Fatigue simulation method, device and equipment for guide rail in automobile sliding door and storage medium

Abstract

According to the fatigue simulation method, device and equipment for the middle guide rail of the automobile sliding door and the storage medium, a flexible body file is imported into dynamic simulation software to replace a rigid middle guide rail and then simulation is conducted again, so that the deformation characteristic of the middle guide rail in the actual stress process is accurately reproduced, and then a modal coordinate file capable of reflecting the vibration mode of the middle guide rail is output; the method comprises the following steps: linearly superposing modal coordinates and modal stress of a middle guide rail to obtain structural stress changing along with time, calculating a damage value by combining material parameters of the middle guide rail and predicted opening and closing cycle times of a sliding door in the whole life cycle of a vehicle, and judging whether the fatigue performance of the middle guide rail meets design requirements or not by comparing the damage value with a preset threshold value. And if not, optimizing the middle guide rail and then re-executing the process, and if so, finishing the analysis. According to the implementation mode, a high-frequency opening and closing cycle test does not need to be carried out depending on a real vehicle or a sliding door subsystem rack, and the test cycle consumption of a traditional part durability test as long as two weeks or above is avoided.

Description

Technical Field

[0001] This application relates to the field of simulation analysis of vehicle sliding doors, specifically to a method, device, equipment, and storage medium for simulating fatigue of guide rails in automotive sliding doors. Background Technology

[0002] The automotive industry is rapidly developing towards lightweighting and intelligentization. As a convenient access structure, the reliability of car sliding doors directly affects the user experience and safety of vehicles. The guide rail, as the core load-bearing component of the sliding door, is prone to fatigue damage due to repeated opening and closing over a long period of time. Therefore, accurate prediction and efficient analysis of the fatigue life of the guide rail has become a key requirement for improving product quality and shortening the development cycle in the automotive R&D process.

[0003] In related technologies, specialized durability verification is used to ensure that the technology meets the requirements of the entire vehicle lifecycle. Currently, the mainstream method in the industry is to conduct this verification using component durability testing. This involves using a real vehicle or sliding door subsystem bench to simulate daily user scenarios (such as the complete action of unlocking-opening-closing-locking). Through high-frequency opening and closing cycle tests, the operating force, opening and closing speed, guide rail clearance difference, and component wear are monitored simultaneously to evaluate the fatigue resistance of key components such as the central guide rail.

[0004] However, the component durability testing verification method requires testing for up to two weeks or even longer, resulting in a huge consumption of testing resources and investment of manpower and material resources, which cannot meet the needs of quickly predicting and optimizing the life of sliding door guide rails. Summary of the Invention

[0005] This application provides a fatigue simulation method, device, equipment, and storage medium for the guide rail of an automotive sliding door, which can solve the technical problem that traditional component durability testing and verification methods cannot meet the needs of rapid prediction and optimization of the lifespan of sliding door guide rails.

[0006] In a first aspect, embodiments of this application provide a fatigue simulation method for the guide rail in an automotive sliding door, the fatigue simulation method for the guide rail in an automotive sliding door includes: In the dynamic simulation software, force is applied to the sliding door handle and the simulation is started. The flexible body file and modal stress file of the middle guide rail are generated by the finite element simulation software. The flexible body file is imported into the dynamic simulation software to replace the rigid middle guide rail and the simulation is repeated. The modal coordinate file of the middle guide rail is output. Import the modal coordinate file and modal stress file of the guide rail into the fatigue simulation software, set the material parameters and cycle number of the guide rail to calculate the damage value, and determine whether the damage value is greater than the preset threshold. If it is greater, optimize the guide rail and re-simulate. If it is not greater, complete the fatigue simulation analysis of the guide rail.

[0007] In conjunction with the first aspect, in one embodiment, applying force to the sliding door handle and initiating the simulation in the dynamics simulation software includes: In the dynamic simulation software, a force load is applied to the sliding door handle along the opening and closing direction of the sliding door and in the direction perpendicular to the plane of the sliding door; After the simulation is started, the acceleration of the sliding door's center of mass and the force on the guide wheel are monitored in real time. If the detected acceleration of the sliding door's center of gravity exceeds the acceleration range of the actual sliding door's opening and closing motion, or if the force on the guide wheel deviates from the normal bearing capacity of the guide wheel material, then adjust the contact parameters or the magnitude of the applied load in the dynamic simulation software until the monitoring data is consistent with the actual motion and force state of the sliding door.

[0008] In conjunction with the first aspect, in one embodiment, prior to generating the flexible body file of the guide rail using finite element simulation software, the method further includes: The guide rail is meshed; the mesh size is determined based on the structural complexity of the guide rail and the accuracy required for fatigue simulation, to ensure that the flexible body file can accurately reflect the structural mechanical properties of the guide rail.

