Tail door buffer block arrangement optimization method and device and storage medium

Abstract

The invention discloses a tail gate buffer block arrangement optimization method and device and a storage medium, and belongs to the technical field of computer-aided engineering.The method comprises the steps that a CAE finite element model of a tail gate is constructed, a plurality of inspection points are selected in a lap joint area of the tail gate and a vehicle body, and the selected inspection points are numbered; modal analysis is carried out on the CAE finite element model, and the frequency value of each order of modal in the concerned frequency range and the modal displacement value of each inspection point in each order of modal are obtained; calculating a displacement vector superposition value of each inspection point based on the frequency value and the modal displacement value, and generating a displacement vector superposition curve; identifying a peak point on the displacement vector superposition curve, and determining an area corresponding to the peak point as a vibration energy main transmission area; and determining an arrangement scheme of the buffer block according to the main transmission area of the vibration energy and the design space constraint. The limitation of traditional experience design is avoided, the redundancy configuration and real vehicle verification cost is reduced, and the development period is shortened.

Description

Technical Field

[0001] This application relates to the field of computer-aided engineering technology, specifically to a method, apparatus, and storage medium for optimizing the arrangement of tailgate buffer blocks. Background Technology

[0002] Tailgate buffer blocks are elastic damping components installed in the contact area between the vehicle body and the tailgate. They are mainly used to absorb impact energy, suppress vibration transmission, and prevent abnormal noises or paint scratches caused by rigid contact between the tailgate and the vehicle body. Currently, the industry generally adopts the traditional methods of experience-based benchmarking and real-vehicle testing for adjustment. The former relies on historical model data for comparative placement and lacks targeted adaptation to the dynamic characteristics of new models; the latter requires repeated prototype production for verification, which has the disadvantages of long cycle and high cost. Due to the lack of quantitative analysis of vibration transmission paths, these methods often lead to redundant buffer block placement or omission of key areas, which in turn causes NVH (noise, vibration, and harshness) quality problems such as tailgate abnormal noises and paint scratches. This not only increases the risk of after-sales complaints but also requires additional costs for subsequent rectification. Summary of the Invention

[0003] This invention provides a method, apparatus, and storage medium for optimizing the arrangement of tailgate buffer blocks, aiming to solve the problems of long development cycles, high costs, and unstable NVH performance caused by traditional experience-based design.

[0004] Firstly, a method for optimizing the arrangement of tailgate buffer blocks is provided, including: Construct a CAE finite element model of the tailgate, and select multiple observation points in the overlap area between the tailgate and the vehicle body, and number each selected observation point. Modal analysis was performed on the CAE finite element model to obtain the frequency values ​​of each mode within the frequency range of interest, as well as the modal displacement values ​​of each observation point under each mode. Based on the frequency value and the modal displacement value, calculate the displacement vector superposition value for each observation point and generate a displacement vector superposition curve; Identify the peak points on the superimposed displacement vector curves and determine the regions corresponding to the peak points as the main areas for vibration energy transmission. Based on the main vibration energy transmission area and design space constraints, the arrangement scheme of the buffer blocks is determined. Secondly, a tailgate buffer block arrangement optimization device is also provided, comprising: The model building module is used to build a CAE finite element model of the tailgate and select multiple observation points in the overlapping area between the tailgate and the vehicle body, and number each selected observation point. The modal analysis module is used to perform modal analysis on the CAE finite element model constructed by the model construction module, and to obtain the frequency values ​​of each mode within the frequency range of interest, as well as the modal displacement values ​​of each observation point under each mode. The curve generation module is used to calculate the displacement vector superposition value of each observation point based on the frequency value and modal displacement value obtained by the modal analysis module, and generate the displacement vector superposition curve. The peak identification module is used to identify the peak points on the displacement vector superposition curve generated by the curve generation module, and to determine the area corresponding to the peak points as the main area for vibration energy transmission. The scheme generation module is used to determine the arrangement scheme of the buffer blocks based on the main vibration energy transmission area and design space constraints determined by the peak identification module.

