Automobile door modal and rigidity analysis method and device and electronic equipment

Abstract

The invention provides an automobile door modal and rigidity analysis method and device and electronic equipment. The method comprises the steps that a basic finite element model (a plurality of function node sets used for boundary constraint and load application are configured in advance) of an automobile door structure is obtained; on the basis of at least part of function nodes in the function node set, generating additional component connection nodes required by constraint modal analysis with additional mass; aiming at the at least two analysis types, respectively configuring corresponding boundary conditions, load conditions and solving control parameters under the same basic finite element model, and generating working condition definition information of each analysis type; and in response to a selection operation of a user on an analysis type, on the basis of the generated working condition definition information, obtaining modal frequency, a vibration mode and rigidity response data of the automobile door as modal and rigidity analysis results. According to the method, manual operation links and error risks are reduced, and the efficiency and the result reliability of modal and rigidity analysis of the vehicle door are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile body structure design and simulation analysis, and particularly relates to an automobile door modal and stiffness analysis method and device and electronic equipment. BACKGROUND

[0002] In the development process of an automobile door, multiple CAE analyses such as free modal, constraint modal with accessories, mounting point stiffness and overall stiffness need to be performed on a side door. In the existing analysis process, the pre-processing operations of each analysis depend on engineers to manually define boundary conditions, loading points and accessory connection parameters one by one, and the model processing process is tedious and lacks unified standards. Differences in understanding of the processing method by different engineers can easily lead to inconsistent modeling, especially when new employees are involved, the rework rate is high. At the same time, there are multiple styling schemes in different data stages of the same vehicle model, and similar parameter setting work needs to be repeatedly completed, resulting in a long analysis cycle, low efficiency, and manual operation is easy to introduce omissions, affecting the consistency and reliability of the simulation results. SUMMARY

[0003] The present application aims to provide an automobile door modal and stiffness analysis method and device and electronic equipment to alleviate the above technical problems existing in the prior art.

[0004] In a first aspect, the present application provides an automobile door modal and stiffness analysis method, comprising: obtaining a pre-established basic finite element model of an automobile door structure; the basic finite element model is pre-configured with a plurality of functional node sets for boundary constraint and load application, and a functional node in the functional node set corresponds to a loading position or an additional component connection position of local stiffness or overall stiffness on the automobile door; based on at least part of the functional nodes in the functional node set, generating an additional component connection node required for constraint modal analysis with additional mass; for at least two analysis types of free modal, constraint modal with additional mass, local stiffness and overall stiffness, configuring corresponding boundary conditions, load conditions and solution control parameters under the same basic finite element model, and generating working condition definition information of each analysis type; wherein when configuring the working condition of the constraint modal analysis with additional mass, the additional mass is connected and applied based on the additional component connection node; in response to a selection operation of an analysis type by a user, generating and outputting a standardized calculation input file of at least one analysis type based on the generated working condition definition information, for an external simulation solver to execute, so as to obtain modal frequency, mode shape and stiffness response data of the automobile door as modal and stiffness analysis results.

[0005] In an optional implementation, the basic finite element model of the automobile door structure includes a sheet metal assembly, a hinge assembly, a lock engagement point, a lock local coordinate system, and pre-configured functional nodes, wherein the functional nodes include at least RBE2 rigid elements for the mounting holes and RBE2 rigid elements for the overall stiffness loading positions.

[0006] In an optional implementation, based on at least a portion of the functional nodes in the functional node set, a configuration of additional component connection nodes required for constrained modal analysis with added mass is generated, including: In response to the selection operation of the additional components set on the door structure, determine whether the additional components have a name correspondence with the functional nodes in the set of defined functional nodes; In response to the existence of a name mapping, the corresponding functional node is included in the connection node configuration of the additional component in the constrained modal analysis with additional mass.

[0007] In an optional implementation, determining whether the additional component has a spatial correspondence with a functional node in the defined set of functional nodes includes: Retrieve the add-on name from the add-on parameter file; The system matches the name of the add-on component with the name information of each functional node in the functional node set, and determines that there is a name correspondence when a matching node name is found.

[0008] In optional implementations, for at least two analysis types among free modes, constrained modes with added mass, local stiffness, and global stiffness, corresponding boundary conditions, load conditions, and solution control parameters are configured under the same basic finite element model, and complete working condition definition information for each analysis type is generated, including: Determine whether the basic finite element model contains door frame sealing strip elements; If not included, the preset sealing strip modeling tool is called to create the sealing strip unit, and sealing strip constraint points are defined based on the created sealing strip unit to configure the boundary conditions of the corresponding analysis type. Based on the basic finite element model and the identified set of functional nodes, the configuration information corresponding to each selected analysis type is determined. The configuration information includes fixed constraints, concentrated force loading paths, and control parameters required for modal or static solutions. Based on the configuration information, complete working condition definition information is generated for free mode, constrained mode with added mass, local stiffness, or global stiffness analysis.

[0009] In an optional implementation, based on the basic finite element model and the identified set of functional nodes, the configuration information corresponding to each selected analysis type is determined, including: Analyze the lateral stiffness of the B-column of the window frame, the C-column of the window frame, the middle lateral stiffness of the window frame, and the lower corner lateral stiffness of the window frame. Apply corresponding concentrated forces to the functional nodes at the corresponding locations and define the corresponding displacement output requests. Set up free boundary conditions without external constraints for free modal analysis and configure the modal extraction control parameters; Set fixed constraints for the lock engagement point, the body side door frame sealing strip unit node, and the body side hinge mounting hole for the constrained modal analysis with added mass, and call the generated additional component connection node configuration to apply mass distribution.

[0010] In an optional implementation, in response to the user's selection of the analysis type, based on the generated working condition definition information, one or more standardized calculation input files for the analysis type are generated and output for execution by an external simulation solver, including: A visual selection interface is provided to display the configuration status of each analysis type, including free mode, constrained mode with added mass, local stiffness, and global stiffness. In response to the user's selection of one or more analysis types, the corresponding working condition definition information for the analysis type is retrieved; Generate a standardized calculation input file containing boundary conditions, load settings, and solution control parameters, and output it to a specified directory for external simulation solvers to read and execute.