[0009] In conjunction with the first aspect, in one embodiment, the method of optimizing the guide rail includes adjusting the cross-sectional shape of the guide rail, adding or optimizing the layout of the reinforcing ribs of the guide rail, or adjusting the material thickness of the key stress area of ​​the guide rail, so as to reduce the damage value of the guide rail to below a preset threshold.

[0010] In conjunction with the first aspect, in one embodiment, before applying force to the sliding door handle and initiating the simulation in the dynamics simulation software, the method further includes: Import load-bearing and non-load-bearing components into dynamic simulation software, establish rigid body models for load-bearing components and mass point models for non-load-bearing components and input corresponding physical parameters, and establish contact relationships and rotational pairs between load-bearing components. Based on the material properties of load-bearing components, the contact parameters of the contact relationship and the rotation parameters of the rotary pair are set in the dynamic simulation software.

[0011] In conjunction with the first aspect, in one embodiment, the load-bearing components include guide rails, guide wheels, load-bearing wheels, and support arms, while the non-load-bearing components include sliding door sheet metal and interior trim. The physical parameters include the component's center of mass coordinates, mass, and moment of inertia.

[0012] In conjunction with the first aspect, in one embodiment, the contact parameters include contact stiffness and coefficient of friction, and the coefficient of friction includes static coefficient of friction and dynamic coefficient of friction. Rotational parameters include the center of rotation and rotational stiffness; The settings for contact and rotation parameters are matched to the material properties of load-bearing components to conform to the mechanical interaction state under actual working conditions.

[0013] Secondly, embodiments of this application provide a fatigue simulation analysis device for the guide rail of an automotive sliding door, the automotive sliding door guide rail fatigue simulation analysis device comprising: The simulation execution module is used to apply force to the sliding door handle and start the simulation in the dynamic simulation software. It generates a flexible body file and modal stress file of the middle guide rail through the finite element simulation software, imports the flexible body file into the dynamic simulation software to replace the rigid middle guide rail and re-simulates, and outputs the modal coordinate file of the middle guide rail. The fatigue analysis and optimization module is used to import the modal coordinate file and modal stress file of the guide rail into the fatigue simulation software, set the material parameters and cycle number of the guide rail, calculate the damage value, and determine whether the damage value is greater than the preset threshold. If it is greater, the guide rail is optimized and the simulation is repeated; if it is not greater, the fatigue simulation analysis of the guide rail is completed.

[0014] Thirdly, this application provides a fatigue simulation analysis device for the guide rail of a sliding car door. The fatigue simulation analysis device for the guide rail of a sliding car door includes a processor, a memory, and a fatigue simulation analysis program for the guide rail of a sliding car door stored in the memory and executable by the processor. When the fatigue simulation analysis program for the guide rail of a sliding car door is executed by the processor, it implements the steps of the fatigue simulation method for the guide rail of a sliding car door as described in some of the above embodiments.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium, characterized in that the computer-readable storage medium stores a fatigue simulation analysis program for the guide rail in an automotive sliding door, wherein when the fatigue simulation analysis program for the guide rail in an automotive sliding door is executed by a processor, it implements the steps of the fatigue simulation method for the guide rail in an automotive sliding door as described in some of the above embodiments.

[0016] The beneficial effects of the technical solutions provided in this application include: The sliding door handle is subjected to force using dynamic simulation software to simulate the actual opening and closing stress scenario of the sliding door. Finite element simulation software is used to generate flexible body files and modal stress files for the central guide rail. The flexible body files are then imported into the dynamic simulation software to replace the rigid central guide rail, and the simulation is repeated to accurately reproduce the deformation characteristics of the central guide rail under actual stress. This outputs modal coordinate files reflecting the vibration modes of the central guide rail. The modal coordinate files and modal stress files of the central guide rail are then imported into fatigue simulation software. Damage values ​​are calculated by combining the material parameters of the central guide rail and the expected number of opening and closing cycles of the sliding door throughout the vehicle's lifespan. The damage values ​​are compared with preset thresholds to determine whether the fatigue performance of the central guide rail meets the design requirements. If not, the central guide rail is optimized, and the above process is repeated. If it meets the requirements, the analysis is complete. This implementation method eliminates the need for high-frequency opening and closing cycle tests on a real vehicle or sliding door subsystem bench, avoiding the time-consuming testing cycles of traditional component durability tests (often two weeks or more). Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating an embodiment of the fatigue simulation method for the guide rail in an automotive sliding door according to this application. Figure 2 This is a schematic diagram of the connection between the upper guide rail and the upper support arm in an embodiment of this application; Figure 3 This is a schematic diagram showing the connection between the upper support arm and the upper guide wheel in an embodiment of this application; Figure 4 This is a schematic diagram of the connection between the guide rail and the support arm in an embodiment of this application; Figure 5 This is a schematic diagram showing the connection between the middle support arm and the middle guide wheel one, the middle guide wheel two, and the middle load-bearing wheel in an embodiment of this application; Figure 6 This is a schematic diagram of the connection between the lower guide rail and the lower support arm in an embodiment of this application; Figure 7 This is a schematic diagram showing the connection between the lower support arm and the lower guide wheel 1, the lower guide wheel 2 and the lower load-bearing wheel in an embodiment of this application; Figure 8 This is a schematic diagram of the hardware structure of the fatigue simulation analysis equipment for the guide rail of a car sliding door involved in the embodiments of this application.

