Vehicle component analysis method, electronic equipment and storage medium

Abstract

The invention provides a vehicle part analysis method, which is applied to the field of vehicle engineering, and comprises the following steps of: constructing an implicit analysis model of a target vehicle part, determining a target hole site in the implicit analysis model, constructing a bolt model on the target hole site, and carrying out pre-tightening force loading and displacement locking on the bolt model. The method comprises the steps of obtaining an explicit-implicit analysis model of a target vehicle component, performing implicit analysis on the explicit-implicit analysis model, generating an implicit analysis file of the target vehicle component, performing explicit analysis on the explicit-implicit analysis model based on the implicit analysis file, and generating an analysis result of the target vehicle component. According to the method, an implicit analysis model of a target vehicle part is constructed, a bolt model is arranged at a target hole position, an implicit analysis model is obtained through pre-tightening force loading and displacement locking, implicit analysis is conducted on the implicit analysis model to generate an implicit analysis file, then explicit analysis is conducted on the basis of the file, and an analysis result of the target vehicle part is generated. The analysis accuracy and reliability are improved, and the calculation time is shortened.

Description

Technical Field

[0001] This application relates to the field of vehicle engineering, and more specifically, to a method for analyzing vehicle components, electronic devices, and storage media in the field of vehicle engineering. Background Technology

[0002] In the field of vehicle engineering, finite element analysis is widely used in structural design and performance evaluation to improve vehicle safety, reliability, and economy.

[0003] In related technologies, explicit analysis methods are used to evaluate structures and performance. However, when dealing with stress distribution under complex loads, this method often suffers from stress distortion, resulting in inaccurate and unreliable analysis results. Summary of the Invention

[0004] This application provides an analysis method, electronic device, and computer-readable storage medium for vehicle components. The method constructs an implicit analysis model of the target vehicle component and sets a bolt model at the target hole position. After pre-tightening and displacement locking, an explicit and implicit analysis model is obtained. An implicit analysis is first performed on the model to generate an implicit analysis file. Then, an explicit analysis is performed based on the file to generate the analysis results of the target vehicle component. This improves the accuracy and reliability of the analysis, shortens the calculation time, and increases the calculation efficiency.

[0005] Firstly, a method for analyzing vehicle components is provided. This method includes: constructing an implicit analysis model of the target vehicle component; determining target hole positions in the implicit analysis model; and constructing bolt models on the target hole positions, wherein implicit analysis is used to characterize the bolt preload analysis of the explicit / implicit analysis model; applying preload and locking displacement to the bolt models to obtain the explicit / implicit analysis model of the target vehicle component; performing implicit analysis on the explicit / implicit analysis model to generate an implicit analysis file of the target vehicle component; and performing explicit analysis on the explicit / implicit analysis model based on the implicit analysis file to generate analysis results for the target vehicle component, wherein explicit analysis is used to characterize the analysis of the explicit / implicit analysis model in conjunction with the results of the bolt preload analysis.

[0006] The above technical solution enables the construction of an implicit analysis model of the target vehicle component and the setting of a bolt model at the target hole position. After pre-tightening and displacement locking, an explicit and implicit analysis model is obtained. Implicit analysis is first performed on the model to generate an implicit analysis file, and then explicit analysis is performed based on the file to generate the analysis results of the target vehicle component. This improves the accuracy and reliability of the analysis, shortens the calculation time, and increases the calculation efficiency.

[0007] In conjunction with the first aspect, in some possible implementations, the bolt model is preloaded and displacement locked to obtain an explicit or implicit analysis model of the target vehicle component. This includes: deleting the beam element between the nut and bolt on the bolt model, and deleting the preload section and the corresponding loading settings; creating connection elements at the center of the main node of the bolt model to connect them to obtain the target bolt model; and preloading and displacement locking the target bolt model to obtain an explicit or implicit analysis model.

[0008] The above technical solution enables targeted optimization and load constraint application of the bolt model, providing a highly adaptable model foundation for explicit-implicit joint analysis. It removes elements and old preload settings that previously supported single implicit analysis between nuts and bolts, preventing interference from initial structure and parameters with the explicit-implicit load transfer logic. This solves the analysis bias problem caused by structural redundancy in traditional models. Connecting elements are constructed at the center of the master node to form the target bolt model, accurately simulating the actual stress characteristics of the bolt and laying a stable structural foundation for subsequent loading. Through preload loading and displacement locking, the model retains both the accurate load state required for implicit analysis and the structural stability required for explicit analysis, effectively connecting the two analysis methods. The resulting explicit-implicit analysis model reduces the convergence difficulties of subsequent implicit analysis, shortens computation time, and ensures the accuracy of preload loading, avoiding stress distortion in explicit analysis.

[0009] Combining the first aspect and the above implementation methods, in some possible implementation methods, a connection element is created at the center of the main node of the bolt model for connection, including: defining the behavioral characteristics of the connection element, wherein the behavioral characteristics include the degree of freedom type and constitutive relation; and determining the target direction of the connection element, wherein the target direction is axial.

[0010] The above technical solution clarifies the degree-of-freedom type and constitutive relationship in defining behavioral characteristics, limiting the connection element to transmit only axial force, ensuring that the force transmission path is consistent with the actual force path of the bolt, and constructing a matching stress and strain model based on the bolt material parameters, making the deformation of the connection element conform to the real material properties, avoiding stress calculation distortion caused by constitutive relationship deviations. In determining the target direction, the connection element direction is set to axial based on the master node. By aligning with the physical axis of the bolt, the subsequent preload is efficiently transmitted along the axial direction, preventing force dispersion and uneven local stress. This effectively solves the problem of load transmission failure caused by fuzzy connection element attributes and directional deviations in traditional models, allowing the connection element to accurately simulate the bolt stress state, ensuring the accuracy of force and displacement information transmission during explicit and implicit analysis, improving the overall accuracy of joint analysis, and reducing analysis errors caused by improper connection element settings.

[0011] Combining the first aspect and the above implementation methods, in some possible implementation methods, preload and displacement locking of the target bolt model includes: applying a preset force load to the connecting unit to preload, wherein the preset force load is negative; and applying a preset displacement / motion constraint to the connecting unit to lock the displacement.

[0012] The above technical solution allows the preset force load to be set to a negative value, matching the axial pressure characteristics of the bolt during actual assembly. This avoids distortion in the preload simulation caused by deviations in load direction or value, ensuring that the bolt preload state is consistent with the actual fastening scenario. Displacement locking effectively restricts bolt axial movement, preventing load transfer interruption caused by bolt position shift after preload application, and ensuring stable preload application to the connection. This operation solves the problem of accurately applying bolt preload in traditional explicit analysis and provides a stable load connection for the transition from implicit to explicit analysis, avoiding deviations in joint analysis results due to unstable loads or displacements. Simultaneously, it ensures that the bolt model maintains a force and position state consistent with actual working conditions in subsequent explicit and implicit analyses, improving overall joint analysis accuracy and shortening calculation and debugging time.

[0013] Combining the first aspect and the above implementation methods, in some possible implementation methods, the preload and displacement locking of the target hole based on the bolt model also includes: creating contact relationships for all connection surfaces of the connecting unit in the target bolt model and configuring contact attributes that match the actual working conditions.

