Simulation analysis method and device for automobile brake pedal assembly

Abstract

The invention relates to the technical field of vehicle simulation, in particular to a simulation analysis method and device for an automobile brake pedal assembly, and the method comprises the steps: obtaining a three-dimensional structure of the automobile brake pedal assembly, so as to build a finite element model; determining material parameters of a metal material in the finite element model according to an elastic-plastic constitutive relationship, endowing attributes to units in the finite element model, applying boundary conditions, and constructing a simulation analysis model; and based on the simulation analysis model, setting a plurality of swing arm angles and applying corresponding loads to simulate that the automobile brake pedal assembly enters a plurality of target working conditions, and obtaining a rigidity strength analysis result of the automobile brake pedal assembly. Therefore, the problems that the mechanical property and the failure rule of the brake pedal assembly in actual operation cannot be accurately reflected due to large deviation between an analysis result and a real vehicle test and the like due to the fact that simulation analysis is carried out on standard or ideal working conditions mostly in related technologies and comprehensive evaluation on specific complex working conditions is lacked are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle simulation technology, and in particular to a simulation analysis method and apparatus for an automobile brake pedal assembly. Background Technology

[0002] In related technologies, the simulation analysis of automotive brake pedal assemblies typically employs the finite element method (FEM) to perform static, modal, fatigue, and dynamic response analyses. By establishing a three-dimensional model of the pedal assembly and applying actual loads and boundary conditions, the stress distribution, deformation, and potential fatigue weaknesses in key components can be predicted. This guides structural optimization design and improves the strength and durability of the brake pedal assembly.

[0003] However, most related technologies simulate and analyze standard or ideal working conditions, such as vertical uniform pedaling or constant rate loading, lacking comprehensive evaluation of specific complex working conditions. For example, in actual use, drivers may experience pedal eccentricity, lateral force input, emergency braking, or misoperation. At this time, the stress state between the pedal arm, hinge pin, and bracket will change significantly, and abnormal stress concentration or fatigue damage may occur in local areas. Related technologies often do not fully consider these asymmetric loads and complex boundary effects, resulting in a large deviation between the analysis results and actual vehicle tests. Therefore, they cannot accurately reflect the mechanical characteristics and failure laws of the brake pedal assembly in actual operation, making it difficult to provide a reliable basis for structural optimization design and material selection, which urgently needs to be addressed. Summary of the Invention

[0004] This application provides a simulation analysis method and apparatus for automotive brake pedal assemblies to solve the problem that in related technologies, most simulation analyses are conducted for standard or ideal working conditions, lacking a comprehensive evaluation of specific complex working conditions. This can easily lead to significant deviations between the analysis results and actual vehicle tests, thus failing to accurately reflect the mechanical characteristics and failure patterns of the brake pedal assembly in actual operation.

[0005] The first aspect of this application provides a simulation analysis method for an automotive brake pedal assembly, comprising the following steps: obtaining the three-dimensional structure of the automotive brake pedal assembly, and establishing a finite element model based on the three-dimensional results; determining the material parameters of the metallic material in the finite element model according to the elastoplastic constitutive relation, assigning properties to at least one element in the finite element model, and applying at least one boundary condition to construct a simulation analysis model; based on the simulation analysis model, setting multiple swing arm angles and applying corresponding loads to simulate the automotive brake pedal assembly entering multiple target working conditions, and obtaining the stiffness and strength analysis results of the automotive brake pedal assembly.

[0006] Through the above technical means, the embodiments of this application can set multiple swing arm angles and apply corresponding loads based on the simulation analysis model, thereby simulating the automotive brake pedal assembly entering multiple target working conditions to obtain the stiffness and strength analysis results of the automotive brake pedal assembly. This can more comprehensively reproduce the various load combinations and assembly states that may occur in actual use, and meticulously and accurately evaluate the structural response under various working conditions, identify potential failures or high-risk areas, and provide a reliable basis for structural optimization, material selection, and vehicle safety verification.

[0007] Optionally, in one embodiment of this application, obtaining the three-dimensional structure of the automotive brake pedal assembly and establishing a finite element model based on the three-dimensional result includes: using two-dimensional shell elements to establish the pedal, swing arm, pedal bracket, brake light switch bracket, and brake light switch trigger plate bracket; using three-dimensional solid elements to establish the push rod with a ball joint structure; using rigid elements and connecting elements to jointly simulate the pivot connection between the swing arm and the pedal bracket; and using the three-dimensional solid elements to establish the ball cage frame and ball cage base.

[0008] Through the above technical means, the embodiments of this application can establish a finite element model of the brake pedal assembly using two-dimensional shell elements, three-dimensional solid elements, rigid elements, and connecting elements. The model can be created separately according to the structural characteristics. Shell elements are used for thin-walled or plate-like areas, while solid elements are used for thick-walled or locally stress-concentrated areas. Rigid elements are used to fix key nodes or bolt hole constraints, and connecting elements are used to simulate the motion and force transmission relationship between components such as hinges and push rods. This improves the calculation efficiency while ensuring simulation accuracy, and effectively evaluates the stiffness and strength performance of the pedal assembly under various working conditions.

[0009] Optionally, in one embodiment of this application, determining the material parameters of the metallic material in the finite element model according to the elastoplastic constitutive relation includes: obtaining at least one of the density, elastic modulus, and Poisson's ratio data of the automobile brake pedal assembly, and obtaining at least one of the yield strength, ultimate tensile strength, and elongation of the metallic material; constructing an elastoplastic material constitutive relation curve based on the density, elastic modulus, Poisson's ratio data, yield strength, ultimate tensile strength, and elongation to determine the elastoplastic constitutive relation.

[0010] Through the above technical means, the embodiments of this application can construct corresponding elastoplastic material constitutive relationship curves based on density, elastic modulus, Poisson's ratio, yield strength, ultimate tensile strength, and elongation, so as to determine the elastoplastic constitutive relationship of the brake pedal assembly. This can more accurately simulate the stress, deformation, and local stress distribution of the material in the elastic and plastic stages, thereby providing a reliable basis for the stiffness and strength analysis of the brake pedal assembly under various working conditions.