[0011] Secondly, the present invention provides an automotive door modal and stiffness analysis device, comprising: The acquisition module is used to acquire the pre-established basic finite element model of the car door structure. The basic finite element model is pre-configured with multiple sets of functional nodes for boundary constraints and load application. The sets of functional nodes correspond to the loading positions of local stiffness or overall stiffness on the car door or the connection positions of additional components. A generation module is used to generate the additional component connection node configuration required for constrained modal analysis with additional mass, based on at least some of the nodes in the functional node set. The configuration module is used to configure the corresponding boundary conditions, load conditions and solution control parameters for at least two analysis types, including free mode, constrained mode with added mass, local stiffness and global stiffness, under the same basic finite element model, and generate complete working condition definition information for each analysis type. The output simulation module, in response to the user's selection of the analysis type, generates and outputs one or more standardized calculation input files for the analysis type based on the generated working condition definition information. These files are then executed by an external simulation solver to obtain the modal frequencies, mode shapes, and stiffness response data of the car door as modal and stiffness analysis results.

[0012] Thirdly, the present invention provides an electronic device, including a processor and a memory, wherein the memory stores computer-executable instructions that can be executed by the processor, and the processor executes the computer-executable instructions to implement the automotive door modal and stiffness analysis method of any of the foregoing embodiments.

[0013] Fourthly, the present invention provides a computer-readable storage medium storing computer-executable instructions. When the computer-executable instructions are invoked and executed by a processor, the computer-executable instructions cause the processor to implement the automotive door modal and stiffness analysis method of any of the foregoing embodiments.

[0014] The automotive door modal and stiffness analysis method, apparatus, and electronic equipment provided in this application effectively solve the problems of low efficiency and high error risk caused by repeated modeling and frequent manual operation in existing technologies by integrating multiple analysis types into the same basic finite element model. Pre-configuring a set of functional nodes and unifying boundary and load application positions ensures analysis consistency and reduces rework caused by misunderstandings among new employees. Automatically generating connection nodes for additional components based on this set avoids omissions or errors caused by manual definition, improving the accuracy and efficiency of Trim modal analysis. Simultaneously, generating standardized calculation files for multiple analysis types and generating unified working conditions significantly reduces preprocessing workload, supports multi-round rapid iteration and parallel evaluation of multiple styling elements, greatly improving the overall efficiency and reliability of door modal stiffness analysis, and meeting the needs of high-paced vehicle development. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 A flowchart illustrating a method for modal and stiffness analysis of an automobile door, as provided in this application embodiment; Figure 2 A flowchart of an analysis module provided in an embodiment of this application; Figure 3 An overall functional flowchart provided for an embodiment of this application; Figure 4 A structural diagram of an automotive door modal and stiffness analysis device provided in this application embodiment; Figure 5 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0018] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0019] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0020] This application provides a method for modal and stiffness analysis of automotive doors. See also... Figure 1 As shown, the method mainly includes the following steps: S110, Obtain the pre-established basic finite element model of the car door structure; the basic finite element model is pre-configured with multiple sets of functional nodes for boundary constraints and load application, and the functional nodes in the set of functional nodes correspond to the loading positions of local stiffness or overall stiffness or the connection positions of additional components on the car door.

[0021] The basic finite element model includes sheet metal assemblies, hinge assemblies, lock engagement points, a lock local coordinate system, and pre-configured functional nodes. These functional nodes include at least RBE2 rigid elements for mounting holes and RBE2 rigid elements for overall stiffness loading positions. Specifically, this basic finite element model refers to a shell element or solid element model containing the main structures such as the door sheet metal assembly, hinges, lock mechanism, and sealing strip area, with a mesh that meets simulation accuracy requirements. The aforementioned set of functional nodes includes concentrated nodes formed by coupling RBE2 elements, corresponding to locations on the door where physical connections actually exist, such as the center of the hinge mounting hole, the limiter fulcrum, the speaker mounting surface, the inner panel fixing point, and the window lift rail support point.

[0022] In one implementation, after importing CAD geometry and completing mesh generation in preprocessing software, RBE2 rigid connection elements can be created at key locations based on design drawings and assembly relationships. Master nodes are then extracted as functional nodes for subsequent analysis. For example, a center node is selected at the outward-opening handle mounting hole of the left front door and defined as the "outward-opening handle mounting position," while an "additional component connection position" representing mass accessory connections is set on the inner panel side. All functional nodes are categorized and stored in the model database according to type, forming a standardized input basis and avoiding subsequent duplicate identification.

[0023] S120, based on at least some of the functional nodes in the set of functional nodes, generate additional component connection nodes required for constrained modal analysis with additional mass.

[0024] The aforementioned additional component connection nodes are multi-point constraint (MPC) master nodes used to connect the masses of various non-structural components (such as speakers, inner panels, rearview mirror brackets, etc.) in the Trim state. They are usually composed of RBE2 or RBE3 units to ensure that the additional mass is correctly transferred to the main structure.

[0025] In practical applications, the system automatically identifies nodes marked as attachment mounting points in the functional node set, copies or maps them to the connection nodes required for Trim modal analysis, and preserves their spatial coordinates and degree-of-freedom coupling relationships. For example, when a user marks a speaker mounting point as requiring a mass load, the system automatically generates the corresponding attachment component connection node and presets the Z-axis translational degree-of-freedom coupling for subsequent application of concentrated mass. This process eliminates the need for manual reselection, reducing the risk of omissions or incorrect selections.

[0026] S130, for at least two analysis types among free mode, constrained mode with added mass, local stiffness and global stiffness, respectively configure the corresponding boundary conditions, load conditions and solution control parameters under the same basic finite element model, and generate the working condition definition information for each analysis type; wherein, when configuring the working condition of constrained mode analysis with added mass, the added mass is connected and applied based on the connection nodes of the added component.

[0027] The above boundary conditions include fixed constraints (such as full degree of freedom constraints on hinge flange nodes), elastic supports, etc.; the above load conditions include the direction and point of application of unit force loading (such as a 1N force applied laterally in the middle of a window frame); the above solution control parameters mainly refer to the modal extraction method (such as the Lanczos method), output requests, and other solver control cards.