[0005] Thirdly, the present application provides a computer-readable storage medium including computer instructions that, when executed on a device, cause the device to perform any of the possible designs described above.

[0006] Beneficial effects: This application constructs a CAE finite element model of the tailgate and selects numbered observation points. Modal analysis is used to obtain the modal frequencies and displacement data of each order. Energy distribution curves are generated by superimposing displacement vectors to accurately identify the main vibration energy transmission areas. Based on this, combined with spatial constraints, the arrangement scheme of the buffer blocks is determined. Compared with traditional empirical design methods, this application achieves data-driven scientific decision-making through CAE simulation technology, avoiding the drawbacks of relying on historical data and repeated verification on actual vehicles. The buffer block arrangement design is moved to the data stage, significantly shortening the development cycle and reducing development costs. At the same time, by quantitatively analyzing the vibration transmission path, the accuracy of the buffer block placement and quantity is ensured, effectively eliminating redundant configurations and improving the NVH performance of the tailgate. It fundamentally solves the vibration noise and paint wear problems caused by unreasonable arrangement, and has significant advantages such as accurate design, high efficiency, low cost, and stable performance. Attached Figure Description

[0007] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0008] Figure 1 This is a flowchart illustrating the tailgate buffer block arrangement optimization method provided in the embodiments of this application; Figure 2 This is a schematic diagram of the examination point numbering of the tailgate CAE model provided in the embodiments of this application; Figure 3 This is a schematic diagram of the fitted displacement vector superposition curve provided in the embodiments of this application; Figure 4 This is a schematic diagram comparing the changes in the fitting curve before and after adding the buffer block, provided in an embodiment of this application. Figure 5 This is a schematic diagram of the tailgate buffer block arrangement scheme provided in the embodiments of this application. Detailed Implementation

[0009] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0010] In the description of this application, it should be understood that 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. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0011] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0012] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not exclude the applicability to or configuration to devices performing additional tasks or steps. Additionally, the use of "based on" implies openness and inclusivity, because processes, steps, calculations, or other actions "based on" one or more of the stated conditions or values ​​may in practice be based on additional conditions or values ​​beyond those stated.

[0013] In this application, the term "exemplary" is used to mean "used as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0014] Traditional tailgate bumper layout design relies excessively on historical experience data and real-vehicle testing, resulting in long development cycles, high costs, and unstable NVH performance. With increasing consumer demands for vehicle quietness, there is an urgent need to break away from experience-driven design paradigms. This application proposes a tailgate bumper layout optimization method, device, and storage medium. By constructing a finite element model of the tailgate, the vibration energy distribution is quantified, and key vibration transmission areas (curve peak points) are accurately identified. The optimization and verification of the bumper layout scheme can be completed at the data stage, not only compressing the development cycle but also reducing the number of bumpers by eliminating redundant configurations. This fundamentally solves the vibration noise and paint wear defects caused by traditional methods, achieving a triple improvement in cost, efficiency, and performance.

[0015] On the one hand, this embodiment provides a method for optimizing the arrangement of tailgate buffer blocks, such as... Figure 1 As shown, it includes: S101, construct the CAE finite element model of the tailgate, and select multiple observation points in the overlapping area between the tailgate and the vehicle body, and number each selected observation point.

[0016] In some embodiments, selecting multiple inspection points in the overlap area between the tailgate and the vehicle body and numbering each selected inspection point includes: starting from the midpoint of the top of the tailgate, sequentially numbering the inspection points in the overlap area in a clockwise direction.