[0011] Optionally, in one embodiment of this application, the at least one boundary condition includes the constraint conditions of the rigid element principal point at the center of the pedal bracket fixing bolt hole in directions 1 to 3 and the constraint conditions of the push rod end in directions 1 to 3.

[0012] Through the above technical means, the embodiments of this application can use 1 to 3 degrees of freedom to constrain the principal points of rigid elements, thereby restricting their translational motion, thus simulating the fixed support conditions of the brake pedal assembly in actual assembly, ensuring the stability of the model during the simulation process, and accurately reflecting the force transmission and constraint effects between various components.

[0013] Optionally, in one embodiment of this application, simulating the vehicle brake pedal assembly entering multiple target operating conditions includes: simulating the vehicle brake pedal assembly entering an interference fit condition, a torsional fit condition, and a misuse condition.

[0014] Through the above technical means, the embodiments of this application can simulate the stress and deformation behavior of the automotive brake pedal assembly under various working conditions such as interference fit, anti-torsion, and misuse, thereby more comprehensively reproducing the complex load combinations and assembly states that may occur in actual use. This helps to evaluate the stiffness and strength performance of the pedal assembly in detail and accurately, and provides a reliable basis for structural optimization, material selection, and vehicle safety verification.

[0015] A second aspect of this application provides a simulation analysis device for an automotive brake pedal assembly, comprising: a modeling module for acquiring the three-dimensional structure of the automotive brake pedal assembly and establishing a finite element model based on the three-dimensional results; a simulation module for determining the material parameters of the metallic material in the finite element model according to the elastoplastic constitutive relation, assigning properties to at least one element in the finite element model, and applying at least one boundary condition to construct a simulation analysis model; and an analysis module for setting multiple swing arm angles and applying corresponding loads based on the simulation analysis model to simulate the automotive brake pedal assembly entering multiple target working conditions and obtaining the stiffness and strength analysis results of the automotive brake pedal assembly.

[0016] Through the above technical means, the embodiments of this application can set multiple swing arm angles and apply corresponding loads based on the simulation analysis model, thereby simulating the automotive brake pedal assembly entering multiple target working conditions to obtain the stiffness and strength analysis results of the automotive brake pedal assembly. This can more comprehensively reproduce the various load combinations and assembly states that may occur in actual use, and meticulously and accurately evaluate the structural response under various working conditions, identify potential failures or high-risk areas, and provide a reliable basis for structural optimization, material selection, and vehicle safety verification.

[0017] Optionally, in one embodiment of this application, the establishment module includes: a first establishment unit for establishing a pedal, a swing arm, a pedal bracket, a brake light switch bracket, and a brake light switch trigger plate bracket using two-dimensional shell units; a second establishment unit for establishing a push rod with a ball head structure using three-dimensional solid units; a simulation unit for simulating the pivot connection between the swing arm and the pedal bracket using a combination of rigid units and connecting units; and a third establishment unit for establishing a ball cage frame and a ball cage base using the three-dimensional solid units.

[0018] Through the above technical means, the embodiments of this application can establish a finite element model of the brake pedal assembly using two-dimensional shell elements, three-dimensional solid elements, rigid elements, and connecting elements. The model can be created separately according to the structural characteristics. Shell elements are used for thin-walled or plate-like areas, while solid elements are used for thick-walled or locally stress-concentrated areas. Rigid elements are used to fix key nodes or bolt hole constraints, and connecting elements are used to simulate the motion and force transmission relationship between components such as hinges and push rods. This improves the calculation efficiency while ensuring simulation accuracy, and effectively evaluates the stiffness and strength performance of the pedal assembly under various working conditions.

[0019] Optionally, in one embodiment of this application, the simulation module includes: an acquisition unit, configured to acquire at least one of the density, elastic modulus, and Poisson's ratio data of the automotive brake pedal assembly, and acquire at least one of the yield strength, ultimate tensile strength, and elongation of the metallic material; and a construction unit, configured to construct a constitutive relation curve of the elastoplastic material based on the density, elastic modulus, Poisson's ratio data, yield strength, ultimate tensile strength, and elongation, to determine the elastoplastic constitutive relation.

[0020] Through the above technical means, the embodiments of this application can construct corresponding elastoplastic material constitutive relationship curves based on density, elastic modulus, Poisson's ratio, yield strength, ultimate tensile strength, and elongation, so as to determine the elastoplastic constitutive relationship of the brake pedal assembly. This can more accurately simulate the stress, deformation, and local stress distribution of the material in the elastic and plastic stages, thereby providing a reliable basis for the stiffness and strength analysis of the brake pedal assembly under various working conditions.

[0021] Optionally, in one embodiment of this application, the at least one boundary condition includes the constraint conditions of the rigid element principal point at the center of the pedal bracket fixing bolt hole in directions 1 to 3 and the constraint conditions of the push rod end in directions 1 to 3.

[0022] Through the above technical means, the embodiments of this application can use 1 to 3 degrees of freedom to constrain the principal points of rigid elements, thereby restricting their translational motion, thus simulating the fixed support conditions of the brake pedal assembly in actual assembly, ensuring the stability of the model during the simulation process, and accurately reflecting the force transmission and constraint effects between various components.

[0023] Optionally, in one embodiment of this application, the analysis module includes: a second simulation unit, used to simulate the vehicle brake pedal assembly entering interference fit, anti-torsion fit, and misuse fit conditions.

[0024] Through the above technical means, the embodiments of this application can simulate the stress and deformation behavior of the automotive brake pedal assembly under various working conditions such as interference fit, anti-torsion, and misuse, thereby more comprehensively reproducing the complex load combinations and assembly states that may occur in actual use. This helps to evaluate the stiffness and strength performance of the pedal assembly in detail and accurately, and provides a reliable basis for structural optimization, material selection, and vehicle safety verification.

[0025] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the simulation analysis method for an automotive brake pedal assembly as described in the above embodiments.

[0026] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described simulation analysis method for an automotive brake pedal assembly.

