A system and method for modeling and simulation analysis of structural strength of an electric tail wing

Abstract

The application discloses a kind of electric tail wing's modeling and structural strength simulation analysis system and method, including finite element model establishment module, boundary condition definition module and result post-processing and evaluation module;Finite element model establishment module is used to establish the finite element model of electric tail wing;Boundary condition definition module is used to define the boundary condition of the finite element model of electric tail wing;Result post-processing and evaluation module are used to analyze the finite element model of electric tail wing based on the boundary condition of the finite element model of electric tail wing, and output analysis result.The inherent frequency, stress-strain nephogram, displacement data and other detailed results output by simulation can accurately locate weak structure position, provide clear direction for electric tail wing optimization design, directly improve the safety, reliability and service life of product, and practically solve the core problem that existing technology is difficult to quickly and accurately verify structural strength in early design.

Description

Technical Field

[0001] This invention relates to the field of simulation design technology for vehicle components, specifically to a modeling and structural strength simulation analysis system and method for an electric tail wing. Background Technology

[0002] With the industry trend of upgrading automobiles towards high performance, intelligence, and personalization, electric rear wings are not only core components for optimizing vehicle aerodynamics and improving handling stability, but also important features that highlight product differentiation. Their operation requires precise raising and lowering movements, while enduring multiple effects such as airflow loads, vibration impacts, extreme environmental stresses, and mechanical transmission stresses during long-term driving. Therefore, accurate assessment and verification of structural strength becomes a critical step in the research and development stage, directly determining the product's safety, reliability, and service life.

[0003] The existing technical solution (Technology 1) is as follows: Current mainstream verification of the structural strength of electric rear wings adopts the traditional "design-prototype fabrication-physical testing" model. This approach involves fabricating a physical prototype identical to the mass-produced product, simulating typical scenarios such as rear wing lift-drop cycles, static load application, and wind tunnel flow field impact using specialized test benches. Sensors collect data on stress, displacement, and durability, comparing this data with design standards to determine if the structural strength meets the requirements. This method relies on the physical performance feedback of the physical prototype and was a commonly used verification method in the early stages and by some small and medium-sized car manufacturers. The shortcomings of the existing technology 1 are as follows: First, the R&D cost is high and the cycle is long. The design, material procurement, processing and assembly of the physical prototype require a lot of manpower and resources. The cost of making a single prototype usually exceeds 10,000 yuan. Moreover, if the design needs to be optimized after the test, the prototype needs to be made again, which leads to an extension of the R&D cycle by more than 40%. Second, the verification is significantly delayed. Physical tests are mostly concentrated in the later stage of design. If the structural strength is found to be substandard, the overall design scheme needs to be revised, which greatly increases the rework cost and time cost. Third, the working condition coverage is not comprehensive. The physical simulation of extreme working conditions such as high speed and strong wind, accidental collision and impact, and transmission mechanism stall is difficult and risky. In addition, some extreme scenarios are difficult to reproduce accurately, which may lead to the omission of potential structural hazards and the risk of failure after the product is launched.

[0004] The existing technical solution (Technology 2) addresses the shortcomings of physical testing by introducing finite element analysis software such as Hypermesh and ABAQUS for simulation verification. However, it lacks a dedicated modeling and analysis system for the structural characteristics of the electric tail fin. Its core process involves importing the 3D model of the tail fin assembly, establishing a finite element model using a unified meshing standard, defining generalized material properties and connection relationships, and performing simulation analysis only for conventional stiffness and strength conditions. The design rationality is then judged through simple stress and displacement data comparisons. The shortcomings of the existing technology 2 are as follows: The core problem with this solution is that the simulation accuracy deviates significantly from the actual working conditions, failing to meet the requirements for structural strength assessment. On the one hand, it does not consider the mixed material characteristics of the electric tail wing ("plastic parts + sheet metal parts + rods + castings"), as well as the differences in mechanical properties of various connection forms such as bolted connections, structural adhesive bonding, and hinge rotation. It uses a unified mesh generation standard and general elements to simulate connection relationships, resulting in a significant deviation between the model and the mechanical response of the actual product. On the other hand, plastic parts generally have characteristics such as uneven thickness of the surface, diverse reinforcing rib structures, and complex connection structures. The existing solution does not have specific modeling rules, further exacerbating simulation distortion. In addition, the simulation working conditions only cover basic strength and stiffness testing, lacking targeted analysis of key performance aspects such as modal characteristics, robustness, self-locking of the transmission mechanism, and stall strength of the transmission shaft. It cannot comprehensively assess the structural reliability of the tail wing in complex real-world scenarios and is difficult to effectively guide design optimization.

[0005] In summary, existing technologies for assessing the structural strength of electric tail fins either suffer from high costs, long development cycles, and incomplete coverage of operating conditions, or lack of specialized modeling rules and simplistic operating condition design leading to insufficient simulation accuracy. Neither approach can quickly and accurately verify whether the structural strength meets requirements in the early stages of design. This situation makes it difficult for design engineers to identify structural defects in a timely manner during the R&D phase, resulting in low product design iteration efficiency and high post-market failure risks, severely hindering the R&D quality and progress of electric tail fin products. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the aforementioned background technology and provide a modeling and structural strength simulation analysis system and method for electric tail fins that is highly targeted, accurate, and covers a wide range of operating conditions.

[0007] To achieve this objective, the electric tail fin modeling and structural strength simulation analysis system designed in this invention includes a finite element model establishment module, a boundary condition definition module, and a result post-processing and evaluation module.

