Vibration modal analysis methods, devices, equipment, and vehicles for vehicle spoilers

Abstract

This application relates to the field of vehicle-related technology, and discloses a method, apparatus, equipment, and vehicle for vibration modal analysis of a vehicle spoiler. The Z-axis dimension of the target portion in the X-direction cross-section of the spoiler is smaller than the Z-axis dimensions of its two side portions. The method includes: substituting the free end overhang length, intermediate cavity height, elastic modulus, and material density of the spoiler into a preset simplified estimation formula for calculation, and outputting a first-order vibration modal estimation value; the intermediate cavity height is the Z-direction cross-sectional height at the narrowest cavity of the spoiler; the preset simplified estimation formula satisfies that: the square of the first-order vibration modal estimation value is directly proportional to the product of the elastic modulus and the square of the intermediate cavity height, and inversely proportional to the product of the material density and the fourth power of the free end overhang length; based on the first-order vibration modal estimation value, the vibration modal analysis result of the spoiler is determined. Applying the technical solution of this application can solve the problems of high analysis resource consumption, low efficiency, and high cost currently existing.

Description

Technical Field

[0001] This application relates to the field of vehicle-related technology, specifically to a vibration modal analysis method, apparatus, equipment, and vehicle for a vehicle spoiler. Background Technology

[0002] As a key component for optimizing vehicle aerodynamics, the spoiler's structural dynamic performance directly affects stability, noise control, and fuel efficiency at high speeds. The first-order vibration mode of the spoiler is a core indicator for evaluating its resistance to fatigue fracture, resonance risk, and aerodynamic performance.

[0003] In existing technologies, vibration modal analysis of spoilers mainly relies on finite element analysis software, which requires processes such as mesh generation, boundary condition setting, and modal solving. The entire analysis cycle typically takes three working days, resulting in high resource consumption, low efficiency, and high costs. Summary of the Invention

[0004] In view of the above problems, this application provides a method, apparatus, equipment and vehicle for vibration modal analysis of vehicle spoilers, which solves the problems of high analysis resource consumption, low efficiency and high cost in the prior art.

[0005] According to one aspect of the embodiments of this application, a vibration modal analysis method for a vehicle spoiler is provided, wherein the Z-direction dimension of a target portion in the X-direction cross-section of the spoiler is smaller than the Z-direction dimensions of its two side portions, the method comprising:

[0006] The free end overhang length of the spoiler, the height of the middle cavity, the elastic modulus and the material density are substituted into the preset simplified estimation formula for calculation, and the first-order vibration mode estimation value is output.

[0007] Wherein, the free end overhang length is the X-direction distance from the free end of the spoiler to the nearest installation point, and the intermediate cavity height is the Z-direction cross-sectional height at the narrowest cavity of the spoiler; the preset simplified estimation formula satisfies that: the square of the estimated value of the first-order vibration mode is directly proportional to the product of the elastic modulus and the square of the intermediate cavity height, and inversely proportional to the product of the material density and the fourth power of the free end overhang length;

[0008] The X direction is the vehicle length direction, the Y direction is the vehicle width direction, and the Z direction is the vehicle height direction;

[0009] Based on the estimated first-order vibration mode, the vibration mode analysis results of the spoiler are determined.

[0010] According to another aspect of the embodiments of this application, a vibration modal analysis device for a vehicle spoiler is provided, wherein the Z-direction dimension of a target portion in the X-direction cross-section of the spoiler is smaller than the Z-direction dimensions of its two side portions, and the device includes:

[0011] The first processing unit is used to substitute the free end overhang length of the spoiler, the height of the middle cavity, the elastic modulus and the material density into a preset simplified estimation formula for calculation, and output the first-order vibration mode estimation value.

[0012] Wherein, the free end overhang length is the X-direction distance from the free end of the spoiler to the nearest installation point, and the intermediate cavity height is the Z-direction cross-sectional height at the narrowest cavity of the spoiler; the preset simplified estimation formula satisfies that: the square of the estimated value of the first-order vibration mode is directly proportional to the product of the elastic modulus and the square of the intermediate cavity height, and inversely proportional to the product of the material density and the fourth power of the free end overhang length;

[0013] The X direction is the vehicle length direction, the Y direction is the vehicle width direction, and the Z direction is the vehicle height direction;

[0014] The second processing unit is used to determine the vibration mode analysis result of the spoiler based on the estimated value of the first-order vibration mode.