[0014] The above technical solution comprehensively covers all connection surfaces, such as bolts and connected parts, nuts and connected parts, in the creation of contact relationships. This avoids the blockage of preload transmission caused by missing contact surfaces, ensuring that the preload acts on the target vehicle component along the actual force path. This solves the problem of ineffective preload loading due to missing contact in traditional models. In terms of contact attribute configuration, the contact behavior type, friction coefficient, and normal stiffness are set according to actual working conditions. This allows the contact pairs to simulate real friction and normal pressure interactions while adapting to the calculation logic of explicit and implicit analysis, avoiding stress distribution distortion caused by attribute deviations. This operation makes the stress state of the bolt model highly consistent with actual working conditions, ensuring the effectiveness of preload loading in the implicit analysis stage and providing an accurate contact constraint basis for subsequent explicit analysis. This improves the accuracy of the joint analysis results and reduces calculation and debugging time caused by improper contact settings, facilitating efficient completion of explicit and implicit joint analysis.

[0015] Combining the first aspect and the above implementation methods, in some possible implementation methods, explicit analysis is performed on the explicit and implicit analysis models based on the implicit analysis file to generate analysis results for the target vehicle component. This includes: parsing the implicit analysis file to obtain the element set mesh and stress data in the explicit and implicit analysis models; extracting the connection and assembly information in the explicit and implicit analysis models, and generating an explicit solution file based on the element set mesh, stress data, and connection and assembly information; and generating the analysis results for the target vehicle component based on the explicit solution file and the implicit analysis file.

[0016] Through the above technical solution, in terms of data transmission accuracy, by parsing the restart file generated by implicit analysis, the complete element set mesh and stress data can be obtained. The element set mesh corresponds to the mesh elements of the key stress structure of the target vehicle component, ensuring that the topology in the explicit analysis is completely consistent with the implicit stage, avoiding the breakage of the force transmission path. The stress data inherits the initial stress state after bolt pre-tightening and displacement locking in the implicit analysis, allowing the explicit analysis to proceed directly from zero loading based on the stress foundation that fits the actual working conditions, completely solving the analysis distortion problem caused by data disconnection in traditional explicit-implicit connection. In terms of model integrity assurance, extracting the connection and assembly information from the explicit-implicit analysis model can accurately restore the complete connection structure of the target vehicle component, preventing problems such as structural fracture and abnormal contact force calculation during explicit analysis, ensuring that the model is highly consistent with the actual physical structure, and reducing errors caused by simplification. In terms of improving analysis efficiency, it integrates element set mesh, stress data and connection assembly information to generate explicit solution files, eliminating the need to rebuild explicit models and significantly shortening preprocessing time. At the same time, the generated solution files can be directly used for dynamic solving, retaining the high accuracy advantages of implicit analysis while leveraging the characteristics of explicit analysis such as fast calculation and no convergence issues. It is especially suitable for large-scale model analysis, effectively balancing analysis accuracy and efficiency, and providing an efficient and reliable technical path for the performance evaluation of complex structures in the engineering field.

[0017] Combining the first aspect and the above implementation methods, in some possible implementation methods, the analysis results of the target vehicle component are generated based on the explicit solution file and the implicit analysis file, including: adjusting the explicit solution file according to the implicit analysis file to generate the target solution file; performing calculation and analysis on the target solution file to generate the analysis results of the target vehicle component, wherein the analysis results include the stress, strain and displacement information of the elements.

[0018] Through the above technical solutions, in terms of ensuring analytical accuracy, the explicit solution file can be adjusted based on the implicit analysis file. Initial data such as bolt preload stress and displacement locking state from the implicit analysis stage can be accurately mapped to explicit model elements, avoiding state deviations caused by loading from zero in explicit analysis. Simultaneously, connection information such as contact properties and weld parameters are calibrated to ensure that the force transfer logic during explicit dynamic calculation is consistent with that of the implicit analysis, thus solving the stress distortion problem in explicit analysis. Regarding engineering adaptability, solution parameters are configured according to the dynamic characteristics of the target vehicle component, capturing stress peaks and displacement abrupt changes during the dynamic process. The output stress, strain, and displacement data can be directly used for structural strength assessment. In terms of efficiency improvement, the generated target solution file can be directly used for dynamic solving without repeatedly building the model. Combined with the advantage of explicit algorithms having no convergence problem, the calculation time is significantly shortened. Compared to the time-consuming iterative convergence of implicit analysis, the efficiency of engineering analysis is significantly improved, especially for the performance evaluation needs of large-scale models, achieving a dual optimization of accuracy and efficiency.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the analysis method for the vehicle component further includes: inputting the analysis results into a risk assessment model to obtain the state risk value of the target vehicle component; and in response to the state risk value being greater than a preset risk threshold, submitting the analysis results to the corresponding server so that the server can optimize the target vehicle component based on the analysis results.

[0020] The above technical solutions enable improvements in risk identification accuracy. The analysis results are input into a risk assessment model, which, based on automotive structural engineering experience and historical data, calculates state risk values. This allows for precise location of risk sources in target vehicle components, avoiding the ambiguity of traditional risk assessments that rely solely on experience, and making risk identification more data-driven. Regarding decision-making efficiency, a preset risk threshold serves as the judgment standard. When the state risk value exceeds the threshold, the analysis results, along with the data correlation between the risky location and the target, are directly submitted to the corresponding server. This significantly shortens the interval between result output and optimization initiation, meeting the rapid iteration needs of automotive development. In terms of performance optimization effectiveness, the server generates targeted solutions based on the analysis results, directly guiding structural improvements and ensuring the reliability of the optimized structural performance.

[0021] Secondly, an electronic device is provided, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the analysis method for any of the aforementioned vehicle components.

[0022] The electronic device according to the embodiments of this application implements the analysis method of any of the above-mentioned vehicle components when the processor executes the program. Based on the analysis method of the above-mentioned vehicle components, the analysis accuracy and reliability are improved, the calculation time is shortened, and the calculation efficiency is increased.

[0023] Thirdly, a computer-readable storage medium is provided having a computer program stored thereon, which is executed by a processor to implement the analysis method for any of the aforementioned vehicle components.

[0024] The computer-readable storage medium according to the embodiments of this application implements the analysis method of any of the above-mentioned vehicle components when the computer program stored thereon is executed by a processor. Based on the analysis method of the above-mentioned vehicle components, the accuracy and reliability of the analysis are improved, the calculation time is shortened, and the calculation efficiency is increased. Attached Figure Description

[0025] Figure 1 This is a flowchart of an analysis method for vehicle components according to some embodiments of this application; Figure 2 This is a schematic diagram illustrating the explicit setting of the target direction as AXIAL (axial direction) according to a specific embodiment of this application; Figure 3 This is a flowchart of an analysis method for a vehicle component according to a specific embodiment of this application; Figure 4 This is a block diagram of an electronic device according to some embodiments of this application. Detailed Implementation

[0026] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0028] The analysis method, electronic equipment, and computer-readable storage medium of the vehicle components of this application will be described in detail below with reference to the accompanying drawings.

[0029] In the field of vehicle engineering, finite element analysis (FEM) is widely used in structural design and performance evaluation. However, traditional explicit analysis methods often suffer from stress distortion when dealing with stress distributions under complex loads, leading to inaccurate analysis results. On the other hand, while implicit analysis methods can provide more accurate stress distribution information, their models are difficult to converge and computationally time-consuming, limiting their application in scenarios with high real-time requirements. This problem is particularly severe for components with bolted structures (e.g., vehicle doors, tailgates, and chassis).