[0018] In the diagram: 1. Upper guide rail; 2. Upper support arm; 3. Upper guide wheel; 4. Middle guide rail; 5. Middle support arm; 6. Middle guide wheel one; 7. Middle guide wheel two; 8. Middle load-bearing wheel; 9. Lower guide rail; 10. Lower support arm; 11. Lower guide wheel one; 12. Lower guide wheel two; 13. Lower load-bearing wheel. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0020] The automotive industry is rapidly developing towards lightweighting and intelligentization. As a convenient access structure, the reliability of car sliding doors directly affects the user experience and safety of vehicles. The guide rail, as the core load-bearing component of the sliding door, is prone to fatigue damage due to repeated opening and closing over a long period of time. Therefore, accurate prediction and efficient analysis of the fatigue life of the guide rail has become a key requirement for improving product quality and shortening the development cycle in the automotive R&D process.

[0021] Among these measures, specialized durability verification ensures that the system meets the requirements for use throughout the vehicle's entire lifecycle. Currently, the mainstream method in the industry is to conduct this verification using component durability testing. This involves using a real vehicle or sliding door subsystem bench to simulate daily user scenarios (such as the complete action of unlocking-opening-closing-locking). Through high-frequency opening and closing cycle tests, the operating force, opening and closing speed, guide rail clearance difference, and component wear are monitored simultaneously to assess the fatigue resistance of key components such as the central guide rail.

[0022] However, the component durability testing verification method requires testing for up to two weeks or even longer, resulting in a huge consumption of testing resources and investment of manpower and material resources, which cannot meet the needs of quickly predicting and optimizing the life of sliding door guide rails.

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0024] In a first aspect, embodiments of this application provide a fatigue simulation method for guide rails in automotive sliding doors.

[0025] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the fatigue simulation method for the guide rail in an automotive sliding door according to this application. Figure 1 As shown, the fatigue simulation method for the guide rail in a car sliding door includes: S300: Apply force to the sliding door handle in the dynamic simulation software and start the simulation. Generate the flexible body file and modal stress file of the middle guide rail through the finite element simulation software. Import the flexible body file into the dynamic simulation software to replace the rigid middle guide rail and re-simulate. Output the modal coordinate file of the middle guide rail. S400: Import the modal coordinate file and modal stress file of the middle guide rail into the fatigue simulation software, set the material parameters and cycle number of the middle guide rail to calculate the damage value, and determine whether the damage value is greater than the preset threshold. If it is greater, optimize the middle guide rail and re-simulate. If it is not greater, complete the fatigue simulation analysis of the middle guide rail.

[0026] In this embodiment, a dynamic simulation software is used to apply force to the sliding door handle to simulate the actual opening and closing force scenario of the sliding door and start the simulation. A flexible body file and modal stress file of the central guide rail are generated by the finite element simulation software. The flexible body file is imported into the dynamic simulation software to replace the rigid central guide rail and re-simulate to accurately reproduce the deformation characteristics of the central guide rail during the actual force process, and then output a modal coordinate file that can reflect the vibration mode of the central guide rail. The modal coordinate file and modal stress file of the central guide rail are imported into the fatigue simulation software. The damage value is calculated by combining the material parameters of the central guide rail and the expected number of opening and closing cycles of the sliding door during the entire life cycle of the vehicle. The fatigue performance of the central guide rail is compared with a preset threshold to determine whether it meets the design requirements. If it does not meet the requirements, the central guide rail is optimized and the above process is repeated. If it meets the requirements, the analysis is completed. This implementation method eliminates the need for high-frequency opening and closing cycle tests on actual vehicles or sliding door subsystem benches, avoiding the test cycle of two weeks or more required for traditional component durability tests. It reduces the occupation of test resources and the input of manpower and materials, enabling accurate prediction and efficient analysis of the fatigue life of the guide rail, thus helping to improve product quality and shorten the development cycle.

[0027] Furthermore, in one embodiment, step S300 includes the following steps: S301: In the dynamic simulation software, apply a force load to the sliding door handle along the opening and closing direction of the sliding door and the direction perpendicular to the plane of the sliding door; S302: After starting the simulation, monitor the acceleration of the sliding door's center of mass and the force on the guide wheel in real time; S303: If the acceleration of the sliding door's center of gravity exceeds the acceleration range of the actual sliding door's opening and closing motion, or if the force on the guide wheel deviates from the normal bearing capacity of the guide wheel material, adjust the contact parameters or the magnitude of the applied load in the dynamic simulation software until the monitoring data is consistent with the actual motion and force state of the sliding door.