[0008] The finite element model building module is used to build the finite element model of the electric tail fin;

[0009] The boundary condition definition module is used to define the boundary conditions of the finite element model of the electric tail fin.

[0010] The result post-processing and evaluation module is used to analyze the finite element model of the electric tail fin based on the boundary conditions of the finite element model and output the analysis results.

[0011] Furthermore, the method for establishing the finite element model of the electric tail wing includes: establishing a finite element model of the electric tail wing transmission mechanism and a finite element model of the electric tail wing unit based on the dimensional data and bill of materials of the electric tail wing assembly, and setting the connection relationship between the finite element model of the electric tail wing transmission mechanism and the finite element model of the electric tail wing unit.

[0012] Furthermore, the boundary conditions for defining the finite element model of the electric tail wing include: boundary conditions for the analysis of the electric tail wing unit and boundary conditions for the analysis of the electric tail wing transmission mechanism.

[0013] The boundary conditions of the finite element model based on the electric tail fin are used to analyze the finite element model of the electric tail fin and output the analysis results. These results include: analyzing the finite element model of the electric tail fin unit based on the boundary conditions of the electric tail fin unit analysis and outputting the analysis results; and analyzing the finite element model of the electric tail fin transmission mechanism based on the boundary conditions of the electric tail fin transmission mechanism analysis and outputting the analysis results.

[0014] Furthermore, the boundary conditions for defining the electric tail wing unit analysis include: defining the boundary conditions for the electric tail wing unit constraint modal analysis, defining the boundary conditions for the electric tail wing unit stiffness analysis, defining the boundary conditions for the electric tail wing unit robustness analysis, and defining the boundary conditions for the electric tail wing unit downforce analysis under the whole vehicle flow field.

[0015] The boundary conditions based on the analysis of the electric tail wing unit are used to analyze the finite element model of the electric tail wing unit. The output analysis results include: the analysis results of the constraint modes of the electric tail wing unit, the analysis results of the stiffness of the electric tail wing unit, the analysis results of the robustness of the electric tail wing unit, and the analysis results of the downforce of the electric tail wing unit under the flow field of the whole vehicle.

[0016] Furthermore, the method for defining the boundary conditions for the constraint modal analysis of the electric tail fin unit, and analyzing the finite element model of the electric tail fin unit based on the boundary conditions for the constraint modal analysis of the electric tail fin unit, and outputting the analysis results of the constraint modes of the electric tail fin unit includes: fully constraining the connection position between the electric tail fin unit and the electric tail fin transmission mechanism without applying any load, and outputting the natural frequencies, mode shapes and strain energy cloud diagrams of the electric tail fin unit under the constraint state.

[0017] The method for defining the boundary conditions for the stiffness analysis of the electric tail fin unit, and analyzing the finite element model of the electric tail fin unit based on the boundary conditions for the stiffness analysis of the electric tail fin unit, and outputting the analysis results of the stiffness of the electric tail fin unit includes: raising the electric tail fin unit to its maximum position, fixing the connection position between the electric tail fin unit and the electric tail fin transmission mechanism, setting the edge and center loading positions of the electric tail fin unit, simulating loading on the edge and center loading positions of the electric tail fin unit through a rigid indenter, and outputting the displacement of the rigid indenter;

[0018] The method for defining the boundary conditions for robustness analysis of the electric tail fin unit, analyzing the finite element model of the electric tail fin unit based on the boundary conditions for robustness analysis of the electric tail fin unit, and outputting the robustness analysis results of the electric tail fin unit includes: raising the electric tail fin unit to its maximum position, fixing the connection position between the electric tail fin unit and the electric tail fin transmission mechanism, simulating loading on the geometric center of the electric tail fin unit through a rigid pressure head, and outputting the stress-strain cloud diagram of the electric tail fin unit;

[0019] The method for defining the boundary conditions for the downforce analysis of the electric rear wing unit under the overall vehicle flow field, and analyzing the finite element model of the electric rear wing unit based on the boundary conditions for the downforce analysis of the electric rear wing unit under the overall vehicle flow field, and outputting the analysis results of the downforce of the electric rear wing unit under the overall vehicle flow field includes: fixing the connection position between the electric rear wing unit and the electric rear wing transmission mechanism, obtaining the outer surface pressure of the electric rear wing unit according to the overall vehicle flow field, applying the outer surface pressure of the electric rear wing unit to the outer surface of the electric rear wing unit, and outputting the support reaction force at the constraint position of the electric rear wing unit and the stress cloud diagram of the electric rear wing unit.

[0020] Furthermore, the boundary conditions for defining the analysis of the electric tail wing drive mechanism include: boundary conditions for defining the lateral stiffness analysis of the electric tail wing drive mechanism, boundary conditions for defining the strength analysis of the drive shaft of the electric tail wing drive mechanism, boundary conditions for defining the strength analysis of the electric tail wing drive mechanism, and boundary conditions for defining the self-locking analysis of the electric tail wing drive mechanism.

[0021] The boundary conditions based on the analysis of the electric tail wing drive mechanism are used to analyze the finite element model of the electric tail wing drive mechanism. The analysis results include: the analysis results of the lateral stiffness of the electric tail wing drive mechanism, the analysis results of the drive shaft strength of the electric tail wing drive mechanism, the analysis results of the strength of the electric tail wing drive mechanism, and the analysis results of the self-locking property of the electric tail wing drive mechanism.