[0015] According to another aspect of the embodiments of this application, an electronic device is provided, including: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other through the communication bus;

[0016] The memory is used to store at least one executable instruction that causes the processor to perform the vibration modal analysis method for a vehicle spoiler as described above.

[0017] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction that causes an electronic device / apparatus to perform the operation of the vibration modal analysis method for a vehicle spoiler as described above.

[0018] According to another aspect of the embodiments of this application, a vehicle is provided, the vehicle including a spoiler, wherein the Z-direction dimension of a target portion in the X-direction cross-section of the spoiler is smaller than the Z-direction dimension of its two side portions;

[0019] The spoiler is determined based on the operation of the vibration modal analysis method for vehicle spoilers described in any of the above.

[0020] This application simplifies the hourglass-shaped cross-sectional structure of the spoiler, where the Z-axis dimension of the target part in the X-axis section is smaller than that of the two sides. It derives a core proportional relationship formula that relies only on four easily obtainable parameters: free end overhang length, intermediate cavity height, elastic modulus, and material density. This allows engineers to quickly estimate the first-order vibration mode of the spoiler within seconds during the automotive styling design phase, thereby shortening the analysis cycle from several days or even weeks to the real-time level. This significantly reduces the barrier to entry for professional software and the consumption of computing resources, providing an efficient and reliable preliminary evaluation tool for dealing with frequent adjustments to the styling surface and tight development cycles, and optimizing design iteration efficiency and resource allocation.

[0021] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0022] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0023] Figure 1 A schematic flowchart illustrating a vibration modal analysis method for a vehicle spoiler provided in an embodiment of this application;

[0024] Figure 2 A schematic diagram of the distribution of a spoiler in the X-direction section provided in an embodiment of this application;

[0025] Figure 3 A schematic diagram of the free end overhang length and intermediate cavity height of a spoiler in the X-direction section, provided for an embodiment of this application;

[0026] Figure 4 A flowchart illustrating another vibration modal analysis method for a vehicle spoiler provided in this application embodiment;

[0027] Figure 5 A schematic diagram of the structure of a vibration modal analysis device for a vehicle spoiler provided in an embodiment of this application;

[0028] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0029] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein.

[0030] In modern automotive design, the spoiler is a key component for optimizing vehicle aerodynamics, and its structural dynamic performance directly affects stability, noise control, and fuel efficiency at high speeds. Especially in vehicles with concealed windshield wipers (i.e., the rear door wiper is hidden in the lower area of ​​the spoiler), the free end of the spoiler must withstand the combined effects of complex airflow excitation, mechanical vibration, and mounting point constraints. In such scenarios, the first-order vibration mode of the spoiler (i.e., the lowest frequency characteristic of the structure during free vibration) is a core indicator for evaluating its fatigue fracture resistance, resonance risk, and aerodynamic performance.

[0031] However, in the traditional development process, engineers need to use finite element analysis software to mesh the spoiler, set boundary conditions, and solve the modalities. The entire analysis cycle usually takes 3 working days, and the above process needs to be repeated many times when the design surface is constantly adjusted. This results in problems such as high consumption of analysis resources, long analysis time, low efficiency, and high cost, which cannot meet the needs of rapid iteration.

[0032] To address the aforementioned technical problems, this application provides a vibration modal analysis method for vehicle spoilers. Based on the typical structural characteristics of automotive rear spoilers in concealed wiper scenarios, where the Z-axis dimension of the target portion in the X-direction section is smaller than the Z-axis dimensions of its two sides, this application, based on the cantilever beam bending vibration formula, decouples the dynamic characteristics of complex structures from key geometric parameters, establishing a pre-defined simplified calculation formula that does not require mesh generation. When calculating the first-order vibration mode, the free end overhang length, intermediate cavity height, elastic modulus, and material density of the spoiler are directly substituted into the pre-defined simplified estimation formula for calculation, thus outputting the estimated value of the first-order vibration mode. This achieves rapid evaluation of the first-order vibration mode, reduces resource consumption, and improves evaluation efficiency.