[0028] In this embodiment, in the dynamic simulation software, a force load is applied to the sliding door handle along the opening and closing direction of the sliding door and in the direction perpendicular to the plane of the sliding door to match the actual force scenario when the user opens and closes the sliding door. After the simulation is started, the acceleration of the sliding door's center of mass and the force on the guide wheel are monitored in real time. The acceleration of the sliding door's center of mass is related to the actual motion stability of the sliding door, and the force on the guide wheel is related to the load transmission state of the guide rail. If the acceleration of the sliding door's center of mass exceeds the acceleration range of the actual sliding door's opening and closing motion, or the force on the guide wheel deviates from the normal bearing range of the guide wheel material, the contact parameters or the magnitude of the applied force load in the dynamic simulation software are adjusted until the monitoring data is consistent with the actual motion and force state of the sliding door. This ensures that the sliding door motion and force environment simulated by the dynamic simulation are highly matched with the actual vehicle conditions, providing an accurate preliminary simulation foundation for the subsequent generation of the flexible body file of the guide rail, output of the modal coordinate file, and fatigue damage calculation. This avoids deviations in the fatigue analysis results of the guide rail due to deviations in the preliminary simulation parameters from reality, further ensuring the reliability of the fatigue life prediction of the guide rail, while continuing the advantage of reducing the occupation of experimental resources and the input of manpower and materials.

[0029] Furthermore, in one embodiment, before generating the flexible body file of the guide rail using finite element simulation software, the method further includes: S304: Mesh the guide rail; the mesh size is determined based on the structural complexity of the guide rail and the accuracy required for fatigue simulation, to ensure that the flexible body file can accurately reflect the structural mechanical properties of the guide rail.

[0030] In this embodiment, before generating the flexible body file of the central guide rail using finite element simulation software, the central guide rail is first meshed. The mesh size is determined based on the structural complexity of the central guide rail and the required accuracy for fatigue simulation, ensuring that the flexible body file accurately reflects the structural mechanical properties of the central guide rail. This provides structural data support for subsequently importing the flexible body file into dynamic simulation software to replace the rigid central guide rail and accurately reproduce the actual stress and deformation state of the central guide rail. This ensures the accuracy of the output of the central guide rail modal coordinate file and the reliability of the fatigue damage calculation results of the central guide rail based on the modal coordinate file and modal stress file. At the same time, it maintains the technical advantage of not needing to rely on actual vehicle or subsystem bench tests, reducing the occupation of test resources and the investment of manpower and material resources.

[0031] Furthermore, in one embodiment, the method of optimizing the guide rail includes adjusting the cross-sectional shape of the guide rail, adding or optimizing the layout of the reinforcing ribs of the guide rail, or adjusting the material thickness of the key stress area of ​​the guide rail, so as to reduce the damage value of the guide rail to below a preset threshold.

[0032] In this embodiment, when the damage value of the middle guide rail calculated by fatigue simulation software is greater than a preset threshold, the middle guide rail is optimized by adjusting its cross-sectional shape, adding or optimizing the layout of the reinforcing ribs, or adjusting the material thickness of the key stress areas of the middle guide rail, so as to reduce the damage value of the middle guide rail to below the preset threshold. This optimization method can specifically improve the structural mechanical properties of the middle guide rail, ensure that the fatigue performance of the middle guide rail meets the design requirements, adapt to the usage needs throughout the vehicle's entire life cycle, and can efficiently cooperate with the aforementioned dynamic simulation, finite element simulation, and fatigue simulation processes. It does not require repeated adjustment and verification tests based on actual vehicles or sliding door subsystem benches, further improving the efficiency of middle guide rail fatigue life optimization and reducing resource consumption and human and material investment during the optimization process.

[0033] Furthermore, in one embodiment, prior to S300, the following steps are included: S100: Import load-bearing and non-load-bearing components into the dynamic simulation software, establish rigid body models for load-bearing components and mass point models for non-load-bearing components and input corresponding physical parameters, and establish contact relationships and rotational pairs between load-bearing components. S200: Based on the material properties of load-bearing components, set the contact parameters of the contact relationship and the rotation parameters of the rotary pair in the dynamic simulation software.