[0022] Furthermore, the method for defining the boundary conditions for the lateral stiffness analysis of the electric tail wing transmission mechanism, and analyzing the finite element model of the electric tail wing transmission mechanism based on the boundary conditions for the lateral stiffness analysis of the electric tail wing transmission mechanism, and outputting the analysis results of the lateral stiffness of the electric tail wing transmission mechanism, includes: fixing the sheet metal base of the electric tail wing transmission mechanism to the environmental component; in the open state of the electric tail wing unit, loading the side of the connection position between the electric tail wing transmission mechanism and the electric tail wing unit through a rigid pressure head, and outputting the displacement of the rigid pressure head.

[0023] The method for defining the boundary conditions for the strength analysis of the drive shaft of the electric tail wing transmission mechanism, and analyzing the finite element model of the electric tail wing transmission mechanism based on the boundary conditions for the strength analysis of the drive shaft of the electric tail wing transmission mechanism, and outputting the analysis results of the strength of the drive shaft of the electric tail wing transmission mechanism includes: fixing one end of the drive shaft of the electric tail wing transmission mechanism, applying the maximum torque when the motor is stalled to the other end, and outputting the torsion angle, Mises stress cloud diagram and the maximum stress value of the drive shaft of the electric tail wing transmission mechanism.

[0024] The method for defining the boundary conditions for the strength analysis of the electric tail wing drive mechanism, and analyzing the finite element model of the electric tail wing drive mechanism based on the boundary conditions for the strength analysis of the electric tail wing drive mechanism, and outputting the analysis results of the strength of the electric tail wing drive mechanism includes: opening the electric tail wing drive mechanism to the maximum opening state, fixing the sheet metal base of the electric tail wing drive mechanism to the environmental parts, setting the geometric center of the electric tail wing unit as the slave node, setting the connection point between the electric tail wing drive mechanism and the electric tail wing unit as the master node, applying an upward load at the geometric center of the electric tail wing unit, and outputting the Mises stress cloud diagram and plastic strain cloud diagram of the electric tail wing drive mechanism.

[0025] The method for defining the boundary conditions for the self-locking analysis of the electric tail wing drive mechanism, and analyzing the finite element model of the electric tail wing drive mechanism based on the boundary conditions for the self-locking analysis of the electric tail wing drive mechanism, and outputting the analysis results of the self-locking of the electric tail wing drive mechanism includes: fixing the sheet metal base of the electric tail wing drive mechanism to the environmental components, setting the connection point between the electric tail wing drive mechanism and the electric tail wing unit as the master node, automatically lifting the slave node, applying load at the slave node, and outputting the displacement cloud map, Mises stress cloud map, and plastic strain cloud map of the electric tail wing drive mechanism.

[0026] Furthermore, a modeling and structural strength simulation analysis method for an electric tail wing based on a modeling and structural strength simulation analysis system includes: establishing a finite element model of the electric tail wing.

[0027] Define the boundary conditions for the finite element model of the electric tail fin;

[0028] Based on the boundary conditions of the finite element model of the electric tail fin, the finite element model of the electric tail fin is analyzed, and the analysis results are output.

[0029] Furthermore, the method for establishing the finite element model of the electric tail wing includes: establishing a finite element model of the electric tail wing transmission mechanism and a finite element model of the electric tail wing unit based on the dimensional data and bill of materials of the electric tail wing assembly, and setting the connection relationship between the finite element model of the electric tail wing transmission mechanism and the finite element model of the electric tail wing unit.

[0030] Furthermore, the present invention provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described above.

[0031] The beneficial effects of this invention are as follows: By formulating specialized modeling rules for the hybrid material characteristics and diverse connection forms of electric tail wing, employing differentiated mesh generation standards, and selectively selecting elements to simulate connection relationships such as bolts, structural adhesives, and hinges, while refining the modeling of plastic parts and the requirements for handling unequal thicknesses, this invention ensures that the simulation model highly matches the mechanical response of the actual product, significantly improving the simulation accuracy of structural strength assessment. It covers all scenarios of electric tail wing single-unit constraint modes, stiffness, robustness, vehicle flow field downforce analysis, and transmission mechanism lateral stiffness, drive shaft strength, overall strength, and self-locking analysis. This includes both conventional usage scenarios and extreme conditions, comprehensively identifying potential structural hazards and effectively compensating for the incomplete coverage of existing technologies. During the R&D phase, it eliminates the need for physical prototype testing, allowing for rapid verification of scheme advantages and disadvantages in the early design stages. This significantly reduces the manpower and material resources required for prototype manufacturing and repeated testing, shortening the R&D cycle by more than 40%, reducing rework and time costs, and assisting design engineers in rapidly iterating and optimizing to obtain the optimal design solution. Meanwhile, the detailed results output by the simulation, such as the natural frequency, stress-strain cloud map, and displacement data, can accurately locate the weak points in the structure, providing a clear direction for the optimized design of the electric tail wing, directly improving the safety, reliability, and service life of the product, and effectively solving the core problem that existing technologies cannot quickly and accurately verify the structural strength in the early stages of design. Attached Figure Description

[0032] To more clearly illustrate the technical solutions of the embodiments disclosed in this invention, the accompanying drawings of the embodiments will be briefly described below. These drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention.

[0033] Figure 1 This is a module connection diagram of the modeling and structural strength simulation analysis system for the electric tail fin in this invention;

[0034] Figure 2This is a schematic diagram of the transmission structure of the electric tail wing transmission mechanism in this invention;

[0035] Figure 3 This is a three-dimensional finite element model of the electric tail wing assembly in this invention;

[0036] Figure 4 This is a schematic diagram of the simulation operation for the stiffness analysis of the electric tail fin in this invention.