[0033] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0034] It should be noted that the execution subject of the vibration modal analysis method for vehicle spoilers provided in this application embodiment can be a vibration modal analysis device for vehicle spoilers. This device can be deployed on electronic devices such as mobile phones, tablets, servers, and computers. This application embodiment does not impose any limitations, and the method of this application can be implemented by software, hardware, or a combination of software and hardware.

[0035] Figure 1 This is a flowchart illustrating a vibration modal analysis method for a vehicle spoiler provided in this application embodiment. This method can be executed by electronic equipment and does not require specialized finite element analysis software licenses or high-performance computing resources. The vibration modal analysis method for vehicle spoilers provided in this application embodiment is particularly suitable for the styling and conceptual design stage of spoilers during automotive R&D, where the Z-axis dimension of the target portion in the X-direction cross-section of the spoiler is smaller than the Z-axis dimensions of its two side portions. For example, in a design where the rear door wiper is hidden in the lower region of the spoiler, the Z-axis dimension of the target portion in the X-direction cross-section of the spoiler is smaller than the Z-axis dimensions of its two side portions. Furthermore, it can also be used for other hourglass-shaped spoilers with a narrow middle and wide sides; this application embodiment does not impose any limitations. Figure 1 As shown, the method includes the following steps:

[0036] Step 110: Substitute the free end overhang length of the spoiler, the height of the middle cavity, the elastic modulus, and the material density into the preset simplified estimation formula for calculation, and output the estimated value of the first-order vibration mode.

[0037] Wherein, the free end overhang length is the X-direction distance from the free end of the spoiler to the nearest installation point, and the intermediate cavity height is the Z-direction section height at the narrowest cavity of the spoiler; the preset simplified estimation formula satisfies that: the square of the estimated value of the first vibration mode is directly proportional to the product of the elastic modulus and the square of the intermediate cavity height, and inversely proportional to the product of the material density and the fourth power of the free end overhang length; the X-direction is the vehicle length direction, the Y-direction is the vehicle width direction, and the Z-direction is the vehicle height direction.

[0038] Understandably, a vehicle coordinate system is generally defined as follows: the positive X-axis (length direction) is the normal driving direction of the vehicle, the positive Z-axis (height direction) is vertically upward, and the Y-axis (width direction) is determined according to the right-hand rule. Based on this, an X-axis section refers to a cross-section obtained by cutting the vehicle in the vehicle coordinate system parallel to the XZ plane (i.e., perpendicular to the Y-axis). The X-axis section shows the internal structure of the vehicle in the length and height directions, and its view corresponds to a sectional view taken from the side of the vehicle. For example, Figure 2 This is a schematic diagram showing the distribution of a spoiler in the X-direction section, as provided in an embodiment of this application. Figure 2As shown, the concealed wiper-mounted spoiler is located above the rear of the vehicle. In the X-axis cross-section of the spoiler, the Z-axis dimension of the target area is smaller than the Z-axis dimensions of its two sides, forming an hourglass shape that is narrow in the middle and wide on both sides. The target area is the location of the narrowest cavity of the spoiler shown in the figure. The free end of the spoiler, the narrowest cavity of the spoiler, the spoiler mounting point, the tailgate sheet metal, the tailgate glass, and the tailgate wiper are respectively located as shown in the figure. Figure 2 The indicated location.

[0039] Figure 3 This is a schematic diagram of the free end overhang length and intermediate cavity height of a spoiler provided in an embodiment of this application, viewed in the X-direction section. Figure 3 As shown, the free end overhang length is the X-axis distance from the free end of the spoiler to the nearest installation point, which is the distance indicated by L in the figure; the intermediate cavity height is the Z-axis cross-sectional height at the narrowest cavity of the spoiler, which is the height indicated by H in the figure. In engineering practice, the free end overhang length L and the intermediate cavity height H can be directly measured from the computer-aided design (CAD) 3D model.

[0040] The elastic modulus E and material density ρ of the spoiler are the inherent physical properties of the materials used to manufacture the spoiler (usually plastics such as PP, ABS, or composite materials), which can be obtained directly from material databases, material specifications, or simple material tests.

[0041] In this embodiment, the simplified estimation formula is predefined to satisfy the following: the square of the estimated value F1 of the first-order vibration mode is directly proportional to the product of the elastic modulus E and the square of the height H of the intermediate cavity, and inversely proportional to the product of the material density ρ and the fourth power of the free end suspension length L, that is: F1 2 ∝(E×H 2 ) / (ρ×L 4 ).