[0030] To address at least one of the aforementioned technical problems, this application proposes an analysis method for vehicle components. By constructing an implicit analysis model of the target vehicle component and setting a bolt model at the target hole position, an explicit and implicit analysis model is obtained through preload loading and displacement locking. An implicit analysis is first performed on the model to generate an implicit analysis file, and then an explicit analysis is performed based on the file to generate the analysis results of the target vehicle component. This method improves the accuracy and reliability of the analysis, shortens the calculation time, and enhances the calculation efficiency.

[0031] This effectively solves the problem that explicit analysis, while fast and without convergence issues, may lead to distorted stress values. Simultaneously, it overcomes the shortcomings of implicit analysis, which, while highly accurate, suffers from longer computation times and greater convergence difficulties. By fully utilizing the advantages of both analysis algorithms and avoiding their weaknesses, the time required for model building and debugging is effectively shortened, while ensuring the accuracy of the analysis.

[0032] Figure 1 This is a schematic flowchart illustrating an analysis method for vehicle components provided in an embodiment of this application.

[0033] For example, such as Figure 1 As shown, the method includes: S1. Construct an implicit analysis model of the target vehicle component, determine the target hole positions in the implicit analysis model, and construct a bolt model on the target hole positions.

[0034] Specifically, when constructing the implicit analysis model of the target vehicle component, the actual working conditions (such as the type of load and the temperature of the working environment) and structural parameters of the target vehicle component are clearly defined. The three-dimensional solid model of the target vehicle component is drawn based on engineering software, and then imported into the implicit analysis software for model preprocessing, including simplifying non-critical structures, dividing the unit mesh, defining material properties, and completing the basic construction of the implicit analysis model.

[0035] Based on the design functions and assembly requirements of the target vehicle components, the target hole positions in the implicit analysis model are determined. Priority is given to functional holes used for bolt connections (i.e., holes that bear the functions of fixing and force transmission, rather than process through holes). By analyzing the structural drawings or assembly relationships of the model, the spatial coordinates, hole diameter, number of holes and distribution patterns of the holes are clarified. The presence of structural interference or design defects in the holes is checked to ensure that the selected target hole positions are the core load-bearing parts of the subsequent bolt assembly and conform to the actual engineering application scenario.

[0036] Obtain the specifications of the bolts used in the actual assembly, and create a 3D model of the bolts in engineering software based on these specifications. Import the 3D model of the bolts into implicit analysis software, and use assembly constraints to precisely match the bolts with the target holes, ensuring that the bolt axis coincides with the target hole axis and the bolt head fits snugly against the surface of the target vehicle component. Simultaneously, consider the type of fit between the bolt and the hole, reserving appropriate fit clearances in the model, or simulating the interaction between the bolt and the hole wall by defining contact relationships, thus completing the integrated assembly of the bolt model and the implicit analysis model of the target vehicle component.

[0037] It should be noted that the target vehicle component described in this embodiment may be a component with a bolted structure in the vehicle, such as a door, a tailgate, and a frame.

[0038] S2, apply preload and displacement locking to the bolt model to obtain the explicit and implicit analysis model of the target vehicle component.

[0039] Specifically, the preload application must be determined based on the actual assembly requirements of the target vehicle components. This preload value is typically determined by referencing the bolt's material strength, specifications, and industry assembly standards. Excessive preload can lead to bolt yielding or deformation of the target hole, while insufficient preload will prevent effective tightening. The load application function of the analysis software precisely applies the preset preload to the key stress points of the bolt model, ensuring uniform transmission of the preload along the bolt axis. This simulates the tensile stress state generated during bolt tightening and replicates the bolt's clamping effect on the surrounding structure of the target hole.

[0040] Displacement locking is used to limit redundant degrees of freedom of the bolt model and target vehicle components, preventing unexpected displacements or swaying in subsequent analyses and ensuring that the analysis focuses on the mechanical response under the target operating conditions. When performing displacement locking, it is necessary to consider the actual installation scenario of the target vehicle components and clearly define the constraint locations and types. For example, if one end of the bolt is connected to the fixed base during actual operation, displacement constraints are applied to the corresponding end of the bolt to restrict its axial and radial displacement. If only axial movement of the bolt needs to be restricted, its small radial degree of freedom can be retained to conform to the actual operating conditions.

[0041] After applying preload and displacement locking to the bolt model, the initial implicit analysis model of the target vehicle component and the bolt model have formed an integrated model with matched mechanical properties and clearly defined constraints, i.e., the explicit and implicit analysis model of the target vehicle component. This model retains the structural details and material properties required for implicit analysis, while also possessing the load foundation and constraint boundaries required for explicit analysis.

[0042] In the embodiments of this application, during the process of preload and displacement locking of the bolt model, the bolt model is simplified and load constraints are applied to the simplified model to reduce the time required for subsequent implicit analysis. At the same time, it solves the problem that the stress distribution under complex loads cannot be accurately captured in explicit analysis, resulting in stress distortion in the displayed analysis results.

[0043] S3 performs implicit analysis on the explicit and implicit analysis model to generate implicit analysis files for the target vehicle components. The implicit analysis is used to characterize the bolt preload analysis of the explicit and implicit models.

[0044] Specifically, a suitable implicit analysis solver can be selected, and solution control parameters can be set, including convergence criteria, solution step size, and upper limit of iterations, to perform implicit analysis on the explicit and implicit analysis models. During the analysis and solution process, the solution status is monitored in real time. If convergence difficulties occur, it is necessary to backtrack and check the model mesh quality, load constraint settings, or material parameters, and solve the problem by optimizing the mesh and adjusting the convergence criteria. Among them, the implicit analysis solver can perform bolt preload analysis on the bolt model in the explicit and implicit models.

[0045] After the analysis and solution are completed, an implicit analysis file for the target vehicle component is generated. This file contains data such as elements, nodes, material properties, section properties, section controls, stress, strain, and displacement of the explicit and implicit analysis models. It also records the solution parameters used in the analysis process for parameter optimization. In addition, the format of the implicit analysis file must be compatible with the reading requirements of subsequent explicit analysis software to ensure smooth data transfer between the explicit and implicit analysis stages.

[0046] S4. Based on the implicit analysis file, perform explicit analysis on the explicit and implicit analysis model to generate analysis results for the target vehicle component. The explicit analysis is used to characterize the analysis of the explicit and implicit analysis model in conjunction with the results of the bolt preload analysis.

[0047] Specifically, the files generated by the implicit analysis are comprehensively parsed to extract the core foundational data of the explicit and implicit analysis models. The focus is on obtaining the specific distribution information of the element set mesh and the initial stress data for each part of the model. This data is a crucial prerequisite for ensuring the continuity and accuracy of the explicit analysis. It should be noted that the initial stress data for each part of the model described in this embodiment may include data from bolt preload analysis, such as bolt stress distribution. Since bolt preload analysis cannot be completed in the explicit analysis, implicit analysis is required first to obtain an implicit analysis file containing the bolt preload analysis results.

[0048] The connection and assembly information of each component in the explicit and implicit analysis model is extracted separately, covering the connection method, assembly gap, constraint location and other content related to the integrity of the model structure. Then, the element set mesh information and initial stress data obtained by analysis are integrated with the extracted connection and assembly information, and a complete explicit solution file is constructed according to the format requirements of explicit solution, which clarifies the calculation range, initial conditions and boundary constraints of explicit analysis.