[0028] The system sequentially executes module operations such as installation point definition, overall stiffness loading point definition, and Trim model parameter definition on the same basic model. For free modal analysis, the program automatically releases all constraints and calls the unconstrained modal solution settings. For constrained modal analysis with added mass (i.e., Trim mode), it uses the additional components generated by S120 to connect nodes, and applies the attached mass parameters (such as weight and centroid coordinates) imported or manually entered by the user to the corresponding nodes through lumped mass elements (CONM2), while preserving their spatial attitude and coupled degrees of freedom. For overall stiffness analysis, the system guides the user to select preset loading points (such as window frame B-pillar / C-pillar / middle / lower corner, sealing strip mounting surface, etc.), applies a 1N unit force, and defines the output displacement response. The constraint sets, load sets, load steps, and control cards for all working conditions are automatically generated by the program, forming complete working condition definition information, greatly reducing manual intervention.

[0029] S140, in response to the user's selection of the analysis type, generates and outputs at least one standardized calculation input file of the analysis type based on the generated working condition definition information, for external simulation solver to execute, so as to obtain the modal frequency, mode shape and stiffness response data of the car door as the modal and stiffness analysis results.

[0030] The standardized input files mentioned above are text files in the CAE solver format specification, such as Nastran's .bdf, Abaqus's .inp, Radioss's .rad, etc. These files contain complete model data, boundary conditions, loads, solver control commands, and output requests.

[0031] In practice, the output definition module automatically creates the working condition definitions, control cards, and outputs for each analysis item, and allows for the selective export of all or some analysis items with a single click. Therefore, in this step, users can select the analysis types to be output (e.g., outputting only free modes and the lateral stiffness of the window frame B-pillar) through a graphical interface. The system automatically stitches together the corresponding BULK data segments or INP command streams to generate independent or merged input files. These files can be directly submitted to external solvers (such as Nastran, OptiStruct, etc.) for execution. The output results include natural frequencies, modal shape contour maps, and displacement response values ​​(mm / N) under unit force, used to evaluate the NVH performance of the vehicle door, structural stiffness level, and to support project decision-making.

[0032] The automotive door modal and stiffness analysis method provided in this application achieves unified definition of mounting points and accessory connection positions by constructing a basic finite element model integrating multifunctional nodes, avoiding redundant modeling and improving data consistency. It automatically generates connection nodes for additional components based on preset functional nodes and directly reuses them in Trim modal analysis, reducing human intervention. Under the same model, it automatically configures boundary conditions, loads, and solution parameters for various analysis types, significantly reducing preprocessing workload. Through integrated case management and one-click output of standardized calculation files, it supports flexible export of multiple cases such as free modes, constrained modes, local and global stiffness, effectively shortening the analysis cycle. This overall method reduces engineers' reliance on operating manuals, lowers the risk of modeling deviations and rework due to experience differences, and improves the efficiency, accuracy, and repeatability of door modal and stiffness analysis, making it particularly suitable for high-frequency simulation needs across multiple vehicle models and data stages.

[0033] For ease of understanding, the modal and stiffness analysis method for automobile doors provided in this application will be described in detail below.

[0034] first, Figure 2 and Figure 3 The overall plan is introduced.

[0035] exist Figure 2 In the illustrated process, step 1 is the input definition module. This module requires the user to load the basic model and related parameter information. If the parameter file exists, it will be imported into the system; otherwise, this operation can be skipped. After completing the input definition, the system will proceed to step 2, the installation point definition module. This module is used to efficiently define boundary constraint points and the installation positions for each analysis case. After completing the installation point definition, the system will then execute step 3, the overall stiffness loading point definition module, which can quickly complete the setting of each overall stiffness loading point.

[0036] After the overall stiffness loading point is defined, the system will perform a conditional judgment: if the door frame and door opening sealing strip elements have been created in the basic model, proceed directly to step 4; if not, the sealing strip tool must be called to quickly generate the sealing strip elements first. Only after the elements are created can the system proceed to the Trim model parameter definition module in step 4. This module is mainly used to quickly configure accessory parameters and sealing strip constraint points.

[0037] After completing the above steps, the system will execute the output definition module in step 5. This module automates the creation of operating conditions for each analysis item, control card settings, and output requirements. Once all analysis items have been automatically defined, the system will proceed to the final step 6, exporting the calculation file. This step allows users to flexibly select all or some analysis items for one-click export based on their actual needs, making the entire process highly efficient and convenient.

[0038] likeFigure 3 As shown, the system first runs an automated script to bring up the analysis interface. This interface integrates all analysis items to be evaluated into a unified operation panel, containing five functional modules: input definition module, installation point definition module, overall stiffness loading point definition module, Trim model definition module, and output definition module. Each module operates based on the same basic model, ensuring data consistency and analytical synergy.

[0039] First execute Figure 2 The input definition module corresponding to step 1 consists of two parts: basic model import and parameter information import. Users can directly load a pre-prepared basic model, which includes sheet metal assemblies, hinge assemblies, lock engagement points, lock local coordinate systems, mounting hole RBE2 elements, and RBE2 elements at the overall stiffness loading positions. For the parameter information table, if an export record already exists, it can be automatically loaded by the program; the system will parse the parameter file and automatically match and update the associated parameter configurations; if no historical parameter file exists, the system will skip this step and continue with subsequent processes. After completing the input definition, proceed to... Figure 2 The installation point definition module corresponding to step 2.

[0040] This module covers the definition of boundary conditions required for analysis and the setting of mounting points for key components. Boundary constraints mainly include the fixing of the door lower flange node and hinge flange node; other mounting points include, but are not limited to, structural connection points such as limiters, rearview mirrors, speakers, inward-opening handles, outward-opening handles, lifting guide rails, lifting motors, protective plate brackets, inner protective plates, lock bodies, and hinges. For special components that may exist in different vehicle models, the system also supports users to add custom mounting points, thereby ensuring model adaptability and engineering applicability. After the user quickly completes the definition of all boundary constraint points and mounting points, the system enters... Figure 2 The overall stiffness loading point definition module corresponding to step 3.