[0027] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, is used to implement the above-described simulation analysis method for an automotive brake pedal assembly.

[0028] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0029] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a schematic diagram of the structure of an automobile brake pedal assembly according to an embodiment of this application; Figure 2 This is a partial structural diagram of the connection between the pedal and the swing arm according to an embodiment of this application; Figure 3 This is a flowchart illustrating a simulation analysis method for an automotive brake pedal assembly according to an embodiment of this application; Figure 4 This is a schematic diagram of a finite element model of an automotive brake pedal assembly according to an embodiment of this application; Figure 5 This is a schematic diagram of a partial finite element model of the ball head and the ball cage according to an embodiment of this application; Figure 6 This is a schematic diagram of a finite element model of a car brake pedal assembly at the initial braking stroke according to an embodiment of this application. Figure 7 This is a flowchart illustrating a simulation analysis method for an automotive brake pedal assembly according to an embodiment of this application. Figure 8 This is a schematic diagram comparing the positions of the brake pedal loading points according to one embodiment of this application; Figure 9 This is a block diagram of a simulation analysis device for an automotive brake pedal assembly provided according to an embodiment of this application; Figure 10 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application.

[0030] Figure label: 101-Pedal, 102-Swing arm, 103-CV joint frame, 104-CV joint base, 105-Brake light switch trigger plate bracket, 106-Brake light switch trigger plate, 107-Brake light switch bracket, 108-Rotating shaft, 109-Pedal bracket, 110-Fixing bolt hole, 111-Push rod, 112-Inner sleeve, 113-Outer sleeve; 10-Simulation analysis device for automotive brake pedal assembly; 100-Establishment module, 200-Simulation module, 300-Analysis module; 1001-Memory, 1002-Processor, 1003-Communication interface. Detailed Implementation

[0031] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0032] The following description, with reference to the accompanying drawings, illustrates a simulation analysis method and apparatus for an automotive brake pedal assembly according to embodiments of this application. Addressing the technical problem mentioned in the background art, where most related technologies perform simulation analysis based on standard or ideal operating conditions, lacking comprehensive evaluation of specific complex operating conditions, this method easily leads to significant deviations between analysis results and actual vehicle tests, thus failing to accurately reflect the mechanical characteristics and failure patterns of the brake pedal assembly in actual operation. This application provides a simulation analysis method for an automotive brake pedal assembly. In this method, based on a simulation analysis model, multiple swing arm angles are set and corresponding loads are applied to simulate the automotive brake pedal assembly entering multiple target operating conditions, thereby obtaining the stiffness and strength analysis results of the automotive brake pedal assembly. This method can more comprehensively reproduce various load combinations and assembly states that may occur in actual use, clarifies the simulation analysis process and evaluation method, and more meticulously and accurately predicts the stiffness and strength performance of the brake pedal assembly under various operating conditions. It identifies potential failure or risk areas and proposes corresponding optimization or avoidance measures. Simultaneously, it can provide quantitative basis for structural optimization design, material selection, and vehicle safety verification, significantly shortening the design cycle, reducing testing costs, and enhancing the scientific nature and controllability of design decisions. This solves the problem that most related technologies perform simulation analysis based on standard or ideal working conditions, lacking comprehensive evaluation of specific complex working conditions. This can easily lead to significant deviations between the analysis results and actual vehicle tests, thus failing to accurately reflect the mechanical characteristics and failure patterns of the brake pedal assembly in actual operation.

[0033] Before describing the simulation analysis method for the automotive brake pedal assembly provided in the embodiments of this application, the structure and application scenarios of the automotive brake pedal assembly involved in the embodiments of this application will be described first.

[0034] like Figure 1 As shown, a typical automotive brake pedal assembly viewed from two perspectives consists of a pedal 101, a control arm 102, a ball cage frame 103, a ball cage base 104, a brake light switch trigger pad bracket 105, a brake light switch trigger pad 106, a brake light switch bracket 107, a pivot 108, a pedal bracket 109, a fixing bolt hole 110, a push rod 111, an inner sleeve 112, and an outer sleeve 113. The pedal 101 is welded to the control arm 102. The brake light switch bracket 107 and the brake light switch trigger pad bracket 105 are respectively connected to the pedal bracket 109 and the control arm 102. The control arm 102 is connected to the push rod 111 in its middle section via a ball cage-ball head structure. The ball cage consists of a ball cage frame 103 and a ball cage base 104, which holds the ball head of the push rod 111 in place. When braking, the swing arm 102 rotates around the pivot 108, and the pedaling force is transmitted from the pedal 101, the swing arm 102, and the push rod 111 to the brake master cylinder through the power assist mechanism, thus forming the braking operation process.

[0035] As a concrete example, such as Figure 2As shown, the pedal 101 and the swing arm 102 are welded together, and two weld seams are formed on the bottom surface of the pedal 101 along the junction line between the two. When braking, the point of application of the pedal force is not always in the middle of the pedal 101, that is, there is an eccentricity in the point of application of the pedal force. When the degree of this eccentricity is large, the pedal 101 will tend to flip towards the side of the point of application of the pedal force, and there is a risk of failure due to insufficient rigidity and strength.

[0036] As another specific example, the brake pedal 101 is susceptible to misoperation, specifically, when the foot is lifted from below and accidentally touches the bottom of the pedal, causing an upward impact (i.e., opposite to the rotation direction during braking) on ​​the pedal 101 and the control arm 102. At this time, the push rod 11, already at its extreme position at the top of the master cylinder, exerts a downward pull (i.e., in the same direction as the rotation during braking) on ​​the CV joint via its upper ball joint. Compared to the metal CV joint frame 103, the plastic CV joint base 104, subjected to the force of the ball joint, may be damaged; simultaneously, this process can easily cause the ball joint to become unstable or even detach from the CV joint. Misoperation of the brake pedal 101 may lead to damage to the brake pedal 101 assembly or even brake failure, seriously affecting driving safety.