[0034] In this embodiment, before performing the force simulation on the sliding door handle, load-bearing and non-load-bearing components are first imported into the dynamic simulation software. Rigid body models are established for the load-bearing components and mass point models are established for the non-load-bearing components. Corresponding physical parameters are input into the two models, and the contact relationship and rotational joint between the load-bearing components are established. Then, based on the material properties of the load-bearing components, the contact parameters corresponding to the contact relationship and the rotational parameters corresponding to the rotational joint are set in the dynamic simulation software. This constructs a simulation model that fits the actual structure and component interaction characteristics of the sliding door system. This provides a basis for applying force along the opening and closing direction of the sliding door and in the direction perpendicular to the sliding door plane, starting the simulation, and adjusting the parameters. This ensures the rationality of the initial model construction and parameter settings, thereby ensuring the accuracy of the subsequent simulation process and results. At the same time, it continues the technical advantage of not relying on a real vehicle or subsystem test bench, reducing the occupation of experimental resources and the investment of manpower and material resources.

[0035] Furthermore, in one embodiment, the load-bearing components include guide rails, guide wheels, load-bearing wheels, and support arms, while the non-load-bearing components include sliding door sheet metal and interior trim; the physical parameters include the center of mass coordinates, mass, and moment of inertia of the components.

[0036] In this embodiment, when constructing the simulation model of the sliding door system using dynamic simulation software, the load-bearing components are clearly defined as guide rails, guide wheels, load-bearing wheels, and support arms, while the non-load-bearing components include the sliding door sheet metal and interior trim. Simultaneously, the physical parameters input to the model are determined to be the coordinates of the component's center of mass, mass, and moment of inertia. This provides accurate component classification and physical data support for establishing rigid body models for load-bearing components and mass point models for non-load-bearing components. This ensures that the constructed model accurately reflects the structural attributes and physical characteristics of different types of components, closely conforming to the actual component composition and assembly relationships of the sliding door system. This lays the foundation for subsequently establishing contact relationships and revolute pairs between load-bearing components, and setting contact and rotation parameters, ensuring the rationality and accuracy of the initial model construction. This, in turn, supports the reliable implementation of subsequent simulation processes, while maintaining the technical advantages of not requiring reliance on actual vehicles or subsystem test benches, reducing experimental resource consumption and manpower and material investment.

[0037] Furthermore, in one embodiment, the contact parameters include contact stiffness and friction coefficient, the friction coefficient including static friction coefficient and dynamic friction coefficient; the rotation parameters include rotation center and rotation stiffness; the settings of the contact parameters and rotation parameters are matched with the material properties of the load-bearing components to conform to the mechanical interaction state under actual working conditions.

[0038] In this embodiment, when setting contact and rotation parameters based on the material properties of load-bearing components, the contact parameters explicitly include contact stiffness and friction coefficient, with the friction coefficient further encompassing both static and dynamic friction coefficients. The rotation parameters include the rotation center and rotation stiffness. The settings of both contact and rotation parameters are based on the material properties of the load-bearing components, ensuring that the contact forces and rotational motion states between the load-bearing components during the simulation closely match the mechanical interactions under actual working conditions. This provides detailed parameter support for the accurate simulation of the sliding door's motion and forces in subsequent dynamic simulations, ensuring consistency between the initial model parameter settings and the actual mechanical properties of the components. This, in turn, improves the reliability of the subsequent fatigue analysis results of the guide rail, while maintaining the technical advantages of not requiring a physical vehicle or subsystem test bench, reducing experimental resource consumption and manpower and material investment.

[0039] On the other hand, this application provides a fatigue simulation method for automotive sliding door guide rails, the specific steps of which are as follows: I. Dynamics Simulation Modeling of Sliding Doors S1.1 Importing Component Models and Creating Rigid Bodies Reference Figure 2 (Upper guide rail 1 is connected to upper support arm 2) Figure 3 (The upper support arm 2 is connected to the upper guide wheel 3) Figure 4 (The middle guide rail 4 is connected to the middle support arm 5) Figure 5 (The middle support arm 5 is connected to the middle guide wheel 1 6, the middle guide wheel 2 7, and the middle load-bearing wheel 8.) Figure 6 (The lower guide rail 9 is connected to the lower support arm 10) Figure 7 (The lower support arm 10 is connected to the lower guide wheel 11, the lower guide wheel 2 12, and the lower load-bearing wheel 13.) After numbering the following components in the CATIA software (Computer-Aided 3D Interactive Application Software) assembly model of the sliding door system, save each part as a separate CATIA software (Computer-Aided 3D Interactive Application Software) file and import it into ADAMS software (Automatic Dynamic Analysis Mechanical System Software) to create a rigid body model: Guide rails: Upper guide rail 1, Middle guide rail 4, Lower guide rail 9; Guide wheels: Upper guide wheel 3, Middle guide wheel 1 6, Middle guide wheel 2 7, Lower guide wheel 1 11, Lower guide wheel 2 12; Load-bearing rollers: 8 middle load-bearing rollers, 13 lower load-bearing rollers; Support arms: 2 upper support arms, 5 middle support arms, and 10 lower support arms.