[0017] Understandably, the process involves first building a CAE finite element model of the tailgate, then selecting and numbering multiple observation points in the overlap area between the tailgate and the vehicle body. For specific implementation details, please refer to [the relevant documentation / reference]. Figure 2 As shown, starting from the midpoint of the top of the tailgate, all observation points in the overlapping area are sequentially numbered (numbered 1, 2, 3…n) in a clockwise direction, giving each observation point a unique and ordered identifier. This provides a foundation for subsequent modal analysis and vibration energy identification. Its advantages are twofold: First, standardized selection and numbering of observation points are a prerequisite for subsequent modal analysis at frequencies of interest (e.g., 0-100Hz), outputting modal frequency values, and obtaining observation point displacement results. This replaces the traditional experience-based design approach, providing a standardized and traceable basis for subsequent analysis and avoiding data errors caused by chaotic observation points. Second, the clockwise numbering method, starting from the midpoint of the top of the tailgate, comprehensively covers the overlapping area between the tailgate and the vehicle body, ensuring no blind spots in the analysis. Furthermore, this ordered numbering allows for seamless integration with… Figure 3 The fitted displacement vector superposition curve (with the horizontal axis representing the observation point number) accurately corresponds to the actual observation point location corresponding to the curve peak, facilitating rapid location of the actual observation point. This, combined with... Figure 4The curve changes before and after the placement of the buffer blocks accurately identify key areas for vibration energy transmission, providing clear data support for screening buffer block placement schemes and determining the optimal number, ultimately effectively reducing design redundancy and vehicle verification costs, and improving the overall vehicle NVH performance.

[0018] S102, Perform modal analysis on the CAE finite element model to obtain the frequency values ​​of each mode within the frequency range of interest, as well as the modal displacement values ​​of each observation point under each mode.

[0019] Understandably, after completing the CAE finite element model of the tailgate and numbering the observation points (such as...), Figure 2 After (as shown), the relevant working conditions for tailgate modal analysis are set, and analysis is carried out on the frequency range of interest, such as 0-100Hz. Ultimately, the frequency values ​​corresponding to each mode within this frequency range are obtained, as well as the modal displacement values ​​along the x, y, and z directions for each numbered observation point under each mode, providing basic data support for subsequent data processing. Its advantage is that, compared to the limitations of traditional empirical benchmarking methods that lack scientific data, this step accurately obtains quantified frequency and displacement data through modal analysis, providing a crucial basis for subsequently applying the displacement vector superposition formula to calculate the displacement vector superposition value of each observation point; this data can support the generation of… Figure 3 The fitted curve shown helps to intuitively identify key regions for vibration energy transfer (peak points of the curve), thus providing... Figure 4 Selection of buffer block layout schemes (such as OPT1 scheme, OPT2 scheme) and Figure 5 The final layout plan provides scientific support, which avoids the high cost and long cycle of repeated verification on traditional real vehicles, and can accurately locate the root cause of vibration problems, help optimize the position and number of buffer blocks, and effectively improve the NVH performance of the whole vehicle.

[0020] S103, based on the frequency value and the modal displacement value, calculate the displacement vector superposition value for each observation point and generate the displacement vector superposition curve.

[0021] Understandably, after completing the modal analysis of the tailgate CAE finite element model (such as obtaining the modal frequency values ​​of each order within the range of 0-100Hz and the three-dimensional modal displacement values ​​of each observation point in the x, y, and z directions), the data processing stage begins. The displacement vector superposition value of each observation point is obtained according to specific calculation rules, as follows:

[0022] in, Indicates the number of the observation point. Indicates the first First mode, , This represents the superposition value of displacement vectors at different modal frequencies at each observation point (unit: mm). Indicates the first Frequency values ​​of the first mode (in Hz). This represents the displacement vector value (unit: mm) at each observation point. Indicates the first First mode Modal displacement values ​​(unit: mm). Indicates the first First mode Modal displacement values ​​(unit: mm). Indicates the first First mode Modal displacement values ​​(unit: mm).