[0037] Therefore, in order to more accurately evaluate the mechanical characteristics of the brake pedal assembly during actual use, the embodiments of this application can incorporate complex working conditions such as pedal eccentricity and misoperation for further simulation analysis. This can more realistically reflect the stress distribution and deformation characteristics of the brake pedal assembly under different operating conditions, thereby identifying potential fatigue weak areas. This can provide more valuable data support for pedal structure optimization, material selection and life prediction, and improve the safety and reliability of the brake pedal assembly under multiple working conditions.

[0038] Specifically, Figure 3 This is a flowchart illustrating a simulation analysis method for an automotive brake pedal assembly provided in an embodiment of this application.

[0039] like Figure 3 As shown, the simulation analysis method for this automotive brake pedal assembly includes the following steps: In step S301, the three-dimensional structure of the car brake pedal assembly is obtained, and a finite element model is established based on the three-dimensional results.

[0040] The structure of the automotive brake pedal assembly may include, but is not limited to, the pedal, control arm, pivot, pedal bracket, ball joint, etc., which can be configured by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0041] Optionally, in one embodiment of this application, the three-dimensional structure of the automobile brake pedal assembly is obtained to establish a finite element model based on the three-dimensional result, including: using two-dimensional shell elements to establish the pedal, swing arm, pedal bracket, brake light switch bracket, and brake light switch trigger plate bracket; using three-dimensional solid elements to establish the push rod with a ball joint structure; using rigid elements and connecting elements to jointly simulate the pivot connection between the swing arm and the pedal bracket; and using three-dimensional solid elements to establish the ball cage frame and ball cage base.

[0042] It can be explained that the two-dimensional shell element is a finite element based on the surface of the structure. Its thickness is much smaller than its length and width. It can simultaneously consider in-plane tensile and bending stiffness, and is suitable for stress, deformation and modal analysis of thin-walled plates. It has high computational efficiency and is suitable for rapid simulation of the overall structure. The three-dimensional solid element is a finite element based on the volume of the structure. It can accurately reflect the three-dimensional stress distribution and deformation characteristics of thick-walled structures and local complex geometries. It is suitable for fine analysis of hinge pins, bushings, contact areas and local stress concentration areas.

[0043] Specifically, establishing a finite element model in this application embodiment may include the following steps: (1) First, in the embodiments of this application, the pedal, swing arm, pedal bracket, brake light switch bracket, and brake light switch trigger plate bracket can be established using two-dimensional shell elements; the welds between the swing arm and the pedal, the ball cage frame and the brake light switch trigger plate bracket, and the welds between the pedal bracket and the brake light switch bracket are established using two-dimensional shell elements.

[0044] (2) Secondly, in the embodiments of this application, a push rod with a ball head structure can be built using three-dimensional solid elements; a rigid element (which can be represented as rb2 element) is built in the fixing bolt hole of the pedal bracket, and the main point of the rigid element (rb2 element) is the center of the fixing bolt hole.

[0045] (3) Further, such as Figure 4 As shown, for the pivot connection between the swing arm and the pedal bracket, this embodiment can use a combination of rigid elements (rb2 elements) and connecting elements (which can be represented as connector elements) for simulation. For example, this embodiment can utilize one rigid element (rb2 element) with the contact surface of the swing arm with the pivot and a node 3-4 mm around the contact surface as the slave point; another rigid element (rb2 element) with the contact surface of the pedal bracket with the pivot and a node 3-4 mm around the contact surface as the slave point; the principal points of these two rigid elements (rb2 elements) are both located at the center point of the pivot, but exist independently as two nodes. The principal points of the two rigid elements (rb2 elements) are connected by a connecting element (connector element), meaning the geometric coordinates of the two nodes in the connecting element (connector element) are the same.

[0046] (3) As a possible way to achieve this, such as Figure 5 As shown, for the ball cage-ball head connection between the swing arm and the putter, the embodiment of this application can use three-dimensional solid elements to build the ball cage frame and the ball cage base. The joint between the two can be simulated with rigid elements (rb2 elements) to establish the contact relationship between the ball head and the ball cage frame and the ball cage base.

[0047] It can be noted that since the ball head and the ball cage base are interference fit, there will be some interference between their geometric models, but there is no need to adjust their geometric positions.

[0048] In step S302, the material parameters of the metallic material in the finite element model are determined according to the elastoplastic constitutive relation, so as to assign properties to at least one element in the finite element model and apply at least one boundary condition to construct a simulation analysis model.

[0049] Elastic-plastic constitutive relations can be constitutive models that describe the stress-deformation characteristics of materials in the elastic and plastic stages, including the linear stress-strain relationship, yield point, and post-yield plastic hardening characteristics in the elastic stage. They can reflect the stress distribution, deformation behavior, and permanent deformation trend of materials under ultimate loads or cyclic loads. In the finite element simulation analysis of the embodiments of this application, they can be used to accurately predict local yielding, stress concentration, and fatigue damage in key parts, thereby providing a basis for structural optimization design and life assessment.

[0050] Material parameters of metallic materials may include, but are not limited to, density, elastic modulus, Poisson's ratio, yield strength, ultimate tensile strength, and elongation.

[0051] It can be noted that the elements can include two-dimensional shell elements, three-dimensional solid elements, rigid elements, and connected elements. Properties can include, but are not limited to, material, geometry, boundary conditions, and connection type. Boundary conditions can constrain the translational or rotational degrees of freedom of the principal points of rigid elements in the X, Y, and Z directions, or can simulate actual support, connection, or loading states by applying displacement, force, or rotational boundary conditions.

[0052] The elements, attributes, boundary conditions, etc., can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0053] Specifically, embodiments of this application can set attributes for two-dimensional shell elements and three-dimensional solid elements, and assign them to the corresponding elements. As a specific example, embodiments of this application can set the attributes of connector elements: the connector element attribute of the simulated pivot connection between the swing arm and the pedal bracket is set to hinge type; at this time, a local coordinate system can be established, and the characteristics of the connector element can be expressed in the local coordinate system. This local coordinate system can use the pivot axis direction as the X-axis, and set the elasticity parameter (connector elasticity) related to rotation around this axis; the Y and Z axis directions are not specifically restricted.