[0037] Figure 5 This is a simulation operation diagram of the robustness analysis of the electric tail fin in this invention. Figure 1 ;

[0038] Figure 6 This is a simulation operation diagram of the robustness analysis of the electric tail fin in this invention. Figure 2 ;

[0039] Figure 7 This is a simulation operation diagram of the lateral stiffness analysis of the electric tail wing transmission mechanism in this invention.

[0040] Figure 8 This is a simulation operation diagram of the strength analysis of the transmission shaft of the electric tail wing transmission mechanism in this invention;

[0041] Figure 9 This is a simulation operation diagram of the strength analysis of the electric tail wing transmission mechanism in this invention;

[0042] Figure 10 This is a simulation operation diagram illustrating the self-locking performance analysis of the electric tail wing transmission mechanism in this invention.

[0043] Among them, 1—finite element model establishment module, 2—boundary condition definition module, 3—result post-processing and evaluation module, 4—electric tail wing transmission mechanism, 5—electric tail wing unit, 6—base sheet metal, 7—hinge base, 8—drive shaft connecting rod, 9—first connecting rod, 10—second connecting rod, 11—third connecting rod, 12—fourth connecting rod, 13—fifth connecting rod. Detailed Implementation

[0044] The technical solutions (including preferred technical solutions) of the present invention will be further described in detail below with reference to the accompanying drawings and by way of listing some optional embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0045] Example 1

[0046] This embodiment provides a modeling and structural strength simulation analysis system for electric tail fins, aiming to solve the problems of high cost, long cycle, insufficient simulation accuracy or incomplete coverage of working conditions in the existing technology of electric tail fin structural strength assessment, and to achieve the goal of rapid and accurate verification of structural strength in the early stage of design.

[0047] like Figure 1 As shown, the system includes a finite element model establishment module 1, a boundary condition definition module 2, and a result post-processing and evaluation module 3.

[0048] The core function of the finite element model building module 1 is to construct a finite element model that closely matches the mechanical properties of the actual product. Specifically, this is achieved by: acquiring the 3D dimensional data and bill of materials (BOM) of the electric tail wing assembly, and clarifying key information such as the material type, structural dimensions, and connection methods of each part; establishing finite element models for the electric tail wing transmission mechanism 4 and the electric tail wing unit 5 respectively, and defining the connection relationship between the finite element model of the electric tail wing transmission mechanism 4 and the finite element model of the electric tail wing unit 5. Figure 3 The finite element model of the electric tail wing assembly shown is provided, wherein the electric tail wing transmission mechanism 4 includes, as follows: Figure 2 The core components shown include the base sheet metal 6, hinge base 7, drive shaft connecting rod 8, and various connecting rods. The individual models encompass all components, including plastic parts, sheet metal parts, rods, and castings. A differentiated meshing standard is used: plastic and sheet metal parts are meshed using shell elements by extracting mid-surfaces; the element size for plastic parts is 5mm, and for sheet metal parts, it is 8mm. Rods and castings are meshed using solid elements; the element size is 3mm, and the thickness direction must contain at least three layers. Plastic parts are modeled separately according to part number. The same plastic part is modeled as separate components based on different structures such as appearance surfaces, structural reinforcing ribs, and connecting structures. Unequal thickness appearance surfaces are divided into blocks according to a set material thickness growth rate. Bolt connections are simulated using RBE2 elements, structural adhesive and damping adhesive are connected using ACM2 elements, and hinge rotation is connected and its rotational freedom is released through CBEAM elements. In the transmission mechanism, the hinge base 7 and base sheet metal 6, as well as each connecting rod, are connected through RBE2 or CBEAM elements according to their kinematic relationships, ensuring accurate reproduction of transmission characteristics.

[0049] Boundary condition definition module 2 is used to clarify the constraints, loading methods, and operating parameters for simulation analysis, and is divided into two categories: boundary conditions for electric rear wing unit analysis and boundary conditions for transmission mechanism analysis. Electric rear wing unit 5 boundary conditions: Constraint modal analysis: Fix the connection position between the unit and the transmission mechanism, apply no load, and set modal output parameters. Stiffness analysis: Raise the unit to its maximum position, fix the connection position, specify the weak points at the edges and center as loading points, and use a rigid indenter to simulate the loading scenario. Robustness analysis: Raise the unit to its maximum position, fix the connection position, use the geometric center as the loading point, and apply loads simulating extreme operating conditions through a rigid indenter. Vehicle flow field downforce analysis: Fix the connection position, and import the external surface pressure data provided by the vehicle flow field as the loading condition. Electric rear wing transmission mechanism 4 boundary conditions: Lateral stiffness analysis: Fix the connection position between the sheet metal base and the environmental component, and set loading points on the side of the connection position between the transmission mechanism and the unit when the unit is in the open state. Drive shaft strength analysis: Fix one end of the drive shaft, and apply the maximum torque when the motor is stalled to the other end. Strength Analysis: With the transmission mechanism fully open and the sheet metal base fixed, an RBE3 element is established with the geometric center of the unit as the slave node and the connection point of the transmission mechanism as the master node. An upward tensile load is applied. Self-locking Analysis: With the sheet metal base fixed, slave nodes are automatically generated with the connection point between the transmission mechanism and the unit as the master node. External loads are applied to the slave nodes to simulate both open and closed states.