[0023] By applying the above formula to process the results, a fitting curve is generated, namely the displacement vector superposition curve. The horizontal axis represents the observation point number, and the vertical axis represents the superposition value of the displacement vectors at the observation points. The fitting curve is shown below. Figure 3 As shown. Its advantages are: by using modal displacement vector superposition analysis technology, it transforms dispersed frequency data and three-dimensional displacement data into an intuitive one-dimensional curve, solving the problem of traditional methods' difficulty in accurately identifying vibration energy distribution; this curve can clearly locate peak points (i.e., the main vibration energy transmission area), providing scientific and visual data support for subsequent selection of buffer block placement positions, avoiding the blindness of experience-based design; at the same time, standardized calculation rules and curve generation methods ensure the accuracy and comparability of the data, providing... Figure 4 The curve comparison of the BASE, OPT1, and OPT2 schemes provides a unified benchmark, which helps to make scientific decisions on the placement and quantity of buffer blocks, effectively eliminates design redundancy, and can accurately pinpoint the root cause of vibration problems without relying on real vehicle verification, shortening the development cycle, reducing R&D costs, and thus improving the NVH performance of the whole vehicle.

[0024] S104, identify the peak point on the displacement vector superposition curve, and determine the area corresponding to the peak point as the main area for vibration energy transmission.

[0025] In some embodiments, local maxima are found on the generated displacement vector superposition curve, and these local maxima are determined as the peak points of vibration energy transfer.

[0026] Understandable, upon completion Figure 3After the displacement vector superposition curve is generated, the process moves to the identification of critical vibration regions. By finding local maxima on the curve, these local maxima are identified as peak points. The area where the tailgate meets the vehicle body corresponding to these peak points is the main transmission area of ​​tailgate vibration energy, providing a core basis for selecting the placement of buffer blocks. Its advantages are: compared to the limitations of traditional methods that struggle to accurately locate vibration energy distribution, the visualized displacement vector superposition curve allows for a direct and rapid identification of the area with the highest concentration of vibration energy, avoiding the blind spots of experience-based design; the identified peak point areas can be directly integrated into the buffer block placement scheme design, allowing the buffer blocks to be strategically placed at the root of the vibration problem, thus providing a more targeted approach. Figure 4 The formulation of optimization schemes such as OPT1 and OPT2 provides clear direction. BASE represents the curve result fitted from the initial state data. OPT1 represents the fitted curve after adding two buffer blocks (buffer block 1 and buffer block 2). OPT2 represents the fitted curve after adding two more buffer blocks (buffer block 3 and buffer block 4) to OPT1. This scientific identification method based on curve peaks ensures the accuracy of identifying key vibration areas, helping to achieve optimal vibration suppression with the fewest possible buffer blocks. This reduces design redundancy, controls project costs, and quickly resolves NVH issues such as tailgate vibration and noise, and paint wear, without requiring repeated real-vehicle verification, shortening the development cycle and improving overall vehicle performance.

[0027] S105. Based on the main vibration energy transmission area and design space constraints, determine the arrangement scheme of the buffer blocks.

[0028] In some embodiments, determining the arrangement scheme of the buffer blocks based on the main vibration energy transmission area and design space constraints includes: selecting positions that meet the spatial arrangement requirements of the vehicle body structure within the main vibration energy transmission area, using the selected positions as the installation points of the buffer blocks, and forming an arrangement scheme of the buffer blocks based on the installation points.

[0029] Understandably, after identifying the main vibration energy transmission area (i.e., the area corresponding to the peak point of the curve) through displacement vector superposition curves, and considering the design space constraints of the vehicle body structure, the locations within this area that meet the actual installation space requirements are further selected as the installation points for the buffer blocks, thus forming a buffer block layout scheme. Its advantages are: compared to the traditional experience-based benchmarking method, which lacks scientific basis and ignores spatial constraints, this step uses the main vibration energy transmission area as the core basis, ensuring that the buffer blocks are accurately placed at the root of the vibration problem, while also taking into account the actual design space requirements, avoiding the problem of the scheme being unable to be implemented due to spatial conflicts; combined with... Figure 4It can be seen that the arrangement schemes formed based on this logic (such as OPT1 and OPT2) can verify their vibration suppression effect through subsequent curve comparison. This not only achieves the targeted and reasonable arrangement of the buffer blocks and effectively eliminates redundant configurations in traditional designs, but also eliminates the need for repeated real vehicle verification, significantly shortening the development cycle and reducing project costs. At the same time, it can quickly solve NVH problems such as tailgate vibration and noise, and paint wear.