[0054] Optionally, in one embodiment of this application, determining the material parameters of the metallic material in the finite element model according to the elastoplastic constitutive relation includes: obtaining at least one of the density, elastic modulus, and Poisson's ratio data of the automobile brake pedal assembly, and obtaining at least one of the yield strength, ultimate tensile strength, and elongation of the metallic material; constructing an elastoplastic material constitutive relation curve based on the density, elastic modulus, Poisson's ratio data, and at least one of the yield strength, ultimate tensile strength, and elongation to determine the elastoplastic constitutive relation.

[0055] It is understood that, in the embodiments of this application, density can be used to calculate structural mass and inertial load, elastic modulus and Poisson's ratio can be used to describe the elastic mechanical behavior of the material, yield strength can be used to determine the stress level at which the material begins to produce plastic deformation, ultimate tensile strength can be used to evaluate the ultimate bearing capacity of the material, and elongation can be used to characterize the plastic deformation capacity and fracture toughness of the material. These parameters can jointly determine the stress, deformation and failure characteristics of the material under static, dynamic and fatigue conditions.

[0056] As one possible approach, for the metallic material in the model, the embodiments of this application can define the material parameters according to the elastoplastic constitutive relation: in addition to density, elastic modulus, and Poisson's ratio data, the yield strength, ultimate tensile strength, and elongation of the material also need to be determined to construct the constitutive relation curve of the elastoplastic material. The ball cage base in the model is made of plastic, and its constitutive relation can be given according to linear elasticity, using only the material's density, elastic modulus, and Poisson's ratio data.

[0057] Optionally, in one embodiment of this application, at least one boundary condition includes the constraint conditions of the rigid element principal point at the center of the pedal bracket fixing bolt hole in directions 1 to 3 and the constraint conditions of the push rod end in directions 1 to 3.

[0058] For example, the embodiments of this application can constrain the degrees of freedom of the principal points 1 to 3 of the rigid element (rb2 element) at the center of the fixing bolt hole of the pedal bracket to achieve the fixed constraint of the bracket; and can constrain the degrees of freedom of the end of the push rod 1 to 3 to simulate the actual connection and assembly conditions, thereby truly reflecting the relative motion and force transmission characteristics of the pedal bracket and the push rod in the simulation.

[0059] In step S303, based on the simulation analysis model, multiple swing arm angles are set and corresponding loads are applied to simulate the automotive brake pedal assembly entering multiple target working conditions, thereby obtaining the stiffness and strength analysis results of the automotive brake pedal assembly.

[0060] The target working condition may include, but is not limited to, torsional working condition and misuse working condition.

[0061] Specifically, embodiments of this application can set different swing arm angles, establish loading points and corresponding local coordinate systems, and provide a reference for subsequent application of loads in different directions and positions and model simulation. This can include the following steps: (1) such as Figure 4 As shown, in this embodiment, the swing arm angle can be adjusted to 2 / 3 of the full stroke, that is, when the pedal is subjected to a pedaling force, it rotates to a position of 2 / 3 of the stroke. Further, in this embodiment, the push rod angle can be adjusted so that its end is located on the brake master cylinder axis. The center line between the two welds connecting the pedal and the swing arm is found, and this center line is projected onto the upper surface of the pedal to determine the midpoint of the first projected line segment. Next, in this embodiment, a rigid element (rb2 element) can be established with the midpoint of the first projected line segment as the master point and nodes 3-4mm away from the four corner points of the pedal as slave points. Simultaneously, a first local coordinate system is established with the midpoint of the first projected line segment as the origin, the vertical plane upwards as the positive Z-axis, and the direction to the right in the vehicle direction as the positive Y-axis.

[0062] (2) such as Figure 6 As shown, in this embodiment, the swing arm angle can be set to the initial state of the braking stroke, i.e., the position when the pedal is not subjected to pedal force. Further, this embodiment can adjust the push rod angle so that its end is located on the axis of the brake master cylinder, find the center line between the two welds connecting the pedal and the swing arm, and project this center line onto the upper surface of the pedal to determine the midpoint of the second projection line segment. Next, this embodiment can establish a rigid element (rb2 element) with the "midpoint of the second projection line segment" as the master point and nodes 3-4mm away from the four corner points of the pedal as slave points. Simultaneously, a second local coordinate system is established with the "midpoint of the second projection line segment" as the origin, the vertical plane upwards as the positive Z-axis, and the direction to the right in the vehicle direction as the positive Y-axis.

[0063] Optionally, in one embodiment of this application, the vehicle brake pedal assembly is simulated to enter multiple target operating conditions, including: simulating the vehicle brake pedal assembly to enter interference fit condition, anti-torsion condition and misuse condition.

[0064] Among them, torque conditions and misuse conditions include those mentioned above such as pedal eccentricity and misoperation. Interference conditions can refer to a state in which, during the assembly of two mating parts, the bore diameter is slightly smaller than the shaft diameter or the inner part size is slightly larger than the outer part bore diameter, resulting in initial compressive stress or interference stress after the parts are assembled.

[0065] The following examples illustrate the interference fit conditions of the embodiments of this application.

[0066] The embodiments of this application can analyze the interference fit between the ball head and the ball cage base, which may include: (1) In this embodiment, the interference fit load step between the ball head and the ball cage base can be established based on the first local coordinate system and its model, and the interference fit between the ball head and the ball cage base can be performed using automatic shrink adjustment. Since the ball head and the ball cage base clamp have geometric interference when the mesh model is established, this simulation method does not require contact relationship adjustment, which can avoid mesh distortion and non-convergence of calculation that occurs during contact relationship adjustment. Considering that the geometric dimensions of the ball cage base clamp are small and the shape is complex, the automatic shrink adjustment method used in this embodiment can more stably realize the interference fit simulation and ensure the convergence of the calculation process and the accuracy of the simulation results.