[0040] S1.2 Rigid Body Physical Parameter Input Input the coordinates of the center of mass, mass, and moment of inertia of each component into the rigid body model (upper guide rail 1, upper support arm 2, upper guide wheel 3, middle guide rail 4, middle support arm 5, middle guide wheel 1 6, middle guide wheel 2 7, middle load-bearing wheel 8, lower guide rail 9, lower support arm 10, lower guide wheel 1 11, lower guide wheel 2 12, lower load-bearing wheel 13) established in S1.1.

[0041] S1.3 Mass Point Model Establishment For sliding door sheet metal and interior parts (non-load-bearing components), a mass point model is established in ADAMS software (automatic dynamic analysis mechanical system software), and the corresponding moment of inertia and center of mass coordinates are input.

[0042] S1.4 Establishment of Constraint Relationships based on Figures 2-7 Based on the actual connection configuration of the components shown, the following constraints are established: Contact relationships: Contact between guide wheels and guide rails (upper guide wheel 3 and upper guide rail 1, middle guide wheel 1 6 and middle guide rail 4, middle guide wheel 2 7 and middle guide rail 4, lower guide wheel 1 11 and lower guide rail 9, lower guide wheel 2 12 and lower guide rail 9), and contact between load-bearing wheels and guide rails (middle load-bearing wheel 8 and middle guide rail 4, lower load-bearing wheel 13 and lower guide rail 9). Rotary joint: Rotary joint between the load-bearing wheel and the support arm (middle load-bearing wheel 8 and middle support arm 5, lower load-bearing wheel 13 and lower support arm 10).

[0043] II. Parameter Settings S2.1 Guide wheel and guide rail contact property settings Based on the material properties of the upper guide wheel 3 and upper guide rail 1, the middle guide wheel 1 6 and middle guide rail 4, the middle guide wheel 2 7 and middle guide rail 4, the lower guide wheel 1 11 and lower guide rail 9, and the lower guide wheel 2 12 and lower guide rail 9, the contact properties of the above contact pairs, including contact stiffness and coefficient of friction, are established in ADAMS software (Automatic Dynamic Analysis Mechanical System Software).

[0044] S2.2 Load-bearing wheel and guide rail contact property settings Based on the material properties of the middle load-bearing wheel 8 and the middle guide rail 4, and the lower load-bearing wheel 13 and the lower guide rail 9, the contact properties of the above contact pairs, including contact stiffness and coefficient of friction, are established in ADAMS software (automatic dynamic analysis mechanical system software).

[0045] S2.3 Parameter settings for the rotating pair of the load-bearing wheel and support arm Based on the material properties of the middle load-bearing wheel 8 and the middle support arm 5, and the lower load-bearing wheel 13 and the lower support arm 10, the parameters of the above-mentioned rotary pairs, including the rotation center and rotation stiffness, are established in the ADAMS software (Automatic Dynamic Analysis Mechanical System Software).

[0046] III. Simulation Calculation S3.1 Force Setting X-axis and Y-axis forces are applied to the sliding door handle to simulate the forces experienced by the user during the opening and closing of the door.

[0047] S3.2 Simulation Calculation and Post-processing Viewing Submit the simulation calculation and view the results using the post-processing function of ADAMS software (Automatic Dynamic Analysis of Mechanical Systems): X-axis acceleration of the sliding door's center of mass; The guide wheels are subjected to Y-direction forces (including the upper guide wheel 3, middle guide wheel 1 6, middle guide wheel 2 7, lower guide wheel 1 11, and lower guide wheel 2 12).

[0048] S3.3 parameter adjustment Based on the post-processing results of S3.2, adjust the simulation parameters (such as contact stiffness, friction coefficient, and force magnitude) until the X-axis acceleration of the sliding door's center of mass and the Y-axis force on the guide wheels (including upper guide wheel 3, middle guide wheel 1 6, middle guide wheel 2 7, lower guide wheel 1 11, and lower guide wheel 2 12) are within a reasonable range.

[0049] S3.4 Finite Element File Generation In the finite element simulation software, MNF files (modal neutral files) are generated for the upper guide rail 1, the middle guide rail 4, and the lower guide rail 9, and the corresponding OP2 files (result output files) are output.

[0050] S3.5 Flexible Body Replacement and Simulation Import the MNF files (modal neutral files) of the upper guide rail 1, middle guide rail 4, and lower guide rail 9 generated by S3.4 into ADAMS software (automatic dynamic analysis mechanical system software), replace the corresponding rigid guide rail models (upper guide rail 1, middle guide rail 4, and lower guide rail 9) with flexible bodies, submit the simulation calculation, and obtain the stress results of the upper guide rail 1, middle guide rail 4, and lower guide rail 9.

[0051] S3.6 Modal coordinate file output The ADAMS software (Automatic Dynamic Analysis Mechanical System Software) uses its post-processing function to output modal coordinate DAC files (data acquisition files) for the upper guide rail 1, middle guide rail 4, and lower guide rail 9, which will then be used as input files for subsequent fatigue simulation analysis.