[0042] For example, the preset simplified estimation formula can be: F1 2 = 4680×E×H 2 / (ρ×L 4 The preset simplified estimation formula can be derived in advance based on the cantilever beam bending vibration formula and simplified for the hourglass structure characteristics of the hidden wiper arrangement spoiler in this application. It can also be obtained through other methods such as nonlinear fitting. This application embodiment does not limit the method.

[0043] When it is necessary to determine the first-order vibration mode of the currently designed spoiler, the electronic device can directly substitute the free end overhang length, intermediate cavity height, elastic modulus, and material density of the spoiler into the aforementioned preset simplified estimation formula for calculation, and then output the estimated value of the first-order vibration mode. The calculation process is simple, involving only exponentiation and multiplication-division, and can be completed in milliseconds. The final output estimated value of the first-order vibration mode (F1), in Hertz (Hz), represents the frequency prediction of the most likely first-order bending vibration of the spoiler under the current design parameters.

[0044] Step 120: Determine the vibration modal analysis results of the spoiler based on the first-order vibration mode estimation value.

[0045] For example, after obtaining the first-order vibration mode estimate, various analyses and judgments can be performed based on the first-order vibration mode estimate. For instance, the calculated first-order vibration mode estimate (F1) can be output or displayed as a quick evaluation conclusion of the next-order modal frequency of the design scheme; or, the F1 value can be compared with a pre-set target value or empirical threshold. If F1 is greater than a certain minimum requirement value (such as 30Hz), the scheme can be preliminarily determined to be "feasible" or "low-risk" in terms of modal performance; otherwise, it can be marked as "needs attention" or "needs optimization," etc.

[0046] Furthermore, during the research process, multiple F1 values ​​calculated based on a series of different dimensional parameters (L, H) can directly reveal clear design principles such as "lengthening the cantilever significantly reduces the frequency" and "increasing the cavity high energy effectively increases the frequency," providing direction for optimization. This application's embodiments do not impose limitations. Using this method, the first-order vibration mode estimation value (F1) for each scheme can be quickly calculated, allowing for the ranking and comparison of the dynamic stiffness of different schemes. Designers can prioritize schemes with higher natural frequencies (usually implying better NVH performance) or those further away from the excitation frequency for subsequent detailed design, greatly improving the efficiency of scheme selection.

[0047] In this embodiment, by pre-simplifying the equivalent structure based on the unique cross-sectional structure of the concealed wiper spoiler, and deriving the core proportional relationship formula that depends only on four easily obtainable parameters—free end overhang length, intermediate cavity height, elastic modulus, and material density—engineers can quickly estimate the first-order vibration mode of the spoiler within seconds during the vehicle styling design phase. This shortens the analysis cycle, which originally required several days or even weeks, to the real-time level, significantly reducing the barrier to entry for professional software and the consumption of computing resources. It provides an efficient and reliable preliminary evaluation tool for dealing with frequent adjustments to the styling surface and tight development cycles, thereby optimizing design iteration efficiency and resource allocation.

[0048] Figure 4This is a flowchart illustrating another vibration modal analysis method for a vehicle spoiler provided in this application embodiment. This method can be executed by an electronic device. The spoiler in this application embodiment can be a hidden windshield wiper-mounted spoiler, or it can be any spoiler where the Z-axis dimension of the target portion in the X-axis cross-section is smaller than the Z-axis dimension of its two side portions; this application embodiment does not impose any limitations. Figure 4 As shown, the method includes the following steps:

[0049] Step 410: Obtain the free end overhang length, intermediate cavity height, elastic modulus, and material density of the spoiler.

[0050] For example, when it is necessary to determine the first-order vibration mode of a spoiler in the current design, the electronic device first obtains the free end overhang length, the height of the intermediate cavity, the elastic modulus, and the material density of the spoiler. For example, these parameters can be input by a user (such as a designer) or automatically retrieved by the electronic device directly from a product data management system or the currently active CAD design session.