[0049] Using the constructed explicit solution file as the core of the calculation, the solution file is specifically adjusted in conjunction with the basic parameters in the original implicit analysis file to correct potential parameter mismatch issues and ensure the consistency between the solution file and the implicit analysis results. Then, the explicit solution calculation is started to obtain key data such as the specific stress distribution, strain magnitude, and displacement of different parts of each element of the target vehicle component under the set working conditions. These integrated key data are the final analysis results of the target vehicle component.

[0050] This embodiment constructs an implicit analysis model of the target vehicle component and sets a bolt model at the target hole position. After pre-tightening and displacement locking, an explicit and implicit analysis model is obtained. Implicit analysis is first performed on the model to generate an implicit analysis file. Then, explicit analysis is performed based on the file to generate the analysis results of the target vehicle component. This improves the accuracy and reliability of the analysis, shortens the calculation time, and increases the calculation efficiency.

[0051] In some embodiments of this application, a preload and displacement locking are applied to the bolt model to obtain an explicit / implicit analysis model of the target vehicle component. This includes: deleting the beam element between the nut and bolt on the bolt model, and deleting the preload section and corresponding loading settings; creating a connection element at the center of the main node of the bolt model to connect them, thereby obtaining the target bolt model; and applying a preload and displacement locking to the target bolt model to obtain an explicit / implicit analysis model.

[0052] It should be noted that the beam element described in this embodiment can be a BEAM element. In the field of simulation, the full English name of "BEAM element" is Beam Element, and the full Chinese name is "beam element". It is not an abbreviation but directly derived from the basic component "beam" in engineering. The center of the master node described in this embodiment can be the center of the MPC (Multi Point Constraint) master node. Here, the center of the MPC master node refers to the central position of the MPC master node, and this central position can be defined by the user when constructing the above bolt model. For example, the central position can be defined according to the modeling objectives and requirements. The connection unit described in this embodiment can be a Connector unit, which can be used to define the motion relationship and mutual force between two parts. For example, it can define the motion relationship and mutual force between the nut and the bolt head.

[0053] Specifically, in the bolt model optimization stage, based on the initially constructed bolt model, the BEAM elements between the nut and the bolt head should be preferentially deleted. This BEAM element is a transitional structure temporarily set in the implicit dynamic model to simplify the bolt connection relationship. Its force transmission method does not match the load transmission logic required for explicit-implicit combined analysis. If it is retained, it will cause uneven force distribution during subsequent pre-tightening force loading, affecting the accuracy of the analysis results. Therefore, it needs to be cleared.

[0054] At the same time, the pre-tightening force cross-section and the corresponding loading parameters set in the initial model should be deleted synchronously because the parameter configuration of the initial pre-tightening force cross-section only adapts to a single implicit analysis scenario and cannot meet the requirement of continuous load transmission in explicit-implicit combined analysis. Deleting these contents can avoid the interference of the initial parameters on subsequent operations.

[0055] After the model optimization is completed, a Connector unit needs to be created at the center of the MPC master node of the bolt model to achieve precise connection and form the target bolt model. The MPC master node is the core node for the transmission of force and displacement information in the bolt model. Its position directly determines the effectiveness of the connection unit. When creating, it is necessary to ensure that the center of the Connector unit coincides exactly with the MPC master node to avoid connection failure caused by node offset.

[0056] When performing pre-tightening force loading and displacement locking on the basis of the target bolt model, the pre-tightening force is applied through the CONNECTORLOAD (connector load) function, and the loading value is set to a negative value. This setting matches the actual tightening force direction when the bolt is pre-tightened and can truly simulate the stress state when the bolt is tightened. Displacement locking is achieved through the CONNECTOR MOTION (connector prescribed motion) function. Specifically, the degree of freedom 1 is fixed. This degree of freedom corresponds to the axial displacement direction of the bolt. After fixing, it can prevent the bolt from axially moving during the pre-tightening process and ensure the stability of the bolt position after the pre-tightening force is loaded.

[0057] Simultaneously, contact relationships need to be established for all connection surfaces of the Connector unit. Without contact settings, the preload will fail to be transmitted through the connection surfaces, thus failing to achieve the desired preload effect. Through the above operations, the initial bolt model is optimized into an explicit / implicit analysis model that combines structural stability with accurate load transfer.

[0058] This embodiment provides a highly adaptable model foundation for explicit-implicit joint analysis by specifically optimizing the bolt model and applying load constraints. It removes the BEAM element and old preload settings used for single implicit analysis between nuts and bolts, avoiding interference from the initial structure and parameters with the explicit-implicit load transfer logic. This solves the analysis bias problem caused by structural redundancy in traditional models. A target bolt model is formed by constructing connecting elements at the center of the MPC master node, accurately simulating the actual stress characteristics of the bolt and laying a stable structural foundation for subsequent loading. Through preload loading and displacement locking, the model retains the accurate load state required for implicit analysis while possessing the structural stability required for explicit analysis, effectively bridging the two analysis methods. The resulting explicit-implicit analysis model reduces the difficulty of convergence in subsequent implicit analysis, shortens computation time, and ensures the accuracy of preload loading, avoiding stress distortion in explicit analysis.

[0059] In some embodiments of this application, a connection element is created at the center of the main node of the bolt model for connection, including: defining the behavioral characteristics of the connection element, wherein the behavioral characteristics include the degree of freedom type and constitutive relation; and determining the target direction of the connection element, wherein the target direction is axial.

[0060] It should be noted that the degree of freedom described in this embodiment can be the relative motion between the nut and the bolt, such as translation or rotation between the nut and the bolt; the constitutive relation described in this embodiment can be the relative motion-reaction force relationship, such as the relative motion-reaction force relationship between the nut and the bolt.

[0061] Specifically, when defining the behavioral characteristics of the connection unit, the stress characteristics of the bolt during actual operation are used as the basis, and two parameters, namely the degree of freedom type and constitutive relation, are clearly defined. The definition of the degree of freedom type needs to clarify the core force direction of the bolt. Since the bolt mainly bears axial force during assembly and operation, the degree of freedom type of the connection unit is limited to a mode that only allows axial force transmission, restricting invalid degrees of freedom in non-core directions such as radial and circumferential directions, avoiding unnecessary degrees of freedom from interfering with the accurate transmission of preload, and ensuring that the force transmission path is consistent with the actual force path of the bolt.

[0062] The definition of constitutive relations should match the mechanical properties of bolt materials. Based on the basic parameters such as the elastic modulus and Poisson's ratio of the metal material used in the bolt, a stress-strain relationship model of the connection element should be constructed so that the deformation characteristics of the connection element under stress are consistent with the real bolt material. For example, when the preload is applied, the deformation of the connection element should conform to the elastic deformation law of the material to avoid stress calculation distortion due to deviation in the constitutive relation setting.

[0063] like Figure 2 As shown, when determining the target direction of the connecting element, the structural axis of the bolt is strictly used as the reference, and the target direction is clearly set as AXIAL (axial direction). During the operation, the MPC master node of the bolt model must first be located in the finite element analysis software. Using the direction definition function in the software, the force transmission direction of the connecting element is completely aligned with the physical axis of the bolt. An axis reference can be established by selecting key feature points at both ends of the bolt to ensure that the axial direction of the connecting element is without deviation from the actual axis of the bolt.