[0030] In some other embodiments, the tailgate buffer block arrangement optimization method further includes: S106, update the initial layout scheme into the CAE finite element model, re-perform modal analysis on the updated CAE finite element model, and generate a new displacement vector superposition curve.

[0031] S107, compare and analyze the differences between the superimposed displacement vector curve and the new superimposed displacement vector curve, and use the degree of reduction in the peak value of the curve as the optimization basis to finally determine the optimized arrangement scheme of the buffer block.

[0032] In a specific example, step S106, updating the layout scheme to the CAE finite element model, includes adding a buffer block with preset mechanical properties at the position corresponding to the installation point in the CAE finite element model.

[0033] In a specific example, in step S107, using the degree of reduction in the peak value of the curve as the optimization criterion includes: if the peak value of the new displacement vector superimposed curve generated by the scheme after adding the buffer block is reduced by a preset threshold compared to the peak value of the displacement vector superimposed curve, then the scheme of adding the buffer block is determined to be an effective scheme.

[0034] In a specific example, step S107, the final determination of the optimized arrangement scheme of the buffer block includes: if the arrangement scheme fails to reduce the peak value of the curve to the expected level, then the number and installation position of the buffer block are adjusted based on the main vibration energy transmission area, and the adjusted arrangement scheme is subjected to multiple rounds of iterative analysis and comparison until an optimized arrangement scheme that meets the NVH performance target is obtained.

[0035] Understandably, the final arrangement of the buffer blocks can be determined by verifying the changes in the fitted curves before and after their placement. In other words, through the verification and iteration process of optimizing the tailgate buffer block arrangement, after determining the arrangement scheme, the scheme is first updated to the CAE finite element model according to a specific example (i.e., buffer blocks with preset mechanical properties are added to the corresponding installation points in the model). Modal analysis is then performed again on the updated model to generate new displacement vector superposition curves (S106). Subsequently, the difference between the initial displacement vector superposition curve and the new curve is compared, with the reduction in the peak value of the curve serving as the core optimization criterion (if the reduction in the peak value of the new curve compared to the initial curve reaches a preset threshold, the arrangement scheme is deemed effective). If the arrangement scheme does not reduce the peak value to the expected level, the number and installation position of the buffer blocks are adjusted based on the main vibration energy transmission area. Through multiple rounds of iterative analysis and comparison, the optimized buffer block arrangement scheme that meets the NVH performance targets is finally determined (S107). For example, Figure 4 The curve comparison of the following layout schemes—BASE (representing the initial state), OPT1 (adding two buffer blocks, i.e., buffer block 1 and buffer block 2), and OPT2 (adding two more buffer blocks to OPT1, i.e., buffer block 1, buffer block 2, buffer block 3, and buffer block 4)—concretely reflects this verification process. Figure 5 The determination of the final optimal layout provides a scientific and feasible foundation, helping to improve the overall vehicle NVH performance and product market competitiveness. Its advantages are: replacing traditional repeated real-vehicle testing with iterative verification using CAE models avoids high-cost, long-cycle real-vehicle verification, significantly shortening the development cycle and reducing R&D costs; using the reduction in peak value as the quantitative optimization basis, combined with multiple rounds of iterative adjustments, ensures that the optimization effect of the buffer block layout is quantifiable and verifiable, solving the problem of lacking scientific evaluation standards in traditional experience-based design; it can accurately judge the effectiveness of the buffer block layout, achieving continuous improvement in vibration suppression through iteration, while avoiding design redundancy caused by blindly adding buffer blocks. The final optimized layout can specifically address NVH issues such as tailgate vibration and noise, and paint wear, achieving effective vibration suppression and significantly improving the overall vehicle NVH performance and product market competitiveness.