[0051] Optionally, in one possible embodiment, obtaining the free end overhang length, intermediate cavity height, elastic modulus, and material density of the spoiler may include:

[0052] S1. Automatically identify the three-dimensional model of the spoiler using image processing algorithms to obtain the free end overhang length and the height of the middle cavity of the spoiler;

[0053] S2. Automatically obtain the elastic modulus and material density of the spoiler from the material database by using the spoiler's material identifier.

[0054] For example, in this embodiment, the image processing algorithm refers to an algorithm specifically designed for processing computer-aided design (CAD) 3D model data. The electronic device can read the 3D digital model file of the spoiler and, based on the model's geometric topology, automatically identify features representing "mounting points" (such as bolt holes) and features representing "free ends" (unconstrained boundaries). Subsequently, the free end overhang length L is calculated: that is, the algorithm calculates the shortest distance from a specific feature point on the free end (such as the farthest point of the endpoint) to the nearest mounting point feature in 3D space along the predefined vehicle coordinate system X-axis. For the height H of the intermediate cavity, the algorithm can automatically perform a series of cross-sectional cuts in the Y-axis (width direction) of the model. By analyzing the contour of each cross-section, it identifies cross-sections conforming to the hourglass shape characteristic of "narrow in the middle and wide on both sides," and accurately measures the minimum dimension in the Z-axis within this cross-section, thus obtaining the H value. This process can replace manual measurement by engineers, enabling one-click extraction of geometric parameters. It avoids visual misjudgments and operational errors that may occur when measuring from complex 3D models manually, ensuring that the L and H values ​​obtained each time are generated according to the same algorithm rules, which greatly improves the smoothness of the workflow and the user experience.

[0055] Material identification refers to metadata information associated with a 3D model that specifies its material composition. In CAD software, this is typically represented by the material name or unique ID assigned to a part. A material database is a pre-built, structured electronic database containing various engineering materials and their complete physical properties (such as elastic modulus E, material density ρ, etc.). When reading a 3D model, electronic devices can simultaneously extract its attached material identifiers. Using these identifiers as query keywords, they can automatically access the local or cloud-based material database, perform the query, and accurately return the corresponding elastic modulus E and material density ρ values, thus replacing the traditional method of manually consulting material manuals or inputting data from memory.

[0056] This optional embodiment eliminates the time-consuming and error-prone manual process in the data preparation stage by automating parameter acquisition, enabling rapid estimation to be carried out in every stage from design to evaluation, and truly realizing real-time, seamless, and automated feedback on the vibration performance of the design scheme during repeated modeling iterations.

[0057] Step 420: Substitute the free end suspension length, intermediate cavity height, elastic modulus, and material density into the preset simplified estimation formula for calculation, and output the estimated value of the first-order vibration mode.

[0058] For example, the specific implementation of step 420 can refer to the specific description of step 110, which will not be repeated here. When it is necessary to determine the first-order vibration mode of the currently designed spoiler, the electronic device can directly substitute the free end overhang length, intermediate cavity height, elastic modulus and material density of the spoiler obtained in the above manner into the preset simplified estimation formula for calculation, and thus obtain the estimated value of the first-order vibration mode.

[0059] Optionally, in one possible embodiment, the preset simplified estimation formula can be based on the cantilever beam bending vibration formula and simplified for the target structural feature that the Z-direction dimension of the target part in the X-direction section of the spoiler of this application is smaller than the Z-direction dimension of the parts on both sides.

[0060] For example, the formula for the first-order bending vibration frequency of a cantilever beam with a uniform cross-section is as follows:

[0061]

[0062] Where a1 is a characteristic constant (which can be 1.875), I is the moment of inertia of the cross section, and A is the cross-sectional area. For the concealed wiper spoiler applicable to the embodiments of this application, analysis of the X-direction cross section of the spoiler reveals that in an hourglass-shaped structure where the Z-direction dimension of the target part is smaller than the Z-direction dimensions of its two sides, the height H of the middle cavity is the key simplified characterization quantity determining the bending moment of inertia of the cross section (affecting stiffness), rather than the complex shape of the entire cross section. Therefore, the local region at the free end can be considered a rigid body, focusing on the vibration at the narrowest point of the "hourglass" near the root; simultaneously, the complex moment of inertia I is equivalent to a quantity related to the square of the height H at the narrowest point (i.e., I∝H). 2 Then, the mass distribution factor is incorporated into the subsequent constant fitting. Through these two simplification steps, the general formula for the first-order bending vibration frequency can be greatly simplified to depend only on the core proportional relationship of four easily obtainable parameters (E, H, ρ, L), yielding F1. 2 ∝(E×H 2 ) / (ρ×L 4 ).