[0041] This module involves configuring loading points for multiple vehicle body stiffness performance indicators, specifically including: lateral stiffness of the B-pillar region of the window frame, lateral stiffness of the C-pillar region, lateral stiffness of the middle of the window frame, lateral stiffness of the lower corner of the window frame, as well as key performance items such as inner panel compression stiffness, outer panel compression stiffness, and sealing strip mounting surface stiffness. Users can quickly select the corresponding loading points based on the geometric location in the actual model. If finite element elements of the sealing strip in the door frame and door opening area have been pre-created in the basic model, the system will directly proceed to... Figure 2 Step 4; otherwise, the user can call the built-in sealing strip modeling tool to quickly generate the required sealing strip unit, and then continue to the next step after it is built.

[0042] Then enter Figure 2Step 4 corresponds to the Trim model definition module. This module is mainly used to define the mass attributes and connection relationships of Trim (interior trim) related accessories. Specific content includes the centroid coordinates, mass, connection nodes, and sealing strip constraint points for each accessory. Typical accessory types include: lock bodies, limiters, outward-opening handles, speakers, rearview mirrors, interior trim panels, B-pillar covers, front quarter window covers, glass clips, B-pillar guide channels, etc. For additional components resulting from differences in configuration across different vehicle models, the system allows users to flexibly add new accessory definitions. Furthermore, if a connection point for an accessory has already been defined in the aforementioned "installation point definition module," the system can automatically perform the associated mapping of that connection point, avoiding duplicate input. Simultaneously, the system supports batch importing accessory parameter information from pre-configured parameter templates in the background. The program will automatically read the parameter table and fill in the corresponding mass and centroid coordinate data according to the accessory category, significantly improving modeling efficiency.

[0043] After defining all accessory parameters, the user needs to further specify the sealing strip constraint points. Once the Trim model definition is complete, the system will switch to... Figure 2 The output definition module corresponding to step 5.

[0044] In this module, the system will automatically generate the corresponding boundary constraint sets, load sets, load step sequences, solution control cards, and result output requests based on the specific requirements of each analysis item, achieving a high degree of automation throughout the entire process. After completing the above output configuration, proceed to... Figure 2 Step 6, the file export stage, allows users to export all or part of the calculation input files for the analysis items (such as Nastran, Abaqus, etc.) with one click, based on their actual simulation analysis needs. This facilitates subsequent submission to the solver for computation.

[0045] In addition, the system also supports exporting and saving all parameter information from the "Installation Point Definition Module", "Overall Stiffness Loading Point Definition Module" and "Trim Model Definition Module" as external data files, which can be reused as a reference benchmark in multiple rounds of iterative analysis, thereby improving analysis consistency and work efficiency.

[0046] Furthermore, the following provides a detailed explanation of each implementation aspect.

[0047] In constrained modal analysis with added mass, to accurately simulate the impact of door accessories (such as speakers, outward handles, limiters, and guard plate brackets) on the structural dynamic characteristics, it is necessary to reasonably define their connection nodes and added mass. In this embodiment, the configuration of the connection nodes of the added components relies on the predefined set of functional nodes in the basic finite element model to achieve rapid matching and reuse of connection relationships. The above-mentioned generation of the configuration of the connection nodes of the added components required for constrained modal analysis with added mass based on at least some of the functional nodes in the set of functional nodes may include the following steps 2-1 to 2-2 in specific implementation: Step 2-1: In response to the selection operation of the additional components set on the door structure, determine whether the additional components have a name correspondence with the functional nodes in the defined functional node set.

[0048] The aforementioned additional components refer to functional parts in the door assembly that are not the main load-bearing structures but have non-negligible mass or acoustic effects. These may include speakers, inner panels, outward-opening handles, rearview mirror brackets, window lift rails, lock mechanisms, and B-pillar covers. In constrained modal analysis with additional mass (i.e., Trim mode), their mass needs to be included in the total mass matrix of the system.

[0049] In practice, the system responds to the user's selection of an additional component on the door structure and automatically determines whether the additional component has a corresponding functional node in the functional node set. The name correspondence refers to the fact that the identifier name of the additional component (such as the mounting point of the outward-opening handle) matches or conforms to a preset mapping rule with the name of a functional node in the functional node set. This determination process is implemented through string matching or database indexing to ensure accurate identification.

[0050] Step 2-2: In response to the existence of a name correspondence, the corresponding functional node is included in the connection node configuration of the additional component in the constrained modal analysis with additional mass.

[0051] When the system determines that a name correspondence exists, it automatically includes the corresponding functional node in the connection node configuration of the add-on component in the constrained modal analysis with added mass, eliminating the need for the user to manually select or create the node again. If no correspondence exists, the system prompts the user to manually define a new connection point, which can be saved to the functional node set for reuse in subsequent analyses.

[0052] This approach makes full use of existing installation point data, realizes automatic association of connection nodes for additional components, avoids redundant definitions, improves modeling consistency and efficiency, and is especially beneficial for multi-round iteration and rapid switching analysis of multiple vehicle models, effectively reducing the risk of human error and improving the level of analysis standardization.

[0053] Furthermore, the above-mentioned determination of whether the attachment component has a name correspondence with the functional nodes in the defined functional node set can, in specific implementation, include the following steps 3-1 and 3-2: Step 3-1: Obtain the add-on name from the add-on parameter file.

[0054] The aforementioned additional component parameter file refers to a structured data file that stores the physical properties and connection information of various non-structural components on the door (such as speakers, inner panels, rearview mirror brackets, lock bodies, etc.). It is usually stored in Excel spreadsheet, CSV text, or XML format and is one of the key inputs for achieving rapid configuration of the Trim model.

[0055] In practice, the name information corresponding to the name of the add-on component is obtained from the add-on component parameter file imported by the user or preset in the background.

[0056] Step 3-2: Match the name of the additional component with the name information of each functional node in the functional node set, and determine that there is a name correspondence when a corresponding node name is matched.

[0057] In practice, the connection location names (i.e., the names of additional components) obtained from the parameter file can be matched one by one with the names of each functional node in the functional node set. If a match is found that is completely identical or conforms to the preset naming rules, it is determined that the additional component has a name correspondence with the corresponding functional node, and the automatic association mechanism is triggered to include it in the connection node configuration with additional quality constraint modal analysis. For example, the name of the outward-opening handle connection point is matched with "outward-opening handle", the lock connection point is matched with "lock", and the speaker connection point is matched with "speaker", etc. This name information serves as a key index for subsequent matching.