[0036] In summary, this application utilizes CAE methods to complete the buffer block layout design during the data phase, replacing the traditional model that relies on historical data and real-vehicle verification. This reduces the need for real-vehicle testing and verification, allowing the buffer block layout design and verification to be completed at the data stage. It avoids the traditional method of repeated real-vehicle testing and verification, reducing development costs and time. It provides scientific data support, allowing for the setting of reasonable target values ​​based on database accumulation, better guiding the required number of buffer blocks. The application of modal displacement vector superposition analysis technology accurately identifies key vibration transmission areas, enabling scientific decision-making regarding the location and quantity of buffer blocks, effectively eliminating redundant configurations in traditional experience-based designs. The application of a modal frequency-based displacement vector superposition method generates a fitting curve, more intuitively reflecting the distribution of vibration energy and guiding the design of the buffer block layout scheme. It quickly resolves vibration and noise problems caused by unreasonable buffer block layout, reducing the need for real-vehicle scheme verification. For real-vehicle dynamic issues such as tailgate paint wear and vibration noise, it provides rapid optimization solutions, achieving a one-time cure through vibration suppression in the vibration transmission area, significantly improving rectification efficiency.

[0037] On the other hand, this embodiment provides a tailgate buffer block arrangement optimization device, including: The model building module is used to build a CAE finite element model of the tailgate and select multiple observation points in the overlapping area between the tailgate and the vehicle body, and number each selected observation point. The modal analysis module is used to perform modal analysis on the CAE finite element model constructed by the model construction module, and to obtain the frequency values ​​of each mode within the frequency range of interest, as well as the modal displacement values ​​of each observation point under each mode. The curve generation module is used to calculate the displacement vector superposition value of each observation point based on the frequency value and modal displacement value obtained by the modal analysis module, and generate the displacement vector superposition curve. The peak identification module is used to identify the peak points on the displacement vector superposition curve generated by the curve generation module, and to determine the area corresponding to the peak points as the main area for vibration energy transmission. The scheme generation module is used to determine the arrangement scheme of the buffer blocks based on the main vibration energy transmission area and design space constraints determined by the peak identification module.

[0038] In some embodiments, the tailgate buffer block arrangement optimization device further includes: The scheme verification module is used to update the layout scheme determined by the scheme generation module into the CAE finite element model, re-perform modal analysis on the updated CAE finite element model, and generate a new displacement vector superposition curve. The scheme optimization module is used to compare and analyze the differences between the displacement vector superposition curve generated by the curve generation module and the new displacement vector superposition curve generated by the scheme verification module. The degree of reduction in the peak value of the curve is used as the optimization basis to finally determine the optimized arrangement scheme of the buffer block.

[0039] This embodiment also provides a computer-readable storage medium having a computer program stored thereon, the computer program being loaded by a processor to perform the steps of any of the methods in the above embodiments.

[0040] In the embodiments of this application, the storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM), etc.

[0041] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0042] The above provides a detailed description of a tailgate buffer block arrangement optimization method, device, and storage medium provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for optimizing the arrangement of tailgate buffer blocks, characterized in that, include: Construct a CAE finite element model of the tailgate, and select multiple observation points in the overlap area between the tailgate and the vehicle body, and number each selected observation point. Modal analysis was performed on the CAE finite element model to obtain the frequency values ​​of each mode within the frequency range of interest, as well as the modal displacement values ​​of each observation point under each mode. Based on the frequency value and the modal displacement value, calculate the displacement vector superposition value for each observation point and generate a displacement vector superposition curve; Identify the peak points on the superimposed displacement vector curves and determine the regions corresponding to the peak points as the main areas for vibration energy transmission. Based on the main area of ​​vibration energy transmission and the design space constraints, the arrangement scheme of the buffer blocks is determined.