[0067] (2) In this embodiment, the interference fit load step between the ball head and the ball cage base can be established based on the second local coordinate system and its model, and the interference fit between the ball head and the ball cage base can be performed using automatic shrink adjustment. Since the ball head and the ball cage base clamps have geometric interference when the mesh model is established, this simulation method does not require contact relationship adjustment, which can avoid mesh distortion and non-convergence of calculation that occurs during contact relationship adjustment. At the same time, considering that the geometric dimensions of the ball cage base clamps are small and the shape is complex, the automatic shrink adjustment method used in this embodiment can more stably realize the interference fit simulation.

[0068] Furthermore, embodiments of this application can analyze the stiffness and strength of the automotive brake pedal assembly under torsional and misuse conditions to obtain the stress distribution, deformation characteristics, and identification results of dangerous parts of the brake pedal assembly under different conditions, providing a reference for structural design optimization and reliability assessment of the brake pedal assembly; it may include: (1) Pedal anti-torsion condition: This embodiment of the application can use a first local coordinate system and its model as a basis, and apply a torque of ±15 Nm around the X-axis of the local coordinate system at the determined "midpoint of the first projection line segment", and then unload it to simulate the anti-torsional condition. Furthermore, this embodiment of the application can examine the plastic strain (peeq) and displacement of the metal structure in the brake pedal assembly. If the plastic strain (peeq) is less than a threshold and the maximum displacement of the pedal is less than a threshold, then the brake pedal assembly meets the stiffness and strength requirements; conversely, if the plastic strain (peeq) is not less than a threshold or the maximum displacement of the pedal is not less than a threshold, then the brake pedal assembly does not meet the stiffness and strength requirements.

[0069] (2) Pedal misuse conditions: This embodiment of the application can apply a 400N load along the positive Z-axis of the local coordinate system at the determined "midpoint of the second projected line segment" based on the first local coordinate system to simulate misuse conditions. Furthermore, this embodiment of the application can examine the stress at the locking part of the plastic ball cage base. If the stress value is less than a threshold, the brake pedal assembly meets the stiffness and strength requirements, and the ball head will not detach from the ball cage base; conversely, if the stress value is greater than the threshold, the brake pedal assembly does not meet the stiffness and strength requirements, and the risk of the ball head detaching from the ball cage base is relatively high.

[0070] It can be noted that if the above analysis of the stiffness and strength of the brake pedal assembly meets the requirements, the design is feasible; otherwise, if any one or more of the above stiffness and strength analyses do not meet the requirements, the design needs to be modified and the above stiffness and strength analyses need to be performed again until the design is feasible.

[0071] The following is a specific example, such as Figure 7 As shown, the process of simulation analysis of the automobile brake pedal assembly according to the embodiments of this application is further explained, which may include the following steps: In step S701, the three-dimensional structure of the brake pedal assembly is obtained and a finite element model is established.

[0072] Specifically, in the embodiments of this application, the structural models of each part of the brake pedal assembly can be established using two-dimensional shell elements and three-dimensional solid elements; the weld model can be established using two-dimensional shell elements; the bolt model can be established using rigid elements; the shaft connection model can be established using connecting elements; and the finite element model can be established according to the actual geometric position to simulate the interference fit between the ball cage and the ball head.

[0073] In step S702, define the material parameters.

[0074] As a specific example, embodiments of this application can define material parameters for metallic materials in the model according to the elastoplastic constitutive relation: in addition to density, elastic modulus, and Poisson's ratio data, the yield strength, ultimate tensile strength, and elongation of the material are also determined to construct the constitutive relation curve of the elastoplastic material; for plastic materials such as the ball cage base in the model, their constitutive relation is given according to linear elasticity, which can be based solely on the material's density, elastic modulus, and Poisson's ratio data.

[0075] In step S703, attributes are assigned to the elements in the finite element model.

[0076] The embodiments of this application can assign properties to two-dimensional shell elements, three-dimensional solid elements, rigid elements, and connecting elements.

[0077] In step S704, boundary conditions are applied to the finite element model.

[0078] In this embodiment, constraints can be applied to the rigid element principal point at the center of the fixed bolt hole of the pedal bracket in directions 1 to 3, and to the end of the push rod in directions 1 to 3.

[0079] In step S705, different swing arm angles are set to prepare for applying loads.

[0080] Specifically, embodiments of this application can set different swing arm angles to determine the loading point position and the corresponding local coordinate system, in preparation for applying a load. The loading point position and the corresponding local coordinate system are determined in the following way: This embodiment of the application identifies the centerline between the two welds connecting the pedal and the swing arm. This centerline is projected onto the upper surface of the pedal, and the midpoint of the projected line segment is determined. Using the "midpoint of the projected line segment" as the master point and nodes 3-4 mm from the four corners of the pedal as slave points, a rigid element (rb2 element) is established. Simultaneously, a local coordinate system is established with the "midpoint of the projected line segment" as the origin, the vertical plane of the pedal pointing upwards as the positive Z-axis, and the direction to the right in the vehicle's direction as the positive Y-axis. This "midpoint of the projected line segment" serves as the loading point for both "torsional" and "misuse" operating conditions.

[0081] It can be explained that, in the embodiments of this application, the reason for determining the loading point in the above manner is as follows: a) The upper surface of the pedal has an irregular shape and bulges upwards. In actual analysis, its "geometric center" is often difficult to determine.

[0082] b) such as Figure 8 As shown, due to manufacturing process reasons, the "midpoint of the projection line segment" is not always located in the middle of the pedal; in this case, the "midpoint of the projection line segment" may not coincide with the "geometric center" of the pedal and may be some distance away.

[0083] c) For the "torsion resistance" condition, one of the key points of examination is the strength of the weld between the connecting pedal and the swing arm. In this embodiment, the torque is applied to the "midpoint of the projected line segment" as described above, which can be more accurate. For the "misuse" condition, one of the key points of examination is the connection strength between the ball cage and the ball head.

[0084] Understandably, in actual execution, when the foot is lifted, it is more likely to first touch the swing arm located on the bottom surface of the pedal. Therefore, it is more reasonable to set the loading point at the "midpoint of the projection line segment" relative to the "geometric center" of the pedal.

[0085] In step S706, interference fit analysis is performed on the brake pedal assembly.