[0058] By using parameterized file-driven and name matching mechanisms, the system achieves efficient identification and automatic reuse of add-on component connection information, avoiding manual searching and input errors, and improving the standardization and automation of the analysis process. It is particularly suitable for engineering application scenarios with multiple vehicle models and multiple rounds of rapid iteration, significantly improving work efficiency and ensuring data consistency.

[0059] Furthermore, for at least two of the above-mentioned analysis types—free mode, constrained mode with added mass, local stiffness, and global stiffness—corresponding boundary conditions, load conditions, and solution control parameters are configured under the same basic finite element model, and complete working condition definition information for each analysis type is generated. In specific implementation, this may include the following steps 4-1 to 4-4: Step 4-1: Check whether the basic finite element model contains door frame sealing strip elements.

[0060] In practical implementation, before executing the output definition module (i.e., generating working condition definition information), the system automatically scans the data structure of the current basic finite element model, focusing on detecting whether there are defined sealing strip mesh elements in the door frame and door opening areas. These sealing strip elements are typically composed of one-dimensional spring elements (such as CBUSH) or two-dimensional shell elements, used to simulate the contact stiffness and damping characteristics between the door and the vehicle body sidewall when the door is closed. Their topological positions should be continuously arranged along the perimeter of the door frame and form a constraint connection with the corresponding matching points on the vehicle body. If the system determines that sealing strip elements conforming to preset naming rules or geometric distribution characteristics already exist in the model, it skips the modeling step and directly proceeds to the sealing strip constraint point configuration stage in the subsequent Trim model parameter definition; otherwise, if no relevant elements are detected, it triggers the invocation of a preset sealing strip modeling tool.

[0061] Step 4-2: If not included, call the built-in modeling tool to generate the door frame sealing strip unit, and define the corresponding constraint nodes based on its layout path.

[0062] Built-in modeling tools refer to a dedicated sealing strip mesh generation module integrated into the analysis system. This module can automatically generate continuous spring element chains or node pairs based on preset paths (such as window frame outlines), and complete attribute assignment and connection definitions, avoiding reliance on external manual modeling. Constraint nodes are key nodes connecting the sealing structure to the door body, typically located at sealing strip anchor points or corners. They are used to apply normal fixed constraints or elastic support conditions and are crucial inputs for achieving realistic boundary simulation.

[0063] When the system determines that the model lacks sealing structural elements, it automatically activates the built-in sealing strip modeling tool. This tool extracts closed curves based on pre-configured sealing path lines (usually the center line of the window frame's outer edge) or geometric edges, inserts nodes along the path at set intervals (e.g., 50mm), and creates CELAS1 or CBUSH spring elements to connect adjacent nodes, forming a continuous chain structure. The spring stiffness is set to a typical value (e.g., 50N / mm) or read from the material library. Subsequently, constraint nodes are defined at key locations (e.g., the top of column A, the corner of column B, near the latch), and their master degrees of freedom (e.g., normal UY) are incorporated into the fixed constraint set for subsequent modal or stiffness analyses. This process is fully automated, significantly reducing manual modeling time and improving consistency.

[0064] Step 4-3: Based on the basic finite element model and the identified set of functional nodes, determine the configuration information corresponding to each selected analysis type. The configuration information includes fixed constraints, concentrated force loading paths, and control parameters required for modal or static solutions.

[0065] The system calls the corresponding configuration rules from the preset template library according to the analysis type selected by the user. For example: 1) For free modes: release all constraints, retain only the structure's own mass, and call the EIGRL card to extract unconstrained modes; 2) For constrained modes with additional mass: enable full constraint of hinge mounting points, fix sealing strip constraint nodes, and apply CONM2 mass to the additional component connection nodes generated by S120; 3) For overall stiffness analysis: apply a 1N lateral concentrated force (FX) at the intersection of the window frame and B-column, and define the output displacement response; 4) For local stiffness analysis: apply a unit force at the outward-opening handle mounting point and measure the local deformation.

[0066] Step 4-4: Based on the configuration information, generate complete working condition definition information for free mode, constrained mode with added mass, local stiffness or global stiffness analysis.

[0067] Free mode refers to solving the inherent vibration characteristics (frequency and mode shape) of a structure without any external constraints, used to evaluate the dynamic performance potential of the door itself; Trim mode with added mass is a modal analysis considering hinge fixation, accessory mass, and sealing constraints, which is closer to the actual vehicle installation state; Local stiffness refers to measuring the displacement response after applying a unit force to a specific functional area (such as the outward-opening handle mounting area) to evaluate its resistance to deformation; Overall stiffness includes the lateral stiffness of the window frame, the compressive stiffness of the inner / outer panels, etc., reflecting the overall resistance to deformation of the main load-bearing path of the door; "Complete working condition definition information" refers to a data package containing all simulation setting data for a specific analysis type, including constraint sets, load sets, mass sets, solver control cards, and output requests, which can be directly used to generate standardized calculation input files.

[0068] The configuration information generated in steps 4-3 is integrated and organized into a complete work case data package according to the target solver format (such as Nastran or OptiStruct). For example, "Work Case_01: Free Mode" corresponds to unconstrained mode + mode extraction, and "Work Case_02: Trim Mode" corresponds to hinge fixation + sealing constraint + accessory mass + modal solving. All work case information is stored in a structured manner for subsequent one-click export, ensuring that different analysis tasks do not interfere with each other and can be flexibly combined.

[0069] This approach avoids the problem of boundary condition distortion caused by omission of sealing modeling in the traditional process, improves the simulation realism and modeling efficiency, and significantly reduces the human operation steps.

[0070] In one specific implementation, the above-mentioned determination of the configuration information corresponding to each selected analysis type based on the basic finite element model and the identified set of functional nodes may include the following steps 5-1 to 5-3: Step 5-1 involves analyzing the lateral stiffness of the B-column of the window frame, the C-column of the window frame, the middle lateral stiffness of the window frame, and the lower corner lateral stiffness of the window frame. Concentrated forces are applied to the corresponding functional nodes at these locations, and corresponding displacement output requests are defined.