[0064] The reason for setting the target direction as axial is that the core function of a bolt is to fasten components through axial preload. Axial is the main direction of force transmission. Only by ensuring that the target direction of the connecting unit is consistent with the axial direction can the preload applied subsequently be efficiently transmitted to each connecting component along the bolt axis. This avoids the preload being dispersed due to directional deviation, resulting in insufficient force or overload in some areas. It also ensures that the force transmission logic in the explicit-implicit joint analysis is highly consistent with the actual working conditions and reduces the analysis error caused by model simplification.

[0065] This embodiment defines the degree of freedom type and constitutive relationship in terms of behavioral characteristics, limiting the connection element to transmit only axial force. This ensures that the force transmission path is consistent with the actual force path of the bolt. A matching stress and strain model is constructed based on the bolt material parameters, making the deformation of the connection element conform to the real material properties and avoiding stress calculation distortion caused by constitutive relationship deviations. In determining the target direction, the connection element direction is set to axial based on the MPC master node. By aligning with the bolt's physical axis, the subsequent preload is efficiently transmitted along the axial direction, preventing force dispersion and uneven local stress. This effectively solves the load transmission failure problem caused by fuzzy connection element attributes and directional deviations in traditional models. It allows the connection element to accurately simulate the bolt's stress state, ensuring the accuracy of force and displacement information transmission during explicit and implicit analysis, improving the overall accuracy of joint analysis, and reducing analysis errors caused by improper connection element settings.

[0066] In some embodiments of this application, preload and displacement locking of the target bolt model includes: applying a preset force load to the connecting unit to preload, wherein the preset force load is negative; and applying a preset displacement / motion constraint to the connecting unit to lock the displacement.

[0067] Specifically, when applying a preset force load to the connecting unit to complete the preload loading, the preset force load must be set to a negative value. This value setting is completely matched with the force direction during the actual assembly process of the bolt. When the bolt is actually tightened, the nut and bolt are connected by axial pressure. The negative load can accurately characterize this axial pressure in finite element analysis, avoiding the preload effect from being out of sync with the actual situation due to incorrect load direction setting.

[0068] The loading operation must be performed using the CONNECTOR LOAD function in the software. During the operation, the load must be accurately associated with the previously created connection unit to ensure that the load only acts on the axial direction of the connection unit and does not spread to non-core force directions such as radial and circumferential directions, so as to ensure that the preload can be evenly transmitted to each connection component along the bolt axial direction.

[0069] When applying preset displacement / motion constraints to a connection unit to achieve displacement locking, constraints must be set for the axial displacement of the bolt. This is specifically achieved through the CONNECTOR MOTION function in the software, with the core being fixing the degree of freedom (DOF) of the connection unit. In the definition of DOF in finite element analysis, DOF 1 corresponds to the axial movement direction of the bolt. Fixing this DOF ​​effectively restricts the axial movement of the bolt after preload application and during subsequent analysis, preventing preload relaxation or load transfer interruption due to bolt axial displacement. The constraint settings must ensure that only axial displacement is locked, without affecting the bolt's minor deformation in other directions, conforming to the actual working characteristics of the bolt, ensuring the continuity of load transfer in subsequent explicit and implicit analyses, and preventing distortion of analysis results due to excessive or insufficient displacement constraints.

[0070] This embodiment sets the preset force load to a negative value and applies it through the CONNECTOR LOAD function. This matches the axial pressure characteristics of the bolt during actual assembly, avoiding distortion in the preload simulation caused by deviations in load direction or value, and ensuring that the bolt preload state is consistent with the actual fastening scenario. The CONNECTOR MOTION function fixes the connection unit's degree of freedom by 1 to achieve displacement locking, effectively limiting the bolt's axial movement and preventing load transmission interruption caused by bolt position shift after preload application, ensuring stable preload application to the connection. This operation solves the problem of accurately applying bolt preload in traditional explicit analysis and provides a stable load connection for the transition from implicit to explicit analysis, avoiding deviations in joint analysis results caused by unstable loads or displacements. Simultaneously, it ensures that the bolt model maintains a force and position state consistent with actual working conditions in subsequent explicit and implicit analyses, improving the overall joint analysis accuracy and shortening calculation and debugging time.

[0071] In some embodiments of this application, the preload and displacement locking of the target hole based on the bolt model further includes: creating contact relationships for all connecting surfaces of the connecting unit in the target bolt model and configuring contact attributes that match the actual working conditions.

[0072] It should be noted that all the connecting surfaces described in this embodiment can be physical surfaces where contact and force transmission may occur between the nut and the bolt; the contact relationships described in this embodiment can include separable, sliding, and frictional contact relationships; the contact attributes described in this embodiment can be the mechanical behavior rules of the interaction between the nut and the bolt, such as hard contact, rigid contact, and frictional contact.

[0073] Specifically, in the contact relationship creation stage, the range of all connection surfaces of the connecting unit in the target bolt model must first be clearly defined. This includes the contact surface between the bolt and the connected part, the contact surface between the nut and the surface of the connected part, and the connection surface between the connecting unit itself and the surrounding related structures. During operation, the above-mentioned connection surfaces must be selected one by one as the master surface and slave surface of the contact pair through the Contact function module in the finite element analysis software. The master surface is usually set to the surface of the component with higher stiffness, and the slave surface is set to a relatively flexible surface to avoid abnormal contact calculations due to improper stiffness settings. Each contact pair must be created individually to ensure that no connection surface is missed. If there are connection surfaces that have not been created for contact, the preload will be confined to the inside of the connecting unit because there is no force transmission path, and it cannot act on the target vehicle component, directly causing the preload effect to fail.

[0074] When configuring contact properties, it is essential to perfectly match the actual working conditions of the bolted connection. Core parameters include contact behavior type, friction coefficient, and normal stiffness. The contact behavior type should be set to either small slip or limited slip, selected based on the relative displacement of the connecting surfaces during actual bolt operation. If there is no significant relative slip after bolt pre-tightening, small slip can be selected to simplify calculations. If there is slight relative displacement, limited slip should be selected to ensure simulation realism. The friction coefficient needs to be determined with reference to the material combination and surface treatment of the bolt and the connected parts. For example, the friction coefficient of dry steel surfaces is typically set to 0.15-0.25, and can be adjusted to 0.08-0.12 after applying grease to ensure that the effect of friction on maintaining the pre-tightening force is consistent with reality.

[0075] The normal stiffness needs to be set reasonably based on the material's elastic modulus to avoid excessive stiffness leading to calculation convergence difficulties, or insufficient stiffness leading to excessive contact gaps and delayed force transmission. By precisely configuring contact properties, the contact pairs can both simulate real interaction forces and adapt to the calculation logic of explicit and implicit analysis, providing dual assurance for the stable transmission of preload and the accuracy of subsequent analysis. This effectively avoids problems such as stress distribution distortion and load transmission interruption caused by contact properties not matching actual working conditions.

[0076] This embodiment comprehensively covers all connection surfaces, such as bolts and connected parts, nuts and connected parts, in creating contact relationships. This avoids blocking the transmission of preload due to missing contact surfaces, ensuring that the preload acts on the target vehicle component along the actual force path. This solves the problem of ineffective preload loading caused by missing contact in traditional models. In terms of contact attribute configuration, the contact behavior type, friction coefficient, and normal stiffness are set according to actual working conditions. This allows the contact pairs to simulate real friction and normal pressure interactions while adapting to the calculation logic of explicit and implicit analysis, avoiding stress distribution distortion caused by attribute deviations. This operation makes the stress state of the bolt model highly consistent with actual working conditions, ensuring the effectiveness of preload loading in the implicit analysis stage and providing an accurate contact constraint basis for subsequent explicit analysis. This improves the accuracy of the joint analysis results and reduces calculation and debugging time caused by improper contact settings, facilitating efficient completion of explicit and implicit joint analysis.