[0063] Optionally, the obtained F1 2 ∝(E×H 2 ) / (ρ×L 4 The simplified estimation formula can be transformed into:

[0064] F1 2 = K×E×H 2 / (ρ×L 4 )

[0065] Where F1 is the estimated value of the first-order vibration mode, E is the elastic modulus, H is the height of the intermediate cavity, ρ is the material density, L is the free end overhang length, and K is the scaling constant. The scaling constant K is a calibration constant determined by fitting a large amount of historical data. It encapsulates all the complex factors that are not explicitly modeled (such as cross-sectional shape details, connection stiffness, etc.), enabling this highly simplified model to produce results with engineering reference value.

[0066] Alternatively, in one possible embodiment, the proportionality constant K can be determined in the following way:

[0067] S10. Obtain multiple spoiler samples with target structural features from different vehicle models, and obtain sample data for each sample as well as the first-order vibration mode reference value obtained through finite element analysis; wherein, the sample data includes free end overhang length, intermediate cavity height, elastic modulus and material density.

[0068] S20. Using the first-order vibration mode reference value as the target, F1 is evaluated based on sample data. 2 =K×E×H 2 / (ρ×L 4 By fitting the data, the value of the proportionality constant K can be obtained.

[0069] For example, the samples refer to spoiler design examples from different vehicle models that have been developed and verified through detailed and reliable finite element analysis. These samples collectively constitute a statistically significant database of spoilers for the specific target structure (the Z-axis dimension of the target part in the X-axis section is smaller than the Z-axis dimension of its two sides) targeted by this application. The sample data of each sample includes four key characteristic parameters: free end overhang length, intermediate cavity height, elastic modulus, and material density. The first-order vibration mode reference value corresponding to each sample refers to the first-order bending mode frequency value calculated for each sample using industry-recognized high-precision finite element analysis software according to standard engineering specifications (including fine mesh, accurate material model, and reasonable boundary conditions). This value is regarded in this method as the closest "gold standard" or "true value" to reality under current technical conditions. By collecting diverse samples covering different dimensions (L, H variations) and different materials (E, ρ variations), this application ensures that the constant K fitted subsequently can be widely adapted to various design variations of this type of spoiler, rather than being effective only for a specific design.

[0070] Fitting is a mathematical optimization process. Specifically, the electronic device can substitute the four parameters (L, H, E, ρ) of each sample into the right-hand side of the formula (E×H). 2 ) / (ρ×L 4 An intermediate value can be calculated; the left side of the formula is the square of the first-order vibration mode reference value F1 of the sample. 2The goal of fitting is to find a single, optimal scaling constant K such that for all samples, K×E×H... 2 / (ρ×L 4 The square of the calculated theoretical value, and the corresponding F1 2 The overall error (such as least squares error) between the two sides is minimized. This process can be performed using numerical computation software, essentially utilizing known inputs (X=(E×H)). 2 ) / (ρ×L 4 )) and output (Y=F1) 2 The optimal slope K is determined by linear regression.

[0071] Understandably, the theoretical derivation of a simple cantilever beam can give the structural formula F1. 2 ∝(E×H 2 ) / (ρ×L 4 However, the theoretical proportionality coefficient may deviate significantly from engineering reality due to simplification assumptions. This optional embodiment uses a data-driven approach, fitting a large number of high-precision finite element analysis results to deduce a K value that makes the formula most accurate for this specific application. This K value essentially encapsulates all complex physical factors not explicitly expressed in the simplified model (such as real cross-sectional shape details, connection stiffness, mass distribution, etc.), making the output of the simplified estimation formula highly consistent with the finite element analysis results in a statistical sense, thereby achieving an error within 5%.

