; the executable program code is used to execute the above-mentioned simulation method for any of the force conditions.

[0117] On the other hand, the present invention also provides a terminal device, including a memory and a processor; the memory stores program code that can be executed by the processor; the program code is used to execute any of the above-mentioned force simulation methods.

[0118] For example, the program code can be divided into one or more modules / units, which are stored in the memory and executed by the processor to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of the program code in the terminal device.

[0119] The terminal device can be a desktop computer, laptop, handheld computer, or cloud server, etc. The terminal device may include, but is not limited to, a processor and memory. Those skilled in the art will understand that the terminal device may also include input / output devices, network access devices, buses, etc.

[0120] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0121] The memory can be an internal storage unit of the terminal device, such as a hard drive or RAM. The memory can also be an external storage device of the terminal device, such as a plug-in hard drive, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory can include both internal and external storage units of the terminal device. The memory is used to store the program code and other programs and data required by the terminal device. The memory can also be used to temporarily store data that has been output or will be output.

[0122] The computer storage medium and terminal device described above are created based on the above-described stress simulation method. Their technical functions and beneficial effects will not be elaborated here. The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0123] The above-described embodiments are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention.

Claims

1. A method for simulating a force condition of an in-vehicle controller, characterized by, The method comprises the following steps: S1: constructing a simulation model of the vehicle-mounted controller; S2: simulating the mode chart of the vehicle-mounted controller, performing modal analysis, and determining whether the vehicle-mounted controller resonates with the vehicle body; including: S21: setting n=1; S22: simulating the n-th natural frequency of the vehicle-mounted controller; S23: determining whether the n-th natural frequency is greater than the excitation frequency of the vehicle body; if yes, executing step S24, and if no, setting n=n+1 and returning to step S22; S24: comparing the difference between the 1st to n-th natural frequencies of the vehicle-mounted controller and the excitation frequency of the vehicle body; if the difference is greater than a set threshold, it is determined that the vehicle-mounted controller does not resonate with the vehicle body; if not, it is determined that the vehicle-mounted controller resonates with the vehicle body; S3: simulating the vibration stress distribution cloud chart of the controller under random vibration conditions and dynamic impact conditions, and determining the maximum stress under each condition; S4: calculating the yield safety factor and tensile safety factor under each condition according to the maximum stress under each condition and the yield strength and tensile strength of the simulation model itself, to determine whether the safety requirements are met; According to the three-directional size of the horizontal, vertical and longitudinal directions, the longitudinal vibration level is determined to be less than the horizontal vibration level, and the horizontal vibration level is determined to be less than the vertical vibration level.

2. The method of claim 1, wherein, Step S1 comprises: S11: constructing a geometric model of the controller; S12: importing the geometric model into workbench for geometric cleaning, meshing, assembly, adding material pre-processing, and performing finite element analysis to obtain the simulation model of the vehicle-mounted controller.

3. The method of claim 1, wherein, Step S2 comprises: Simulating the natural frequencies of the vehicle-mounted controller, and determining whether the difference between the natural frequencies and the excitation frequency of the vehicle body is greater than a set threshold; if yes, it is determined that the vehicle-mounted controller does not resonate with the vehicle body; if not, it is determined that the vehicle-mounted controller resonates with the vehicle body.

4. The method of claim 1, wherein, The vibration distribution cloud chart of the controller under random vibration conditions comprises: S41: positioning the mounting hole of the controller and determining the vibration level in the three directions of horizontal, vertical and longitudinal directions; S42: according to the positioning result, constraining the degrees of freedom of the mounting hole of the controller, and applying corresponding level vibration in the three directions of horizontal, vertical and longitudinal directions to obtain the vibration distribution cloud chart in each direction.

5. The method of claim 1, wherein, The vibration stress distribution cloud chart of the controller under dynamic impact conditions comprises: S43: determining the pulse parameters and impact parameters; S44: according to the pulse parameters and impact parameters, applying an impact pulse with a certain duration and applying an impact load in the three directions of horizontal, vertical and longitudinal directions to obtain the vibration stress distribution cloud chart in each direction.

6. The method of claim 5, wherein, The impact pulse is a half single sine pulse.

7. The method of claim 1-6, wherein, The simulation model of the vehicle-mounted controller comprises a box model and a bracket model of the controller; the box model and the bracket model are simulated separately in subsequent simulation.

8. A computer-readable storage medium, characterized in that, The computer program is stored on the computer readable medium and used to execute the stress simulation method of any one of claims 1-6.

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