[0071] In practice, the system automatically identifies the functional nodes corresponding to various stiffness indices based on a preset overall stiffness analysis template. For example, "lateral stiffness of the window frame B-pillar" corresponds to the functional node located at the junction of the B-pillar and the window frame, and "lateral stiffness of the lower corner of the window frame" corresponds to the main control node on the lower rear corner reinforcement plate of the door. The system applies corresponding concentrated forces at different locations, with the direction set to the vehicle's lateral direction (usually the positive / negative X-axis direction). All loading operations are implemented by calling functional nodes, eliminating the need for manual selection of mesh nodes, thus improving consistency and efficiency.

[0072] Step 5-2: Set free boundary conditions without external constraints for free modal analysis and configure modal extraction control parameters.

[0073] When creating free modal cases, all SPC constraint sets are automatically cleared to ensure the structure is in a completely free state. This process is fully automated, avoiding errors in low-frequency modal results caused by human error in omitting the "deconstraint" operation, and ensuring the accuracy of free modal analysis.

[0074] Step 5-3: Set the fixed constraints for the lock engagement point, the door frame sealing strip unit node, and the hinge mounting hole of the vehicle body for the constrained modal analysis with added mass, and call the generated additional component connection node configuration to apply the mass distribution.

[0075] Specifically, when performing the configuration of the constrained modal analysis with added mass, the pre-defined lock engagement points, door frame sealing strip unit nodes, and body side hinge mounting holes in the basic finite element model are first identified. The lock engagement points are the key connection positions for the engagement between the hinged lock and the B-pillar latch, and are usually present in the form of RBE2 elements or node groups; the sealing strip unit nodes are a set of nodes arranged along the door frame to simulate the contact constraints between the sealing strip and the body, which have been created in the basic model or through the sealing strip tool.

[0076] Subsequently, fixed constraints are applied to the aforementioned lock engagement points, body side sealing strip unit nodes, and body side hinge mounting holes, restricting their six degrees of freedom to simulate the main constraint conditions in the closed state of the door. Simultaneously, the system calls the additional component connection node configuration information generated in the preceding steps, applying parameters such as the mass, center of mass, and moment of inertia of each accessory to the corresponding connection nodes via RBE2 or lumped mass elements (CONM2) to achieve spatial distribution modeling of the additional mass.

[0077] This implementation method ensures the integrity and accuracy of the boundary conditions in Trim modal analysis by automating the setting of integrated locking engagement points, sealing strips, and hinge mounting hole constraints, and by combining pre-configured additional component connection nodes to achieve mass loading. It avoids the problem of manually overlooking key constraints or applying mass incorrectly, improving the consistency and reliability of analysis results. It is particularly suitable for multi-round, multi-vehicle rapid evaluation scenarios, significantly improving CAE preprocessing efficiency and standardization.

[0078] Furthermore, in response to the user's selection of the analysis type, based on the generated working condition definition information, one or more standardized calculation input files for the analysis type are generated and output for execution by an external simulation solver. In specific implementation, this may include the following steps 6-1 to 6-3: Step 6-1 provides a visual selection interface, which displays the configuration status of each analysis type, including free mode, constrained mode with added mass, local stiffness, and global stiffness.

[0079] In one implementation, upon startup, the basic finite element model and related parameters are automatically loaded, and five functional areas (corresponding to) are presented in a modular panel format on the main interface. Figure 4 (See the flowchart). The output definition module provides an integrated visual selection interface, listing all output analysis types in a table or card layout: including free modes, Trim modes (constrained modes with added mass), window frame B-column lateral stiffness, and inner plate compression stiffness. This interface is simple and intuitive, allowing users to quickly grasp the current analysis preparation progress and improve operational efficiency.

[0080] Step 6-2: In response to the user's selection of one or more analysis types, the corresponding load definition information is invoked. The load definition information refers to the structured data package generated in the previous steps, containing boundary conditions, load settings, mass definitions, solution control parameters, and output requests for a specific analysis type. It forms the data basis for generating the calculation input file.

[0081] When a user selects one or more analysis types to be exported on the visualization interface based on project requirements (e.g., only free modes and the lateral stiffness of the B-column of the window frame need to be output), the system immediately responds to this selection operation, iterates through the selected items, and retrieves the corresponding complete working condition definition information from its internal data structure. For example, if the user selects the Trim mode, it will call a working condition data package containing complete settings such as hinge fixing constraints, sealing zone constraints, and attachment mass application; if the user selects the overall stiffness analysis, it will extract the corresponding unit force loading and displacement output definitions. All calling processes are completed automatically based on preset mapping relationships, ensuring data accuracy, and supporting single or batch selection to meet the flexibility requirements of different scenarios.

[0082] Step 6-3 generates a standardized calculation input file containing boundary conditions, load settings, and solution control parameters, and outputs it to a specified directory for external simulation solvers to read and execute.

[0083] Based on the invoked load case definitions, a standardized calculation input file is automatically generated according to the target solver's format specifications (such as Nastran BULK format). The file content includes model geometry and element information (from the base model), SPC constraint sets, FORCE load sets, CONM2 mass elements, EIGRL / FREQ solver control cards, SUBCASE load case definitions, and output requests such as DISPLACEMENT. Users can choose to output all selected load cases as a single merged file or split them into multiple independent files. The final file is written to the user-specified project directory and automatically generated with timestamps for version management and solver scheduling.

[0084] This approach provides an integrated, state-visualized selection interface, enabling users to clearly understand the preparation status of each analysis, reducing the risk of misoperation, and improving the interactive experience. It achieves closed-loop integration of door modal and stiffness analysis from modeling to solution preparation, greatly improving the intelligence level and engineering practicality of the CAE analysis process.