[0077] In some embodiments of this application, explicit analysis is performed on an explicit / implicit analysis model based on an implicit analysis file to generate analysis results for a target vehicle component. This includes: parsing the implicit analysis file to obtain the element set mesh and stress data in the explicit / implicit analysis model; extracting connection and assembly information from the explicit / implicit analysis model, and generating an explicit solution file based on the element set mesh, stress data, and connection and assembly information; and generating analysis results for the target vehicle component based on the explicit solution file and the implicit analysis file.

[0078] Specifically, when parsing the implicit analysis file to obtain the element set mesh and stress data, the implicit analysis file is the odb (Output Database) restart file. This file is generated after setting the RESTART parameter in the implicit analysis stage and contains key information such as the model's elements, nodes, material properties, stress, and strain. The parsing operation needs to be performed in the finite element software using the import function. First, locate the path of the odb file generated by the implicit analysis, and select the element set mesh and stress data as the core import items. The element set mesh specifically refers to the mesh elements in the explicit and implicit analysis model related to the key structures of the target vehicle components. It is necessary to ensure that the imported mesh elements are completely consistent with the element numbers and topology in the implicit analysis stage to avoid the breakage of the force transmission path during explicit analysis due to mesh information deviation. The stress data is the initial stress state of each element in the model after bolt pre-tightening and displacement locking in the implicit analysis stage. It needs to be completely imported into the corresponding elements in the explicit analysis to provide an initial stress foundation that conforms to the actual working conditions for the explicit analysis, solving the problem that traditional explicit analysis needs to start loading from scratch and is disconnected from the previous pre-tightening state.

[0079] When extracting connection and assembly information from the explicit and implicit analysis model, the structural characteristics of the basic model must be used as a basis to clearly define the extraction scope, including key connection relationships such as weld points, MPC (Multi-Point Constraint), tie (Tie Constraint), and contact. During the operation, the assembly tree of the explicit and implicit analysis model must be retrieved in the finite element software, and assembly information related to the core connection parts of the target vehicle components must be filtered one by one. For weld point information, the weld point location coordinates, welding element type, and stress bearing parameters must be extracted to ensure that the connection strength of the weld points in the explicit analysis is consistent with the actual situation. For MPC information, the constraint node number and constraint degree of freedom type must be extracted to ensure that the force transmission in the model conforms to the preset constraint logic. For tie information, the element set of the binding surface and the binding stiffness parameters must be extracted to avoid relative sliding of the binding surface during explicit analysis. For contact information, the master and slave surface elements of the contact pair, friction coefficient, and normal stiffness must be extracted to maintain consistency with the contact attributes in the implicit analysis stage and ensure the accuracy of contact force calculation in the explicit analysis. During the extraction process, the above connection and assembly information must be stored in a structured format using the software's information export function for easy integration with element set meshes and stress data later.

[0080] When generating an explicit solver file from element set meshes, stress data, and connection / assembly information, data integration and parameter configuration must be completed in the explicit analysis module of the finite element software. First, the imported element set mesh is used as the basic topology of the explicit analysis model. The extracted stress data is then assigned to the corresponding elements using the stress mapping function, ensuring that the initial stress value of each element completely matches the implicit analysis results. Next, the connection / assembly information is associated with the corresponding connection parts of the model one by one. For example, weld point information is assigned to the corresponding welding elements, MPC constraints are applied to specified nodes, tie binding relationships are applied to the corresponding surfaces, and contact attributes are configured to contact pairs. Finally, based on the dynamic calculation requirements of the explicit analysis, parameters such as the solution step size, calculation termination conditions, and result output frequency are added and set. The software's solver file generation function is then used to export an explicit solver file (usually in .inp (Input file) format) containing complete model information, initial stress states, and connection constraints. This file can be directly used for subsequent explicit dynamic solution calculations.

[0081] In terms of data transmission accuracy, this embodiment obtains complete element set mesh and stress data by parsing the odb restart file generated by implicit analysis. The element set mesh corresponds to the mesh elements of the key stress structure of the target vehicle component, ensuring that the topology in the explicit analysis is completely consistent with the implicit stage, avoiding the breakage of the force transmission path. The stress data inherits the initial stress state after bolt pre-tightening and displacement locking in the implicit analysis, allowing the explicit analysis to proceed directly from zero loading based on the stress foundation that fits the actual working conditions, completely solving the analysis distortion problem caused by data disconnection in traditional explicit-implicit connection. In terms of model integrity assurance, the connection and assembly information such as weld points, MPCs, ties, and contacts in the explicit-implicit analysis model can accurately restore the complete connection structure of the target vehicle component. For example, the retention of information such as the stress bearing parameters of weld points and the constraint degree of freedom type of MPCs can prevent problems such as structural fracture and abnormal contact force calculation in explicit analysis, ensuring that the model is highly consistent with the actual physical structure and reducing errors caused by simplification. In terms of improving analysis efficiency, it integrates element set mesh, stress data and connection assembly information to generate explicit solution files, eliminating the need to rebuild explicit models and significantly shortening preprocessing time. At the same time, the generated solution files can be directly used for dynamic solving, retaining the high accuracy advantages of implicit analysis while leveraging the characteristics of explicit analysis such as fast calculation and no convergence issues. It is especially suitable for large-scale model analysis, effectively balancing analysis accuracy and efficiency, and providing an efficient and reliable technical path for the performance evaluation of complex structures in the engineering field.

[0082] In some embodiments of this application, generating analysis results for a target vehicle component based on an explicit solver file and an implicit analysis file includes: adjusting the explicit solver file according to the implicit analysis file to generate a target solver file; performing calculations and analyses on the target solver file to generate analysis results for the target vehicle component, wherein the analysis results include stress, strain, and displacement information of the elements.

[0083] Specifically, when adjusting the explicit solver file based on the implicit analysis file to generate the target solver file, the core data of both types of files must be used as a basis to achieve information complementarity and adaptation. The implicit analysis file, also known as the odb restart file, contains basic information such as the initial state of element stress and strain after bolt pre-tightening and displacement locking during the implicit analysis stage, as well as the material properties and section parameters of the model. The explicit solver file integrates the element set mesh and connection assembly information, providing the basic framework for explicit dynamic calculation.

[0084] The adjustment operation needs to be completed in the explicit analysis module of the finite element software. First, the initial stress and strain data in the implicit analysis file are accurately matched to the corresponding element mesh in the explicit solution file through the software's data mapping function. For example, in the rear door model of a certain car model, it is necessary to ensure that the bolt preload stress obtained from the implicit analysis is accurately transferred to the bolt connection element and the surrounding load-bearing element in the explicit solution file to avoid the distortion of the initial state due to data misalignment.

[0085] Parameter calibration is performed on the connection assembly information. Referring to parameters such as normal stiffness and friction coefficient of the contact pair in the implicit analysis file, the corresponding contact properties in the explicit solution file are adjusted to ensure that the contact force transmission logic in the explicit calculation is consistent with the implicit analysis. At the same time, the bearing parameters of the weld and the constraint degree of freedom settings of MPC are checked to avoid structural connection failure during dynamic calculation due to deviations in the connection properties in the explicit solution file.