[0052] IV. Analyze the fatigue condition of the guide rail and optimize its design. S4.1 Fatigue Simulation File Input In fatigue simulation software: Input the modal coordinate DAC file (data acquisition file) of the upper guide rail 1, middle guide rail 4, and lower guide rail 9 output by S3.6 through the TSInput module (time series input module). Input the modal stress OP2 file (result output file) of the upper guide rail 1, middle guide rail 4, and lower guide rail 9 output by S3.4 through the FEInput module (finite element input module).

[0053] S4.2 Fatigue Simulation Parameter Settings In the SNAnalysis module (stress life analysis module), set the material parameters and number of cycles for the upper guide rail 1, middle guide rail 4, and lower guide rail 9 respectively.

[0054] S4.3 Fatigue Damage Value Calculation Run the fatigue simulation process to obtain the damage values ​​of the upper guide rail 1, middle guide rail 4, and lower guide rail 9.

[0055] S4.4 Damage Assessment and Optimization Iteration Determine whether the damage values ​​of the upper guide rail 1, middle guide rail 4, and lower guide rail 9 are greater than the preset damage threshold; If the damage value of any guide rail is greater than the threshold, optimize the structure or material thickness of the guide rail, return to step one (sliding door dynamics simulation modeling) and re-execute the full process simulation; If all guide rail damage values ​​are not greater than the threshold, then the simulation analysis and optimization are complete.

[0056] Secondly, this application also provides a fatigue simulation analysis device for the guide rail of an automobile sliding door. The fatigue simulation analysis device for the guide rail of an automobile sliding door includes: a simulation execution module, which is used to apply force to the sliding door handle in the dynamic simulation software and start the simulation, generate a flexible body file and modal stress file of the guide rail through the finite element simulation software, import the flexible body file into the dynamic simulation software to replace the rigid guide rail and re-simulate, and output the modal coordinate file of the guide rail; and a fatigue analysis and optimization module, which is used to import the modal coordinate file and modal stress file of the guide rail into the fatigue simulation software, set the material parameters and cycle number of the guide rail to calculate the damage value, determine whether the damage value is greater than a preset threshold, if it is greater, optimize the guide rail and re-simulate, if it is not greater, complete the fatigue simulation analysis of the guide rail.

[0057] The functions of each module in the above-mentioned fatigue simulation analysis device for the guide rail of the automobile sliding door correspond to the steps in the above-mentioned fatigue simulation method embodiment for the guide rail of the automobile sliding door. Their functions and implementation processes will not be described in detail here.

[0058] Thirdly, this application provides a fatigue simulation analysis device for the guide rail of an automobile sliding door. The fatigue simulation analysis device for the guide rail of an automobile sliding door can be a device with data processing capabilities, such as a personal computer (PC), a laptop computer, or a server.

[0059] Reference Figure 8 , Figure 8 This is a schematic diagram of the hardware structure of the fatigue simulation analysis device for the guide rail of an automotive sliding door involved in the embodiments of this application. In this embodiment, the fatigue simulation analysis device for the guide rail of an automotive sliding door may include a processor, a memory, a communication interface, and a communication bus.

[0060] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0061] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces for interconnecting components within the fatigue simulation analysis equipment for automotive sliding door guide rails, as well as interfaces for interconnecting the equipment with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0062] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0063] The processor can be a general-purpose processor, which can call the fatigue simulation analysis program for the guide rail of a sliding car door stored in the memory and execute the fatigue simulation method for the guide rail of a sliding car door provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the fatigue simulation analysis program for the guide rail of a sliding car door is called can refer to the various embodiments of the fatigue simulation method for the guide rail of a sliding car door in this application, and will not be repeated here.

[0064] Those skilled in the art will understand that Figure 8 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0065] Fourthly, embodiments of this application also provide a readable storage medium.

[0066] The present application stores a fatigue simulation analysis program for the guide rail of an automobile sliding door on a readable storage medium. When the automobile sliding door guide rail fatigue simulation analysis program is executed by a processor, it implements the steps of the automobile sliding door guide rail fatigue simulation method described above.

[0067] The method implemented when the fatigue simulation analysis program for the guide rail in the sliding door of an automobile is executed can be referred to in various embodiments of the fatigue simulation method for the guide rail in the sliding door of this application, and will not be repeated here.

[0068] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0069] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover a non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0070] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0071] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0072] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0073] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0074] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A fatigue simulation method for guide rails in automotive sliding doors, characterized in that, The fatigue simulation method for the guide rail in the automotive sliding door includes: In the dynamic simulation software, force is applied to the sliding door handle and the simulation is started. The flexible body file and modal stress file of the middle guide rail are generated by the finite element simulation software. The flexible body file is imported into the dynamic simulation software to replace the rigid middle guide rail and the simulation is repeated. The modal coordinate file of the middle guide rail is output. Import the modal coordinate file and modal stress file of the guide rail into the fatigue simulation software, set the material parameters and cycle number of the guide rail to calculate the damage value, and determine whether the damage value is greater than the preset threshold. If it is greater, optimize the guide rail and re-simulate. If it is not greater, complete the fatigue simulation analysis of the guide rail.