[0050] The post-processing and evaluation module 3 solves and analyzes the finite element model based on the set boundary conditions, outputting detailed results and providing evaluation criteria: Analysis results for the electric tail wing unit 5: Outputs the natural frequencies, mode shapes, and strain energy cloud maps of the constrained modes; indentation displacement data for stiffness analysis (stiffness calculated using K = loading force / displacement); stress-strain cloud map for robustness analysis; and support reactions (resultant force is downforce) and stress cloud map under the vehicle flow field. Analysis results for the electric tail wing transmission mechanism 4: Outputs indentation displacement data for lateral stiffness analysis (calculating lateral stiffness); torsional angle, Mises stress cloud map, and maximum stress value of the drive shaft; Mises stress cloud map and plastic strain cloud map for strength analysis; and displacement cloud map, Mises stress cloud map, and plastic strain cloud map for self-locking analysis. Evaluation criteria: Modal frequencies must meet the target requirements; maximum stress must be less than the material yield strength; loading point displacement and residual displacement must not exceed the design threshold; no plastic strain is generated; and stiffness values ​​must conform to design specifications.

[0051] Example 2

[0052] This embodiment, based on the simulation analysis system described in Embodiment 1, provides a clear and highly operable method for modeling and structural strength simulation analysis of an electric tail fin. The specific steps are as follows:

[0053] Data preparation and model building: Obtain complete 3D design data and detailed BOM of the electric tail wing assembly, and clarify the material grade, thickness, connection method and transmission logic of each part; through the finite element model building module, according to the meshing rules, component modeling requirements and connection relationship setting method described in Example 1, construct the finite element models of the electric tail wing transmission mechanism and the unit separately, and complete the assignment of material properties (including the definition of shell element thickness) and the creation of various connection units.

[0054] Boundary conditions for various analysis scenarios were set for the electric tail wing unit and the transmission mechanism, including the method of fixing the constraint position, the selection of the loading point, the magnitude and direction of the load, and the import of the vehicle flow field pressure data, to ensure that the operating conditions cover both normal use scenarios and extreme and harsh scenarios. All parameters are determined based on actual use conditions and design requirements.

[0055] Multi-condition simulation analysis is performed based on the constructed finite element model and the set boundary conditions. The following eight types of conditions are simulated sequentially, and each type of condition strictly follows specific operating procedures and judgment criteria: Single-unit constrained modal analysis of the electric tail fin:

[0056] Operating Condition 1: Purpose: To verify whether the natural frequencies of the tail fin under constrained conditions meet the design targets and prevent resonance during operation. Operational Details: The connection between the electric tail fin unit and the transmission mechanism is fully constrained without applying any additional load; output parameters, including modal frequencies, mode shapes, and strain energy contour maps, are set using simulation software. Result Judgment and Optimization: If the first-order modal frequency does not meet the target requirements, the high-strain concentration area is located by analyzing the strain energy contour map, and the structure in this area is reinforced (e.g., by adding stiffeners or optimizing wall thickness) until the modal performance meets the requirements.

[0057] Operating Condition 2: Stiffness Analysis of the Electric Tail Wing Unit: Purpose of the Operating Condition: To examine whether the deformation resistance of the weakest points when the tail wing is raised to its maximum position meets the usage requirements. Operating Details: Raise the electric tail wing unit to its maximum opening position and fix its connection point with the transmission mechanism; select weak areas such as the edge of the tail wing as loading points (e.g.,...). Figure 4 (As shown in the white dot area), a rigid indenter is used to simulate the actual stress scenario, establishing a contact relationship between the indenter and the outer plate of the tail fin. After applying a preset load, the displacement data of the indenter is obtained through post-processing. Stiffness calculation: The tail fin stiffness is calculated according to the formula K = applied force / displacement. The stiffness is compared with the design specifications to determine whether it meets the standards. If the stiffness is insufficient, the structural design of the weak points is optimized (such as increasing the material thickness and optimizing the support structure).

[0058] Operating Condition 3: Robustness Analysis of a Single Electric Tail Wing: Purpose of the Condition: To simulate extreme and severe operating conditions (such as accidental collisions or strong external impacts) to verify whether the tail wing will suffer structural damage. Operating Details: Maintain the tail wing in its maximum deployment state and fix its connection position with the transmission mechanism (e.g., ...). Figure 5 As shown); with the geometric center of the tail fin as the loading point (e.g. Figure 6 As shown in the figure, a rigid indenter is used to apply simulated extreme loads to ensure full contact between the indenter and the outer plate of the tail fin; after simulation, the stress-strain cloud map of the tail fin is output. Result judgment: Observe the stress-strain distribution. If there are areas where the stress exceeds the material's ultimate strength, or if there is obvious plastic deformation, it is determined that the tail fin's robustness is not up to standard, and the structural strength needs to be optimized (such as replacing with high-strength materials and optimizing the force transmission path).

[0059] Operating Condition 4: Downforce Analysis of the Electric Rear Wing Unit under Vehicle Flow Field: Purpose of this Condition: To evaluate the aerodynamic characteristics of the rear wing under different driving conditions, clarify the stress at each mounting point, and determine the overall downforce. Operational Details: Fix the connection position between the rear wing and the transmission mechanism, import the pressure data of the rear wing's outer surface obtained from the vehicle flow field simulation, and apply this pressure evenly to the outer surface of the rear wing; monitor the support reaction forces at the constraint positions and the overall stress distribution of the rear wing during the simulation. Downforce Calculation: Summarize the support reaction forces at each mounting position; the resultant force is the downforce generated by the rear wing. Compare this to the design target to determine if it meets the aerodynamic performance requirements. If the downforce is insufficient, optimize the rear wing's shape design.