[0086] It is also necessary to supplement the dynamic constraint parameters of the explicit solution file based on the model boundary conditions in the implicit analysis file. For example, fixed constraints should be set for non-moving parts of the target vehicle component to ensure that the boundary state of the explicit dynamic calculation is consistent with the constraint logic of the implicit analysis stage, and finally generate a target solution file that has both the accuracy of the initial stress state and the adaptability of dynamic calculation.

[0087] The target solution file is calculated and analyzed to generate analysis results, and dynamic solution calculations are performed using explicit analysis software. Before calculation, solution parameters need to be configured in the software, and a reasonable calculation step size needs to be set. The step size interval is determined based on the dynamic response characteristics of the target vehicle component, and it usually needs to meet the engineering standard of at least 20 calculation steps per cycle to ensure that stress peaks and displacement abrupt changes during the dynamic process are captured. The calculation termination condition is set, with the completion of a typical dynamic action of the target vehicle component as the termination node to avoid unnecessary calculations and resource consumption. The result output frequency is configured, specifying that element stress, strain, and displacement data are output every 5-10 calculation steps to facilitate subsequent complete tracking of the mechanical changes during the dynamic process.

[0088] During the calculation process, the software simulates the mechanical response of the model under dynamic loads based on the initial stress state in the target solution file. It rapidly solves large-scale dynamic equations using an explicit algorithm, calculating stress changes, strain distributions, and displacement trajectories of each element in real time without iterative convergence. After calculation, the software automatically generates a result file containing the aforementioned data. The element stress information covers multiple dimensions such as normal stress, shear stress, and equivalent stress; strain information includes elastic strain, plastic strain, and total strain; and displacement information specifies the displacement and trend of each node in the X, Y, and Z directions. This data collectively constitutes a complete analysis result for the target vehicle component, which can be directly used for structural performance evaluation and optimization design. For example, by analyzing the location and strain values ​​of high-strain regions, it can determine whether there are structural weaknesses in the rear door of the vehicle model, thereby improving materials or optimizing connection methods.

[0089] In terms of accuracy assurance, this embodiment adjusts the explicit solution file based on the implicit analysis file, accurately mapping initial data such as bolt preload stress and displacement locking state from the implicit analysis stage to explicit model elements. This avoids state deviations caused by loading from zero in explicit analysis. Simultaneously, it calibrates connection information such as contact properties and weld parameters, ensuring consistency between the force transfer logic in explicit dynamic calculations and the implicit analysis. High strain location reproducibility reaches 100%, with an average accuracy of 90.1%, resolving the stress distortion problem in explicit analysis. Regarding engineering adaptability, solution parameters are configured according to the dynamic characteristics of the target vehicle component, capturing stress peaks and displacement abrupt changes during the dynamic process. The output stress, strain, and displacement data can be directly used for structural strength assessment. In terms of efficiency improvement, the generated target solution file can be directly used for dynamic solving without repeated model building. Combined with the advantage of explicit algorithms having no convergence problem, the calculation time is significantly shortened. Explicit model creation and calculation can be completed within 20 minutes. Compared to the time-consuming iterative convergence of implicit analysis, this significantly improves engineering analysis efficiency, especially adapting to the performance evaluation needs of large-scale models, achieving dual optimization of accuracy and efficiency.

[0090] In some embodiments of this application, the analysis method for the vehicle component further includes: inputting the analysis results into a risk assessment model to obtain a state risk value of the target vehicle component; and, in response to the state risk value being greater than a preset risk threshold, submitting the analysis results to a corresponding server so that the server can optimize the target vehicle component based on the analysis results.

[0091] Specifically, the analysis results are input into the risk assessment model to obtain the state risk value. The core data range of the analysis results is defined, namely the unit stress, strain and displacement information, including the equivalent stress value, plastic strain rate and triaxial displacement of key parts of the target vehicle component. These data need to be organized in a structured format to ensure that they are compatible with the input interface of the risk assessment model.

[0092] The construction of risk assessment models relies on engineering experience and historical data in the development of automotive structural durability performance. For example, for the rear door of a vehicle, the model needs to preset risk weights corresponding to different stress levels and strain ranges. If the equivalent stress of the bolt connection unit exceeds 80% of the material's yield strength, then the structural failure risk weight for that part is assigned a value of 0.8. If the plastic strain rate of a certain area of ​​the inner door panel exceeds 1.5 × 10⁻⁶, the risk weight is assigned a different risk weight. - If ³, then the fatigue damage risk weight is assigned a value of 0.7.

[0093] After inputting the analysis results, the model calculates the state risk value through multi-dimensional weighted calculation. The calculation logic needs to cover three dimensions: stress safety margin, strain damage degree, and displacement deviation. For example, the state risk value = (stress exceedance coefficient × 0.4) + (strain damage coefficient × 0.3) + (displacement deviation coefficient × 0.3), where the stress exceedance coefficient is the actual stress value / the allowable stress value of the material, the strain damage coefficient is the actual strain rate / the allowable strain rate, and the displacement deviation coefficient is the actual displacement / the design allowable displacement. The final output state risk value is usually presented in a numerical range of 0-1. The closer the value is to 1, the higher the structural risk of the target vehicle component.

[0094] When the state risk value exceeds the preset risk threshold, the analysis result submission and optimization guidance process must be initiated. The preset risk threshold can be set based on the application scenario and industry standards of the target vehicle component. For example, for the structure of a car door, the preset risk threshold can be set to 0.6. When the state risk value exceeds this threshold, it indicates that the target vehicle component has problems such as insufficient structural strength and short fatigue life, and the analysis results must be submitted to the corresponding server immediately.

[0095] The submitted analysis results must include complete data and risk correlation descriptions, enabling engineers on the server side to quickly pinpoint the source of the risk. The corresponding server must be equipped with a structural optimization algorithm. This algorithm can generate targeted optimization solutions based on the risk location data in the analysis results. If the risk stems from excessive bolt stress, the server can output parameter adjustment suggestions such as increasing the bolt diameter from M8 to M10 and optimizing the bolt preload from -20kN to -18kN. If the risk stems from excessive strain in the inner door panel, the server can generate structural improvement solutions such as adding a 1.5mm thick reinforcing rib in that area and replacing the material with high-strength steel, achieving a closed loop from risk identification to precise optimization.

[0096] In addition, the preset risk threshold can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0097] In terms of risk identification accuracy, this embodiment inputs the analysis results into a risk assessment model. The model, relying on automotive structural engineering experience and historical data, calculates the state risk value, accurately locating the risk source of the target vehicle component. This avoids the ambiguity of traditional assessments that rely solely on experience to judge risk, making risk identification more data-driven. Regarding decision-making efficiency, a preset risk threshold is used as the judgment standard. When the state risk value exceeds the threshold, the analysis results, which correlate the risky part with the data, are directly submitted to the corresponding server, significantly shortening the interval from result output to optimization initiation, meeting the rapid iteration needs of automotive development. In terms of performance optimization effectiveness, the server generates targeted solutions based on the analysis results, directly guiding structural improvements and ensuring the reliability of the optimized structural performance.

[0098] As a specific embodiment of this application, such as Figure 3 As shown, the analysis method for this vehicle component may include the following steps: S101, construct an implicit analysis model of the target vehicle component, determine the target hole positions on the target vehicle component, and build the corresponding bolt model.

[0099] S102, apply preload and displacement locking to the bolt model to obtain the explicit and implicit analysis model of the target vehicle component.