[0086] This application embodiment utilizes automatic shrinkage adjustment to analyze the interference fit between the ball joint and the ball cage base. Since the ball joint and the ball cage base clamps have geometric interference from the moment the mesh model is created, this simulation method eliminates the need for contact relationship adjustment, avoiding mesh distortion and subsequent non-convergence issues that can occur during adjustment. Furthermore, considering the small geometric dimensions and complex structure of the ball cage base clamps, the automatic shrinkage adjustment method provides a more stable interference fit simulation, ensuring convergence of the calculation process and accuracy of the simulation results.

[0087] In step S707, the brake pedal assembly is subjected to torsional stress analysis.

[0088] The embodiments of this application may include: (1) With the swing arm angle at 2 / 3 of the full stroke, apply a torque of ±15Nm around the X-axis of the local coordinate system at the “midpoint of the projection line segment”, and then unload.

[0089] (2) The plastic strain (peeq) and displacement of the metal structure in the brake pedal assembly are used as evaluation indicators. If the plastic strain (peeq) is less than the threshold and the maximum displacement of the pedal is less than the threshold, the brake pedal assembly meets the stiffness and strength requirements. Conversely, if the plastic strain (peeq) is not less than the threshold or the maximum displacement of the pedal is not less than the threshold, the brake pedal assembly does not meet the stiffness and strength requirements.

[0090] In step S708, a misuse condition analysis is performed on the brake pedal assembly.

[0091] (1) Apply a 400N load along the positive Z-axis of the local coordinate system at the midpoint of the projection line segment at the position of the swing arm in the initial state of the braking stroke.

[0092] (2) The stress of the plastic ball cage base is used as the evaluation index. If the stress value of the clamping part of the plastic ball cage base is less than the threshold, the brake pedal assembly meets the stiffness and strength requirements. At this time, it can be indicated that the plastic ball cage base is intact and the ball head should not come out of the ball cage base. On the contrary, if the stress value of the clamping part of the plastic ball cage base is greater than the threshold, the brake pedal assembly does not meet the stiffness and strength requirements. At this time, it can be indicated that the plastic ball cage base is damaged and the ball head is at greater risk of coming out of the ball cage base.

[0093] In step S709, it is determined whether the requirements are met.

[0094] In this embodiment of the application, the stiffness and strength of the brake pedal assembly can be determined based on the evaluation indicators set above. If the above analysis of the stiffness and strength of the brake pedal assembly meets the requirements, the design can be passed; otherwise, if any one or more of the above stiffness and strength analyses do not meet the requirements, the design needs to be modified and the above stiffness and strength analyses need to be performed again until the design passes.

[0095] According to the simulation analysis method for automotive brake pedal assembly proposed in this application, based on the simulation analysis model, multiple swing arm angles are set and corresponding loads are applied to simulate the automotive brake pedal assembly entering multiple target working conditions, so as to obtain the stiffness and strength analysis results of the automotive brake pedal assembly. This method can more comprehensively reproduce the various load combinations and assembly states that may occur in actual use, clarify the simulation analysis process and evaluation method, and more meticulously and accurately predict the stiffness and strength performance of the brake pedal assembly under various working conditions. It can identify potential failure or risk areas and propose corresponding optimization or avoidance measures. At the same time, it can provide quantitative basis for structural optimization design, material selection and vehicle safety verification, significantly shorten the design cycle, reduce test costs, and enhance the scientificity and controllability of design decisions.

[0096] Next, with reference to the accompanying drawings, a simulation analysis device for an automotive brake pedal assembly according to an embodiment of this application is described.

[0097] Figure 9 This is a block diagram of a simulation analysis device for an automotive brake pedal assembly according to an embodiment of this application.

[0098] like Figure 9 As shown, the simulation analysis device 10 for the automobile brake pedal assembly includes: a setup module 100, a simulation module 200, and an analysis module 300.

[0099] The module 100 is used to obtain the three-dimensional structure of the car brake pedal assembly, so as to establish a finite element model based on the three-dimensional results.

[0100] The simulation module 200 is used to determine the material parameters of the metallic material in the finite element model according to the elastic-plastic constitutive relation, so as to assign properties to at least one element in the finite element model and apply at least one boundary condition to construct a simulation analysis model.

[0101] Analysis module 300 is used to set multiple swing arm angles and apply corresponding loads based on the simulation analysis model to simulate the automotive brake pedal assembly entering multiple target working conditions and obtain the stiffness and strength analysis results of the automotive brake pedal assembly.

[0102] Optionally, in one embodiment of this application, the establishment module 100 includes: a first establishment unit, a second establishment unit, a simulation unit, and a third establishment unit.

[0103] The first establishing unit is used to establish the pedal, swing arm, pedal bracket, brake light switch bracket, and brake light switch trigger plate bracket using the two-dimensional shell unit.

[0104] The second building unit is used to build a putter with a ball head structure using three-dimensional solid elements.

[0105] The simulation unit is used to simulate the pivot connection between the swing arm and the pedal bracket by combining rigid and connecting units.

[0106] The third building unit is used to build the ball cage frame and the ball cage base using three-dimensional solid units.

[0107] Optionally, in one embodiment of this application, the simulation module 200 includes: an acquisition unit and a construction unit.

[0108] The acquisition unit is used to acquire at least one of the density, elastic modulus, and Poisson's ratio data of the automotive brake pedal assembly, and to acquire at least one of the yield strength, ultimate tensile strength, and elongation of the metallic material.

[0109] Construction elements are used to construct constitutive relation curves for elastoplastic materials based on at least one of density, elastic modulus, Poisson's ratio data, indicated yield strength, ultimate tensile strength, and elongation, in order to determine the elastoplastic constitutive relation.

[0110] Optionally, in one embodiment of this application, at least one boundary condition includes the constraint conditions of the rigid element principal point at the center of the pedal bracket fixing bolt hole in directions 1 to 3 and the constraint conditions of the push rod end in directions 1 to 3.

[0111] Optionally, in one embodiment of this application, the analysis module 300 includes: a second simulation unit.