[0060] Operating Condition 5: Lateral Stiffness Analysis of the Electric Rear Wing Transmission Mechanism: Purpose of this condition: To verify the resistance to deformation at the connection point between the transmission mechanism and the rear wing when the rear wing is in the open state, ensuring transmission stability. Operating Details: Fix the sheet metal base of the transmission mechanism to the connection point with the environmental components, keeping the rear wing in the open state; use the side of the connection point between the transmission mechanism and the rear wing as the loading point (e.g., ...). Figure 7 As shown in the figure, a rigid indenter is used for simulated loading to establish the contact relationship between the indenter and the loading position; after applying a preset lateral load, the displacement data of the indenter is obtained. Stiffness calculation: The lateral stiffness is calculated using the formula K = loading force / displacement. If the stiffness value is lower than the design standard, the connection structure of the transmission mechanism needs to be optimized (such as adding lateral support and optimizing the cross-sectional dimensions of the connecting rod).

[0061] Operating Condition 6: Strength Analysis of the Driveshaft of the Electric Tail Wing Transmission Mechanism: Purpose of the Condition: To simulate the extreme scenario where the tail wing cannot open due to external force (driveshaft stall) while the motor is operating, and to verify the torsional strength of the driveshaft. Operating Details: Fix one end of the driveshaft, and apply the maximum torque (e.g., when the motor is stalled) to the other end. Figure 8 As shown, the maximum torque is a set value based on actual working conditions; the simulation outputs the torsion angle, Mises stress cloud diagram, and maximum stress value of the drive shaft. Result judgment: The maximum stress value should be less than the yield strength of the drive shaft material. If the stress exceeds the standard, it is necessary to replace it with a shaft material with a higher strength or optimize the structural design of the drive shaft (such as increasing the shaft diameter or setting a reinforcing platform).

[0062] Operating Condition 7: Strength Analysis of Electric Tail Wing Transmission Mechanism: Purpose of the Condition: To verify the structural integrity of the transmission mechanism under extreme tensile force in its maximum open state, preventing fracture or plastic deformation. Operating Details: Open the transmission mechanism to its maximum open state and fix the connection position between the sheet metal base and the environmental components; establish the connection relationship between the tail wing and the transmission mechanism using RBE3 elements, selecting the geometric center of the tail wing as the slave node and the connection position between the transmission mechanism and the tail wing as the master node; apply an upward tensile load (e.g., ...) at the RBE3 slave node. Figure 9 As shown, the tensile load is a set value based on actual working conditions. Result judgment: Output Mises stress cloud map and plastic strain cloud map. It is required that the part has no structural damage and no obvious plastic strain. If it does not meet the requirements, optimize the linkage strength, hinge structure or connection method of the transmission mechanism.

[0063] Operating Condition 8: Self-Locking Performance Analysis of the Electric Tail Wing Transmission Mechanism: Purpose of the Operating Condition: To verify the deformation resistance of the transmission mechanism under external loads in both closed and open tail wing states, ensuring that the self-locking performance meets the standards. Operational Details: Simulations are conducted in two states: ① Tail wing closed state; ② Tail wing open state. In both states, the connection position between the base sheet metal 6 and the environmental components is fixed. RBE3 units are used to connect the transmission mechanism and the tail wing, automatically generating slave nodes. A preset external load (such as...) is applied at the slave nodes. Figure 10 As shown, the preset external load is a set value based on the working condition. Result judgment: Output displacement cloud map, Mises stress cloud map and plastic strain cloud map. It is required that the instantaneous displacement and residual displacement of the loading point do not exceed the design threshold and no plastic strain is generated; if the standard is not met, the self-locking structure of the transmission mechanism needs to be optimized (such as adjusting the gear transmission ratio and optimizing the locking mechanism design).

[0064] The above conditions 5, 7 and 8 can all be used to test whether the structural strength at the connection point between the electric tail wing transmission mechanism 4 and the electric tail wing unit 5 meets the requirements.

[0065] Extract simulation results data for various working conditions and generate visualization files such as stress-strain cloud maps, displacement cloud maps, and mode shape diagrams; compare with design evaluation standards to determine whether various performance characteristics meet the requirements: if the first-order mode does not meet the standard, strengthen the structure in the high-strain region based on the strain energy cloud map; if the stiffness is insufficient, optimize the structural design or material selection at weak locations; if there are areas with excessive stress, adjust the structural dimensions or connection methods; if the self-locking performance does not meet the requirements, optimize the geometric parameters or connection stiffness of the transmission mechanism.

[0066] Iterative verification and scheme determination: For the optimized design scheme, repeat the above steps and conduct multiple rounds of simulation iterations until the analysis results of all working conditions meet the design requirements. Finally, output the optimal design scheme and a complete simulation analysis report to provide data support for the structural design of the electric tail fin.

[0067] In summary, this method improves simulation accuracy through specialized modeling rules, ensures comprehensive evaluation by covering all operating conditions, and enables scheme verification and optimization to be completed in the early stages of design, thereby significantly reducing R&D costs and shortening the R&D cycle.

[0068] Example 3

[0069] This invention provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the modeling and structural strength simulation analysis method for the electric tail fin described in Embodiment 2.

[0070] Example 4

[0071] This invention provides an electronic device, including a processor, a communication interface, a memory, and a communication bus. The processor, communication interface, and memory communicate with each other through the communication bus. The memory is used to store computer programs. When the processor executes the program stored in the memory, it implements the modeling and structural strength simulation analysis method for the electric tail fin described in Embodiment 2.

[0072] The processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0073] The memory may include random access memory (RAM) or non-volatile memory (NVM), such as at least one disk storage device.