[0100] S103, create a connection element at the center of the MPC master node of the bolt model for connection, define the behavior characteristics of the connection element and determine its target direction as axial.

[0101] S104 applies a preset force load, a preset displacement, and motion constraints to the target bolt model to complete the preload loading and displacement locking.

[0102] S105 creates contact relationships for all connection surfaces of the connection elements in the target bolt model and configures contact properties that match the actual working conditions.

[0103] S106. Based on the implicit analysis file, perform explicit analysis on the explicit and implicit analysis model to generate an explicit solution file.

[0104] S107, Based on the explicit solution file and the implicit analysis file, generate the analysis results of the target vehicle component.

[0105] S108, input the analysis results into the risk assessment model to obtain the state risk value of the target vehicle component. In response to the state risk value being greater than the preset risk threshold, submit the analysis results to the corresponding server so that the server can optimize the target vehicle component based on the analysis results.

[0106] The analysis method for this vehicle component effectively solves the problem that explicit algorithms, while fast and without convergence issues, may lead to distorted stress values. Simultaneously, it overcomes the shortcomings of implicit algorithms, which, while highly accurate, suffer from longer computation times and greater convergence difficulties. By fully utilizing the advantages of both algorithms and avoiding their disadvantages, the model building and debugging time is effectively shortened, while ensuring the accuracy of the analysis.

[0107] By conducting a joint explicit-implicit analysis on the rear door of a certain vehicle model, the results show that: after completing the explicit-implicit pre-tightening analysis, the joint simulation explicit model can be created within 20 minutes, which greatly reduces the pre-processing time for the high plastic strain location of the plate; the analysis results are consistent with the implicit dynamic analysis location, and the high strain location reproduction rate is 100%; the strain results of the four high strain regions have different accuracies, with the lowest accuracy being 84.2%, the highest accuracy being 100%, and the average accuracy being 90.1%.

[0108] In summary, the vehicle component analysis method according to the embodiments of this application involves constructing an implicit analysis model of the target vehicle component, determining the target hole positions in the implicit analysis model, constructing bolt models at the target hole positions, applying preload and displacement locking to the bolt models to obtain explicit and implicit analysis models of the target vehicle component, performing implicit analysis on the explicit and implicit analysis models to generate implicit analysis files for the target vehicle component, and performing explicit analysis on the explicit and implicit analysis models based on the implicit analysis files to generate analysis results for the target vehicle component. Therefore, this method can improve the accuracy and reliability of the analysis, shorten the computation time, and increase computational efficiency by constructing an implicit analysis model of the target vehicle component, setting bolt models at the target hole positions, applying preload and displacement locking to obtain explicit and implicit analysis models, performing implicit analysis to generate implicit analysis files, and then performing explicit analysis based on these files to generate analysis results for the target vehicle component.

[0109] Corresponding to the above embodiments, this application also proposes an electronic device.

[0110] Figure 4 This is a block diagram of an electronic device provided in an embodiment of this application. The electronic device includes a memory 310 and a processor 320. The memory 310 is used to store a computer program, and the processor 320 is used to implement the analysis method for any of the vehicle components described above when executing the computer program.

[0111] The electronic device according to the embodiments of this application implements the analysis method of any of the above-mentioned vehicle components when the processor executes the program. Based on the analysis method of the above-mentioned vehicle components, the analysis accuracy and reliability are improved, the calculation time is shortened, and the calculation efficiency is increased.

[0112] Corresponding to the above embodiments, this application also proposes a computer-readable storage medium.

[0113] The computer-readable storage medium of this application embodiment stores a computer program that, when executed by a processor, implements the analysis method for any of the vehicle components described above.

[0114] The computer-readable storage medium according to the embodiments of this application implements the analysis method of any of the above-mentioned vehicle components when the computer program stored thereon is executed by a processor. Based on the analysis method of the above-mentioned vehicle components, the accuracy and reliability of the analysis are improved, the calculation time is shortened, and the calculation efficiency is increased.

[0115] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0116] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0117] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for analyzing vehicle components, characterized in that, include: An implicit analysis model of the target vehicle component is constructed, and the target hole positions in the implicit analysis model are determined, and a bolt model is constructed on the target hole positions; The bolt model is preloaded and displacement locked to obtain an explicit and implicit analysis model of the target vehicle component. Implicit analysis is performed on the explicit / implicit analysis model to generate an implicit analysis file for the target vehicle component, wherein the implicit analysis is used to characterize the bolt preload analysis of the explicit / implicit analysis model; and Explicit analysis is performed on the implicit analysis file to generate analysis results for the target vehicle component. The explicit analysis is used to characterize the analysis of the explicit and implicit analysis model in conjunction with the results of the bolt preload analysis.

2. The method for analyzing vehicle components according to claim 1, characterized in that, The process of applying preload and locking displacement to the bolt model to obtain an explicit / implicit analysis model of the target vehicle component includes: Based on the bolt model, delete the beam element between the nut and bolt, and delete the preload section and the corresponding loading settings; A connection unit is created at the center of the main node of the bolt model to connect them, thereby obtaining the target bolt model; The target bolt model is preloaded and displacement locked to obtain the explicit / implicit analysis model.

3. The method for analyzing vehicle components according to claim 2, characterized in that, The process of creating a connection unit at the center of the main node of the bolt model for connection includes: Define the behavioral characteristics of the connection unit, wherein the behavioral characteristics include degree-of-freedom type and constitutive relation; Determine the target direction of the connecting unit, wherein the target direction is axial.

4. The method for analyzing vehicle components according to claim 2, characterized in that, The preload and displacement locking of the target bolt model includes: A preset force load is applied to the connecting unit to perform the preload loading, wherein the preset force load is a negative value; A preset displacement / motion constraint is applied to the connecting unit to perform the displacement locking.

5. The method for analyzing vehicle components according to claim 4, characterized in that, The method of applying preload and locking displacement to the target hole based on the bolt model further includes: Create contact relationships for all connection surfaces of the connection unit in the target bolt model, and configure contact attributes that match the actual working conditions.

6. The method for analyzing vehicle components according to claim 1, characterized in that, The step of performing explicit analysis on the explicit / implicit analysis model based on the implicit analysis file to generate analysis results for the target vehicle component includes: The implicit analysis file is parsed to obtain the element set mesh and stress data in the explicit / implicit analysis model; Extract the connection and assembly information from the explicit and implicit analysis model, and generate an explicit solution file based on the element set mesh, the stress data, and the connection and assembly information; The analysis results for the target vehicle component are generated based on the explicit solution file and the implicit analysis file.

7. The method for analyzing vehicle components according to claim 6, characterized in that, The step of generating the analysis results for the target vehicle component based on the explicit solution file and the implicit analysis file includes: The implicit analysis file is adjusted according to the explicit solution file to generate the target solution file; The target solution file is calculated and analyzed to generate analysis results for the target vehicle component, wherein the analysis results include stress, strain, and displacement information of the elements.

8. The method for analyzing vehicle components according to claim 1, characterized in that, Also includes: The analysis results are input into the risk assessment model to obtain the state risk value of the target vehicle component; In response to the state risk value being greater than a preset risk threshold, the analysis result is submitted to the corresponding server so that the server can optimize the target vehicle component based on the analysis result.

9. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, the processor executing the program to implement the method for analyzing vehicle components as described in any one of claims 1-8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the analysis method for vehicle components as described in any one of claims 1-8.

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