[0085] In summary, this application provides an integrated analysis method for automotive door modalities and stiffness. By constructing a basic finite element model containing standardized functional nodes, it achieves unified management of boundary constraints, load application, and attachment connection locations. Based on preset functional nodes, it automatically identifies and reuses attachment component connection points, and combined with parameterized import and spatial matching mechanisms, significantly improving the efficiency and consistency of trim modal modeling. For various analysis needs, including free modes, constrained modes with added mass, and local and global stiffness, it automatically configures boundary conditions, load paths, and solution control parameters under the same model, and introduces an intelligent completion mechanism for sealed structures to ensure the completeness of working condition definitions. A visual interface allows users to flexibly select analysis types and generate standardized input files conforming to mainstream solver formats with a single click, achieving full-process integration from modeling to solution preparation. This method effectively reduces manual intervention, avoids modeling deviations caused by differences in engineer experience, significantly shortens the preprocessing cycle, and improves the repeatability and engineering reliability of simulation results. It is particularly suitable for efficient iterative scenarios involving multiple vehicle models and multiple stages of parallel development, comprehensively supporting the rapid evaluation and optimization of door NVH and structural performance.

[0086] Based on the above method embodiments, this application also provides an automotive door modal and stiffness analysis device, see [link to relevant documentation]. Figure 5 As shown, the device includes the following parts: The acquisition module 410 is used to acquire the pre-established basic finite element model of the automobile door structure. The basic finite element model is pre-configured with multiple sets of functional nodes for boundary constraints and load application. The sets of functional nodes correspond to the loading positions of local stiffness or overall stiffness or the connection positions of additional components on the door. The generation module 420 is used to generate the additional component connection node configuration required for constrained modal analysis with additional mass based on at least some of the nodes in the functional node set; Configuration module 430 is used to configure the corresponding boundary conditions, load conditions and solution control parameters for at least two analysis types among free mode, constrained mode with added mass, local stiffness and global stiffness under the same basic finite element model, and generate complete working condition definition information for each analysis type. The output simulation module 440 is used to respond to the user's selection of the analysis type, and based on the generated working condition definition information, generate and output one or more standardized calculation input files of the analysis type for external simulation solvers to execute, so as to obtain the modal frequency, mode shape and stiffness response data of the car door as the modal and stiffness analysis results.

[0087] In one feasible implementation, the basic finite element model of the above-mentioned automobile door structure includes at least a sheet metal assembly, a hinge assembly, a lock engagement point, a lock local coordinate system, and pre-configured functional nodes, wherein the functional nodes include at least RBE2 rigid elements for mounting holes and RBE2 rigid elements for overall stiffness loading positions.

[0088] In one feasible implementation, the above-mentioned generation module 420 is specifically used for: In response to the selection operation of the additional components set on the door structure, determine whether the additional components have a name correspondence with the functional nodes in the set of defined functional nodes; In response to the existence of a name mapping, the corresponding functional node is included in the connection node configuration of the additional component in the constrained modal analysis with additional mass.

[0089] In one feasible implementation, the above-mentioned generation module 420 is further configured to: Retrieve the add-on name from the add-on parameter file; The system matches the name of the add-on component with the name information of each functional node in the functional node set, and determines that there is a name correspondence when a matching node name is found.

[0090] In one feasible implementation, the configuration module 430 is specifically used for: Determine whether the basic finite element model contains door frame sealing strip elements; If not included, the preset sealing strip modeling tool is called to create the sealing strip unit, and sealing strip constraint points are defined based on the created sealing strip unit to configure the boundary conditions of the corresponding analysis type. Based on the basic finite element model and the identified set of functional nodes, the configuration information corresponding to each selected analysis type is determined. The configuration information includes fixed constraints, concentrated force loading paths, and control parameters required for modal or static solutions. Based on the configuration information, complete working condition definition information is generated for free mode, constrained mode with added mass, local stiffness, or global stiffness analysis.

[0091] In one feasible implementation, the configuration module 430 is further configured to: Analyze the lateral stiffness of the B-column of the window frame, the C-column of the window frame, the middle lateral stiffness of the window frame, and the lower corner lateral stiffness of the window frame. Apply corresponding concentrated forces to the functional nodes at the corresponding locations and define the corresponding displacement output requests. Set up free boundary conditions without external constraints for free modal analysis and configure the modal extraction control parameters; Set fixed constraints for the lock engagement point, the body side door frame sealing strip unit node, and the body side hinge mounting hole for the constrained modal analysis with added mass, and call the generated additional component connection node configuration to apply mass distribution.

[0092] In one feasible implementation, the output simulation module 440 is specifically used for: A visual selection interface is provided to display the configuration status of each analysis type, including free mode, constrained mode with added mass, local stiffness, and global stiffness. In response to the user's selection of one or more analysis types, the corresponding working condition definition information for the analysis type is retrieved; Generate a standardized calculation input file containing boundary conditions, load settings, and solution control parameters, and output it to a specified directory for external simulation solvers to read and execute.

[0093] The automotive door modal and stiffness analysis device provided in this application has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the embodiment of the automotive door modal and stiffness analysis device can be referred to the corresponding content in the aforementioned automotive door modal and stiffness analysis method embodiment.

[0094] This application also provides an electronic device, such as... Figure 5The diagram shows the structure of the electronic device 100, which includes a processor 51 and a memory 50. The memory 50 stores computer-executable instructions that can be executed by the processor 51. The processor 51 executes the computer-executable instructions to implement any of the above-mentioned automotive door modal and stiffness analysis methods.

[0095] exist Figure 5 In the illustrated embodiment, the electronic device further includes a bus 52 and a communication interface 53, wherein the processor 51, the communication interface 53, and the memory 50 are connected via the bus 52.

[0096] The memory 50 may include high-speed random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one communication interface 53 (which can be wired or wireless), such as the Internet, wide area network, local area network, metropolitan area network, etc. The bus 52 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 52 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, ​ The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0097] The processor 51 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 51 or by instructions in software form. The processor 51 may be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in the memory. The processor 51 reads the information in the memory and, in conjunction with its hardware, completes the steps of the automotive door modal and stiffness analysis method of the aforementioned embodiment.

[0098] This application also provides a computer-readable storage medium storing computer-executable instructions. When these computer-executable instructions are called and executed by a processor, they cause the processor to implement the above-described automotive door modal and stiffness analysis method. For specific implementation details, please refer to the foregoing method embodiments, which will not be repeated here.