[0074] Memory can be volatile memory, such as random-access memory (RAM); memory can also be non-volatile memory, such as read-only memory, flash memory, hard disk drive (HDD), or solid-state drive (SSD); or memory can be any other medium capable of carrying or storing desired program code in the form of instructions or data structures that can be accessed by a computer, but is not limited thereto. Memory can be a combination of the above-mentioned types of memory.

[0075] Example 5

[0076] The present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, is described as described in Embodiment 2.

[0077] This invention can be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented in whole or in part as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0078] It should be noted that the above description of the technical solutions is exemplary, and this specification may be embodied in different forms and should not be construed as limiting it to the technical solutions set forth herein. Rather, providing these descriptions will ensure that the disclosure of this invention is thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solutions of this invention are defined only by the scope of the claims.

[0079] When using the terms “comprising,” “having,” and “including” as described in this specification, there may also be another part or other parts, and the terms used are generally singular but may also be plural.

[0080] Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments and many variations are possible. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention should be considered within the protection scope of the present invention.

Claims

1. A modeling and structural strength simulation analysis system for an electric tail fin, characterized in that: It includes a finite element model establishment module (1), a boundary condition definition module (2), and a result post-processing and evaluation module (3). The finite element model building module (1) is used to build the finite element model of the electric tail fin; The boundary condition definition module (2) is used to define the boundary conditions of the finite element model of the electric tail fin; The result post-processing and evaluation module (3) is used to analyze the finite element model of the electric tail fin based on the boundary conditions of the finite element model of the electric tail fin and output the analysis results.

2. The modeling and structural strength simulation analysis system for the electric tail fin as described in claim 1, characterized in that: The method for establishing the finite element model of the electric tail wing includes: establishing the finite element model of the electric tail wing transmission mechanism (4) and the finite element model of the electric tail wing unit (5) based on the size data and bill of materials of the electric tail wing assembly, and setting the connection relationship between the finite element model of the electric tail wing transmission mechanism (4) and the finite element model of the electric tail wing unit (5).

3. The modeling and structural strength simulation analysis system for the electric tail fin as described in claim 1, characterized in that: The boundary conditions of the finite element model defining the electric tail wing include: the boundary conditions for the analysis of the electric tail wing unit (5) and the boundary conditions for the analysis of the electric tail wing transmission mechanism (4). The boundary conditions of the finite element model based on the electric tail fin are used to analyze the finite element model of the electric tail fin and output the analysis results. The analysis results include: the analysis of the finite element model of the electric tail fin unit (5) based on the boundary conditions of the electric tail fin unit (5) and output the analysis results; and the analysis of the finite element model of the electric tail fin transmission mechanism (4) based on the boundary conditions of the electric tail fin transmission mechanism (4) and output the analysis results.

4. The modeling and structural strength simulation analysis system for the electric tail fin as described in claim 3, characterized in that: The boundary conditions for defining the electric tail wing unit (5) include: the boundary conditions for defining the constraint modal analysis of the electric tail wing unit (5), the boundary conditions for defining the stiffness analysis of the electric tail wing unit (5), the boundary conditions for defining the robustness analysis of the electric tail wing unit (5), and the boundary conditions for defining the downforce analysis of the electric tail wing unit (5) under the whole vehicle flow field. The boundary conditions based on the analysis of the electric tail wing unit (5) are used to analyze the finite element model of the electric tail wing unit (5). The output analysis results include: the analysis results of the constraint modes of the electric tail wing unit (5), the analysis results of the stiffness of the electric tail wing unit (5), the analysis results of the robustness of the electric tail wing unit (5), and the analysis results of the downforce of the electric tail wing unit (5) under the flow field of the whole vehicle.

5. The modeling and structural strength simulation analysis system for the electric tail fin as described in claim 4, characterized in that: The method for defining the boundary conditions for the constraint modal analysis of the electric tail fin unit (5), and analyzing the finite element model of the electric tail fin unit (5) based on the boundary conditions for the constraint modal analysis of the electric tail fin unit (5), and outputting the analysis results of the constraint modes of the electric tail fin unit (5) includes: fully constraining the connection position between the electric tail fin unit (5) and the electric tail fin transmission mechanism (4) without applying any load, and outputting the natural frequency, mode shape diagram and strain energy cloud diagram of the electric tail fin unit (5) under the constraint state; The method for defining the boundary conditions for the stiffness analysis of the electric tail wing unit (5), analyzing the finite element model of the electric tail wing unit (5) based on the boundary conditions for the stiffness analysis of the electric tail wing unit (5), and outputting the analysis results of the stiffness of the electric tail wing unit (5) includes: raising the electric tail wing unit (5) to the maximum position, fixing the connection position between the electric tail wing unit (5) and the electric tail wing transmission mechanism (4), setting the edge and middle loading positions of the electric tail wing unit (5), simulating loading on the edge and middle loading positions of the electric tail wing unit (5) through a rigid pressure head, and outputting the displacement of the rigid pressure head; The method for defining the boundary conditions for robustness analysis of the electric tail fin unit (5), analyzing the finite element model of the electric tail fin unit (5) based on the boundary conditions for robustness analysis of the electric tail fin unit (5), and outputting the robustness analysis results of the electric tail fin unit (5) includes: raising the electric tail fin unit (5) to the maximum position, fixing the connection position between the electric tail fin unit (5) and the electric tail fin transmission mechanism (4), simulating loading on the geometric center of the electric tail fin unit (5) through a rigid pressure head, and outputting the stress-strain cloud diagram of the electric tail fin unit (5); The method for defining the boundary conditions for the downforce analysis of the electric tail wing unit (5) under the overall vehicle flow field, and analyzing the finite element model of the electric tail wing unit (5) based on the boundary conditions for the downforce analysis of the electric tail wing unit (5) under the overall vehicle flow field, and outputting the analysis results of the downforce of the electric tail wing unit (5) under the overall vehicle flow field includes: fixing the connection position between the electric tail wing unit (5) and the electric tail wing transmission mechanism (4), obtaining the outer surface pressure of the electric tail wing unit (5) according to the overall vehicle flow field, applying the outer surface pressure of the electric tail wing unit (5) to the outer surface of the electric tail wing unit (5), and outputting the support reaction force at the constraint position of the electric tail wing unit (5) and the stress cloud diagram of the electric tail wing unit (5).