2. The fatigue simulation method for guide rails in automotive sliding doors as described in claim 1, characterized in that, The process of applying force to the sliding door handle and initiating the simulation in the dynamics simulation software includes: In the dynamic simulation software, a force load is applied to the sliding door handle along the opening and closing direction of the sliding door and in the direction perpendicular to the plane of the sliding door; After the simulation is started, the acceleration of the sliding door's center of mass and the force on the guide wheel are monitored in real time. If the detected acceleration of the sliding door's center of gravity exceeds the acceleration range of the actual sliding door's opening and closing motion, or if the force on the guide wheel deviates from the normal bearing capacity of the guide wheel material, then adjust the contact parameters or the magnitude of the applied load in the dynamic simulation software until the monitoring data is consistent with the actual motion and force state of the sliding door.

3. The fatigue simulation method for guide rails in automotive sliding doors as described in claim 1, characterized in that, Before generating the flexible body file of the guide rail using finite element simulation software, the following is also included: The guide rail is meshed; the mesh size is determined based on the structural complexity of the guide rail and the accuracy required for fatigue simulation, to ensure that the flexible body file can accurately reflect the structural mechanical properties of the guide rail.

4. The fatigue simulation method for guide rails in automotive sliding doors as described in claim 1, characterized in that, The optimization of the guide rail includes adjusting the cross-sectional shape of the guide rail, adding or optimizing the layout of the reinforcing ribs of the guide rail, or adjusting the material thickness of the key stress area of ​​the guide rail, so as to reduce the damage value of the guide rail to below a preset threshold.

5. The fatigue simulation method for guide rails in automotive sliding doors as described in claim 1, characterized in that, Before applying force to the sliding door handle and starting the simulation in the dynamics simulation software, the following is also included: Import load-bearing and non-load-bearing components into dynamic simulation software, establish rigid body models for load-bearing components and mass point models for non-load-bearing components and input corresponding physical parameters, and establish contact relationships and rotational pairs between load-bearing components. Based on the material properties of load-bearing components, the contact parameters of the contact relationship and the rotation parameters of the rotary pair are set in the dynamic simulation software.

6. The fatigue simulation method for guide rails in automotive sliding doors as described in claim 5, characterized in that, Load-bearing components include guide rails, guide wheels, load-bearing wheels, and support arms; non-load-bearing components include sliding door sheet metal and interior trim. The physical parameters include the component's center of mass coordinates, mass, and moment of inertia.

7. The fatigue simulation method for guide rails in automotive sliding doors as described in claim 5, characterized in that, Contact parameters include contact stiffness and friction coefficient, and the friction coefficient includes static friction coefficient and dynamic friction coefficient; Rotational parameters include the center of rotation and rotational stiffness; The settings for contact and rotation parameters are matched to the material properties of load-bearing components to conform to the mechanical interaction state under actual working conditions.

8. A fatigue simulation analysis device for guide rails in automotive sliding doors, characterized in that, The fatigue simulation analysis device for the guide rail of the automobile sliding door includes: The simulation execution module is used to apply force to the sliding door handle and start the simulation in the dynamic simulation software. It generates a flexible body file and modal stress file of the middle guide rail through the finite element simulation software, imports the flexible body file into the dynamic simulation software to replace the rigid middle guide rail and re-simulates, and outputs the modal coordinate file of the middle guide rail. The fatigue analysis and optimization module is used to import the modal coordinate file and modal stress file of the guide rail into the fatigue simulation software, set the material parameters and cycle number of the guide rail, calculate the damage value, and determine whether the damage value is greater than the preset threshold. If it is greater, the guide rail is optimized and the simulation is repeated; if it is not greater, the fatigue simulation analysis of the guide rail is completed.

9. A fatigue simulation analysis device for guide rails in automotive sliding doors, characterized in that, The fatigue simulation analysis device for the guide rail of the automobile sliding door includes a processor, a memory, and a fatigue simulation analysis program for the guide rail of the automobile sliding door stored in the memory and executable by the processor. When the fatigue simulation analysis program for the guide rail of the automobile sliding door is executed by the processor, it implements the steps of the fatigue simulation method for the guide rail of the automobile sliding door as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a fatigue simulation analysis program for the guide rail of an automobile sliding door, wherein when the automobile sliding door guide rail fatigue simulation analysis program is executed by a processor, it implements the steps of the automobile sliding door guide rail fatigue simulation method as described in any one of claims 1 to 7.

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