2. The tailgate buffer block arrangement optimization method according to claim 1, characterized in that, The process involves selecting multiple inspection points in the overlap area between the tailgate and the vehicle body, and numbering each selected inspection point, including: Starting from the midpoint of the top of the tailgate, the inspection points on the overlapping area are numbered sequentially in a clockwise direction.

3. The tailgate buffer block arrangement optimization method according to claim 1, characterized in that, Based on the frequency value and the modal displacement value, the displacement vector superposition value for each observation point is calculated as follows: in, Indicates the number of the observation point. Indicates the first First mode, , This represents the superposition value of the displacement vectors at different modal frequencies at each observation point. Indicates the first Frequency values ​​of the first mode, This represents the displacement vector value at each observation point. Indicates the first First mode Modal displacement values, Indicates the first First mode Modal displacement values, Indicates the first First mode Modal displacement value.

4. The tailgate buffer block arrangement optimization method according to claim 1, characterized in that, The identification of peak points on the superimposed displacement vector curve includes: On the generated displacement vector superposition curve, find the local maximum point and determine the local maximum point as the peak point of vibration energy transfer.

5. The tailgate buffer block arrangement optimization method according to claim 1, characterized in that, The step of determining the arrangement scheme of the buffer blocks based on the main vibration energy transmission area and design space constraints includes: Within the main area of ​​vibration energy transmission, locations that meet the spatial arrangement requirements of the vehicle body structure are selected, and these selected locations are used as installation points for the buffer blocks. Based on these installation points, a buffer block arrangement scheme is formed.

6. The tailgate buffer block arrangement optimization method according to claim 1, characterized in that, Also includes: The arrangement scheme is updated into the CAE finite element model, and modal analysis is performed again on the updated CAE finite element model to generate a new displacement vector superposition curve. By comparing and analyzing the differences between the superimposed displacement vector curve and the new superimposed displacement vector curve, and using the degree of reduction in the peak value of the curve as the optimization basis, the optimal arrangement scheme of the buffer block is finally determined.

7. The tailgate buffer block arrangement optimization method according to claim 6, characterized in that, The step of updating the layout scheme to the CAE finite element model includes: In the CAE finite element model, a buffer block with preset mechanical properties is added at the position corresponding to the installation point; The optimization criterion based on the degree of reduction in the curve peak includes: If the peak value of the new displacement vector superposition curve generated by the scheme after adding the buffer block is reduced by a preset threshold compared to the peak value of the displacement vector superposition curve, then the scheme with the added buffer block is determined to be a valid scheme.

8. The tailgate buffer block arrangement optimization method according to claim 6, characterized in that, The final optimized arrangement scheme for the buffer block includes: If the proposed arrangement fails to reduce the peak value of the curve to the expected level, the number and installation position of the buffer blocks are adjusted based on the main vibration energy transmission area. The adjusted arrangement is then subjected to multiple rounds of iterative analysis and comparison until an optimized arrangement that meets the NVH performance target is obtained.

9. A tailgate buffer block arrangement optimization device, characterized in that, include: The model building module is used to build a CAE finite element model of the tailgate and select multiple observation points in the overlapping area between the tailgate and the vehicle body, and number each selected observation point. The modal analysis module is used to perform modal analysis on the CAE finite element model constructed by the model construction module, and to obtain the frequency values ​​of each mode within the frequency range of interest, as well as the modal displacement values ​​of each observation point under each mode. The curve generation module is used to calculate the displacement vector superposition value of each observation point based on the frequency value and modal displacement value obtained by the modal analysis module, and generate the displacement vector superposition curve. The peak identification module is used to identify the peak points on the displacement vector superposition curve generated by the curve generation module, and to determine the area corresponding to the peak points as the main area for vibration energy transmission. The scheme generation module is used to determine the arrangement scheme of the buffer blocks based on the main vibration energy transmission area and design space constraints determined by the peak identification module.

10. A computer-readable storage medium, characterized in that, It stores a computer program, which is loaded by a processor to execute the steps in the tailgate buffer block arrangement optimization method according to any one of claims 1-8.

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