6. The modeling and structural strength simulation analysis system for the electric tail fin as described in claim 3, characterized in that: The boundary conditions for defining the electric tail wing transmission mechanism (4) include: boundary conditions for defining the lateral stiffness analysis of the electric tail wing transmission mechanism (4), boundary conditions for defining the strength analysis of the transmission shaft of the electric tail wing transmission mechanism (4), boundary conditions for defining the strength analysis of the electric tail wing transmission mechanism (4), and boundary conditions for defining the self-locking analysis of the electric tail wing transmission mechanism (4). The boundary conditions based on the analysis of the electric tail wing transmission mechanism (4) are used to analyze the finite element model of the electric tail wing transmission mechanism (4). The output analysis results include: the analysis results of the lateral stiffness of the output electric tail wing transmission mechanism (4), the analysis results of the strength of the transmission shaft of the output electric tail wing transmission mechanism (4), the analysis results of the strength of the output electric tail wing transmission mechanism (4), and the analysis results of the self-locking of the output electric tail wing transmission mechanism (4).

7. The modeling and structural strength simulation analysis system for the electric tail fin as described in claim 6, characterized in that: The method for defining the boundary conditions for the lateral stiffness analysis of the electric tail wing transmission mechanism (4), and analyzing the finite element model of the electric tail wing transmission mechanism (4) based on the boundary conditions for the lateral stiffness analysis of the electric tail wing transmission mechanism (4), and outputting the analysis results of the lateral stiffness of the electric tail wing transmission mechanism (4), includes: fixing the sheet metal base of the electric tail wing transmission mechanism (4) to the environmental component, and loading the side of the connection position between the electric tail wing transmission mechanism (4) and the electric tail wing unit (5) by a rigid pressure head in the open state of the electric tail wing unit (5), and outputting the displacement of the rigid pressure head. The method for defining the boundary conditions for the strength analysis of the drive shaft of the electric tail wing transmission mechanism (4), and analyzing the finite element model of the electric tail wing transmission mechanism (4) based on the boundary conditions for the strength analysis of the drive shaft of the electric tail wing transmission mechanism (4), and outputting the analysis results of the strength of the drive shaft of the electric tail wing transmission mechanism (4) includes: fixing one end of the drive shaft of the electric tail wing transmission mechanism (4), applying the maximum torque when the motor is stalled to the other end, and outputting the torsion angle, Mises stress cloud diagram and the maximum stress value of the drive shaft of the electric tail wing transmission mechanism (4); The method for defining the boundary conditions for the strength analysis of the electric tail wing transmission mechanism (4), analyzing the finite element model of the electric tail wing transmission mechanism (4) based on the boundary conditions for the strength analysis of the electric tail wing transmission mechanism (4), and outputting the analysis results of the strength of the electric tail wing transmission mechanism (4) includes: opening the electric tail wing transmission mechanism (4) to the maximum opening state, fixing the sheet metal base of the electric tail wing transmission mechanism (4) to the environmental parts, setting the geometric center of the electric tail wing unit (5) as the slave node, setting the connection point between the electric tail wing transmission mechanism (4) and the electric tail wing unit (5) as the master node, applying an upward load at the geometric center of the electric tail wing unit (5), and outputting the Mises stress cloud diagram and plastic strain cloud diagram of the electric tail wing transmission mechanism (4). The method for defining the boundary conditions for the self-locking analysis of the electric tail wing transmission mechanism (4), analyzing the finite element model of the electric tail wing transmission mechanism (4) based on the boundary conditions for the self-locking analysis of the electric tail wing transmission mechanism (4), and outputting the analysis results of the self-locking of the electric tail wing transmission mechanism (4) includes: fixing the sheet metal base of the electric tail wing transmission mechanism (4) to the environmental parts, setting the connection point between the electric tail wing transmission mechanism (4) and the electric tail wing unit (5) as the master node, automatically generating slave nodes, applying loads at the slave nodes, and outputting the displacement cloud diagram, Mises stress cloud diagram and plastic strain cloud diagram of the electric tail wing transmission mechanism (4).

8. A method for modeling and structural strength simulation analysis of an electric tail fin based on the modeling and structural strength simulation analysis system of any one of claims 1-7, characterized in that: It includes: Establish a finite element model of the electric tail fin; Define the boundary conditions for the finite element model of the electric tail fin; Based on the boundary conditions of the finite element model of the electric tail fin, the finite element model of the electric tail fin is analyzed, and the analysis results are output.

9. The modeling and structural strength simulation analysis method for the electric tail fin as described in claim 8, characterized in that: The method for establishing the finite element model of the electric tail wing includes: establishing the finite element model of the electric tail wing transmission mechanism (4) and the finite element model of the electric tail wing unit (5) based on the size data and bill of materials of the electric tail wing assembly, and setting the connection relationship between the finite element model of the electric tail wing transmission mechanism (4) and the finite element model of the electric tail wing unit (5).

10. A computer program product, comprising a computer program, characterized in that: When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 8-9.

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