[0099] The computer program product of the automotive door modal and stiffness analysis method, device and electronic device provided in the embodiments of this application includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. For specific implementation, please refer to the method embodiments, which will not be repeated here.

[0100] Unless otherwise specifically stated, the relative steps, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application.

[0101] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0102] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for modal and stiffness analysis of automobile doors, characterized in that, include: Obtain the pre-established basic finite element model of the car door structure; The basic finite element model is pre-configured with multiple sets of functional nodes for boundary constraints and load application. The functional nodes in the set of functional nodes correspond to the loading positions of local stiffness or overall stiffness on the car door or the connection positions of additional components. Based on at least some of the functional nodes in the set of functional nodes, generate additional component connection nodes required for constrained modal analysis with added mass; For at least two analysis types among free mode, constrained mode with added mass, local stiffness, and global stiffness, corresponding boundary conditions, load conditions, and solution control parameters are configured under the same basic finite element model, and working condition definition information for each analysis type is generated; wherein, when configuring the working condition for constrained mode analysis with added mass, the added mass is connected and applied based on the connection nodes of the added components. In response to the user's selection of the analysis type, based on the generated working condition definition information, a standardized calculation input file of at least one analysis type is generated and output for execution by an external simulation solver to obtain the modal frequencies, mode shapes and stiffness response data of the car door as modal and stiffness analysis results.

2. The method for modal and stiffness analysis of automobile doors according to claim 1, characterized in that, The basic finite element model of the automotive door structure includes sheet metal assembly, hinge assembly, lock engagement point, lock local coordinate system, and pre-configured functional nodes. The functional nodes include at least RBE2 rigid elements for mounting holes and RBE2 rigid elements for overall stiffness loading positions.

3. The method for modal and stiffness analysis of automobile doors according to claim 1, characterized in that, Based on at least some of the functional nodes in the set of functional nodes, additional component connection nodes required for constrained modal analysis with added mass are generated, including: In response to a selection operation for an additional component provided on the door structure, it is determined whether the additional component has a name correspondence with a functional node in the defined set of functional nodes; In response to the existence of a name mapping, the corresponding functional node is included in the connection node configuration of the additional component in the constrained modal analysis with additional mass.

4. The method for modal and stiffness analysis of automobile doors according to claim 3, characterized in that, Determining whether the additional component has a name correspondence with a functional node in the defined functional node set includes: Retrieve the add-on name from the add-on parameter file; The name of the additional component is matched with the name information of each functional node in the functional node set, and when a corresponding node name is matched, it is determined that there is a name correspondence.

5. The method for modal and stiffness analysis of automobile doors according to claim 1, characterized in that, For at least two of the following analysis types—free mode, constrained mode with added mass, local stiffness, and global stiffness—corresponding boundary conditions, load conditions, and solution control parameters are configured under the same basic finite element model, and complete load case definition information for each analysis type is generated, including: Check whether the basic finite element model contains door frame sealing strip elements; If not included, the built-in modeling tool is invoked to generate the door frame sealing strip unit, and corresponding constraint nodes are defined based on its layout path; Based on the basic finite element model and the identified set of functional nodes, the configuration information corresponding to each selected analysis type is determined. The configuration information includes fixed constraints, concentrated force loading paths, and control parameters required for modal or static solutions. Based on the configuration information, complete working condition definition information is generated for free modal analysis, constrained modal analysis with added mass, and local or global stiffness analysis.

6. The method for modal and stiffness analysis of automobile doors according to claim 5, characterized in that, Based on the aforementioned basic finite element model and the identified set of functional nodes, the configuration information corresponding to each selected analysis type is determined, including: Analyze the lateral stiffness of the B-column of the window frame, the C-column of the window frame, the middle lateral stiffness of the window frame, and the lower corner lateral stiffness of the window frame. Apply corresponding concentrated forces to the functional nodes at the corresponding locations and define the corresponding displacement output requests. Set up free boundary conditions without external constraints for free modal analysis and configure the modal extraction control parameters; Set fixed constraints for the lock engagement point, the body side door frame sealing strip unit node, and the body side hinge mounting hole for the constrained modal analysis with added mass, and call the generated additional component connection node configuration to apply mass distribution.

7. The method for modal and stiffness analysis of automobile doors according to claim 1, characterized in that, In response to the user's selection of the analysis type, based on the generated working condition definition information, one or more standardized calculation input files for the analysis type are generated and output for execution by an external simulation solver, including: A visual selection interface is provided, which is used to display the configuration status of each analysis type, including free mode, constrained mode with added mass, local stiffness, and global stiffness. In response to the user's selection of one or more analysis types, the corresponding working condition definition information of the analysis type is invoked; Generate a standardized calculation input file containing boundary conditions, load settings, and solution control parameters, and output it to a specified directory for external simulation solvers to read and execute.

8. A device for modal and stiffness analysis of automobile doors, characterized in that, include: The acquisition module is used to acquire a pre-established basic finite element model of the car door structure. The basic finite element model is pre-configured with multiple sets of functional nodes for boundary constraints and load application. The sets of functional nodes correspond to the loading positions of local stiffness or overall stiffness or the connection positions of additional components on the car door. A generation module is used to generate, based on at least a portion of the nodes in the set of functional nodes, the configuration of additional component connection nodes required for constrained modal analysis with added mass; The configuration module is used to configure the corresponding boundary conditions, load conditions and solution control parameters for at least two analysis types, including free mode, constrained mode with added mass, local stiffness and global stiffness, under the same basic finite element model, and generate complete working condition definition information for each analysis type. The output simulation module, in response to the user's selection of the analysis type, generates and outputs one or more standardized calculation input files for the analysis type based on the generated working condition definition information. These files are then executed by an external simulation solver to obtain the modal frequencies, mode shapes, and stiffness response data of the car door as modal and stiffness analysis results.

9. An electronic device, characterized in that, The method includes a processor and a memory, the memory storing computer-executable instructions that can be executed by the processor, the processor executing the computer-executable instructions to implement the automotive door modal and stiffness analysis method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when invoked and executed by a processor, cause the processor to implement the automotive door modal and stiffness analysis method according to any one of claims 1 to 7.

Images