[0112] The second simulation unit is used to simulate the interference fit, torsional fit, and misuse conditions of the automotive brake pedal assembly.

[0113] It should be noted that the explanation of the above-mentioned simulation analysis method embodiment for automobile brake pedal assembly also applies to the simulation analysis device for automobile brake pedal assembly in this embodiment, and will not be repeated here.

[0114] The simulation analysis device for the automotive brake pedal assembly proposed in this application, based on a simulation analysis model, sets multiple swing arm angles and applies corresponding loads to simulate the automotive brake pedal assembly entering multiple target working conditions, thereby obtaining the stiffness and strength analysis results of the automotive brake pedal assembly. It can more comprehensively reproduce various load combinations and assembly states that may occur in actual use, clarify the simulation analysis process and evaluation method, and more meticulously and accurately predict the stiffness and strength performance of the brake pedal assembly under various working conditions. It can identify potential failure or risk areas and propose corresponding optimization or avoidance measures. At the same time, it can provide quantitative basis for structural optimization design, material selection and vehicle safety verification, which can significantly shorten the design cycle, reduce test costs, and enhance the scientificity and controllability of design decisions.

[0115] Figure 10 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 1001, the processor 1002, and the computer program stored on the memory 1001 and capable of running on the processor 1002.

[0116] When the processor 1002 executes the program, it implements the simulation analysis method for the automobile brake pedal assembly provided in the above embodiments.

[0117] Furthermore, the vehicle also includes: Communication interface 1003 is used for communication between memory 1001 and processor 1002.

[0118] The memory 1001 is used to store computer programs that can run on the processor 1002.

[0119] The memory 1001 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0120] If the memory 1001, processor 1002, and communication interface 1003 are implemented independently, then the communication interface 1003, memory 1001, and processor 1002 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 10 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0121] Optionally, in a specific implementation, if the memory 1001, processor 1002, and communication interface 1003 are integrated on a single chip, then the memory 1001, processor 1002, and communication interface 1003 can communicate with each other through an internal interface.

[0122] The processor 1002 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0123] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described simulation analysis method for an automotive brake pedal assembly.

[0124] This application also provides a computer program product, including a computer program that can run computer instructions. When the computer instructions are executed by a processor, they implement the simulation analysis method for the automotive brake pedal assembly provided in this application.

[0125] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0126] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0127] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0128] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0129] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0130] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0131] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0132] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method of simulation analysis of an automotive brake pedal assembly, characterized by, The method comprises the following steps: acquiring a three-dimensional structure of a vehicle brake pedal assembly to establish a finite element model based on the three-dimensional result; determining material parameters of a metal material in the finite element model according to an elastic-plastic constitutive relation, to attribute to at least one unit in the finite element model, and to apply at least one boundary condition, to build a simulation analysis model; based on the simulation analysis model, setting multiple swing arm angles and applying corresponding loads to simulate the vehicle brake pedal assembly entering multiple target working conditions, to obtain a stiffness and strength analysis result of the vehicle brake pedal assembly.

2. The method of claim 1, wherein, The acquiring a three-dimensional structure of a vehicle brake pedal assembly to establish a finite element model based on the three-dimensional result comprises: establishing a pedal, a swing arm, a pedal support, a brake light switch support, and a brake light switch trigger piece support by using a two-dimensional shell element; establishing a push rod with a ball head structure by using a three-dimensional entity element; simulating a shaft connection between the swing arm and the pedal support by using a rigid element and a connecting element in combination; establishing a ball cage frame and a ball cage base by using the three-dimensional entity element.

3. The method of claim 1, wherein, The determining material parameters of a metal material in the finite element model according to an elastic-plastic constitutive relation comprises: acquiring at least one of density, elastic modulus, and Poisson's ratio data of the vehicle brake pedal assembly, and acquiring at least one of a yield limit, a strength limit, and an elongation of the metal material; based on at least one of the density, the elastic modulus, the Poisson's ratio data, the yield limit, the strength limit, and the elongation, constructing an elastic-plastic material constitutive relation curve to determine the elastic-plastic constitutive relation.

4. The method of claim 1, wherein, The at least one boundary condition comprises a constraint condition of a rigid element main point 1-3 direction freedom degree of a pedal support fixed bolt hole center and a constraint condition of a push rod end 1-3 direction freedom degree.

5. The method of claim 1, wherein, The simulating the vehicle brake pedal assembly entering multiple target working conditions comprises: simulating the vehicle brake pedal assembly entering an interference working condition, a torsion working condition, and a misuse working condition.

6. A simulation analysis device for a brake pedal assembly of an automobile, characterized by comprising: It comprises: a building module for acquiring a three-dimensional structure of a vehicle brake pedal assembly to establish a finite element model based on the three-dimensional result; a simulation module for determining material parameters of a metal material in the finite element model according to an elastic-plastic constitutive relation, to attribute to at least one unit in the finite element model, and to apply at least one boundary condition, to build a simulation analysis model; an analysis module for setting multiple swing arm angles and applying corresponding loads based on the simulation analysis model to simulate the vehicle brake pedal assembly entering multiple target working conditions, to obtain a stiffness and strength analysis result of the vehicle brake pedal assembly.

7. The apparatus of claim 6, wherein, The building module comprises: a first building unit for establishing a pedal, a swing arm, a pedal support, a brake light switch support, and a brake light switch trigger piece support by using a two-dimensional shell element; a second building unit for establishing a push rod with a ball head structure by using a three-dimensional entity element; a simulation unit for simulating a shaft connection between the swing arm and the pedal support by using a rigid element and a connecting element in combination; a third building unit for establishing a ball cage frame and a ball cage base by using the three-dimensional entity element.

8. A vehicle characterized by comprising: It comprises: A memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the simulation analysis method of the automobile brake pedal assembly according to any one of claims 1-5.

9. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the simulation analysis method of the automobile brake pedal assembly according to any one of claims 1-5.

10. A computer program product comprising a computer program, characterized in that, The computer program is executed to implement the simulation analysis method of the automobile brake pedal assembly according to any one of claims 1-5.

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