[0072] The method for determining the proportionality constant K in this optional embodiment reveals the key technological bridge that allows this application to move from a "theoretical simplification framework" to a "high-precision practical tool." This embodiment calibrates the simplified physical model based on historical high-fidelity simulation data, ensuring not only the engineering practicality (high accuracy) of the final rapid estimation formula but also repeatability and scalability. As more sample data accumulates, it can be refitted to further optimize the K value, enabling the tool to self-evolve. This greatly enhances the robustness, reliability, and value of this solution, transforming it from merely a mathematical approximation into a rigorously data-validated, standardized engineering solution that can guide practical design.

[0073] Optionally, the proportionality constant K determined by the fitting can make the preset simplified estimation formula specifically as follows:

[0074] F1 2 = 0.026×E×H 2 ×k1 / (ρ×L 4 )

[0075] Where k1 is the compensation variable constant, and k1 is 180000. That is, the pre-defined simplified estimation formula can be specified as: F1 2=0.026×E×H 2 ×180000 / (ρ×L 4 This formula becomes a fully parameterized, final tool that requires no secondary calibration. After obtaining the four basic parameters (L, H, E, ρ), they can be directly substituted into this formula, and the obtained first-order modal estimates are highly reliable, greatly improving the ease of use, consistency, and credibility of the method.

[0076] For example, Table 1 provides examples of finite element analysis and formula calculation results for some spoiler samples provided in the embodiments of this application.

[0077] Table 1

[0078]

[0079] As shown in Table 1 above, using F1 2 = 0.026×E×H 2 ×180000 / (ρ×L 4 The calculated first-order vibration mode estimates, compared to the finite element analysis results, have errors that can be largely controlled within 5%.

[0080] Step 430: Determine whether the estimated value of the first-order vibration mode is greater than or equal to the preset threshold.

[0081] If yes, proceed to step 440; otherwise, proceed to step 450.

[0082] For example, the preset threshold is a pre-set critical value used to determine whether the design meets the minimum first-order modal frequency requirement. This threshold is usually determined based on a combination of factors, including the vehicle's NVH (noise, vibration, and harshness) targets, engineering experience in avoiding resonance with common excitation frequencies (such as engine idling frequency), or data from historically successful models. This embodiment does not impose limitations; for example, it could be 30Hz. The electronic device compares the output first-order vibration mode estimate F1 from step 420 with this preset threshold. When the first-order vibration mode estimate F1 is less than the preset threshold, step 450 is executed; when the first-order vibration mode estimate F1 is greater than or equal to the preset threshold, step 440 is executed.

[0083] Step 440: Verify the design scheme corresponding to the estimated value of the first-order vibration mode through finite element analysis.

[0084] For example, when the estimated value of the first-order vibration mode F1 is greater than or equal to a preset threshold, it indicates that the design scheme has passed the initial screening. At this time, the electronic device can initiate traditional, high-precision finite element analysis for accurate verification and final confirmation. This reduces the huge waste of resources caused by directly performing finite element analysis on a large number of unverified schemes, and also avoids the uncertainty that may be brought about by directly using the estimated value of the first-order vibration mode as the final value, thus ensuring the accuracy of the design scheme.

[0085] Step 450: Optimize the design of at least one of the following: free end overhang length, intermediate cavity height, elastic modulus, and material density.

[0086] For example, when the estimated value of the first-order vibration mode F1 is less than a preset threshold, it indicates that the current design scheme is far from meeting the requirements. At this time, directional and rapid adjustments can be made based on the physical relationships revealed by the simplified estimation formula. For example, if the estimated value is too low, the electronic device can prompt the engineer to try shortening the free end overhang L or increasing the height H of the intermediate cavity. After the adjustment, the process immediately jumps back to step 410 to re-estimate with the new parameters, forming a rapid iterative loop.

[0087] By constructing an efficient design-analysis rapid optimization closed loop, users can immediately obtain feedback on design modifications and make targeted adjustments under the guidance of clear physical relationships, which greatly accelerates the optimization process, enables the design scheme to quickly approach the performance target, and significantly improves the development efficiency and quality of the styling design stage.

[0088] In this embodiment, based on the second-level estimation results achieved using a preset simplified formula, the design scheme can be automatically compared with a preset threshold, achieving objective and consistent automated initial screening. For designs that meet the estimation criteria, resource-intensive finite element analysis is initiated for final verification, ensuring that valuable high-precision computing resources are only allocated to high-potential solutions, avoiding waste. For designs that do not meet the criteria, rapid optimization iteration is immediately triggered based on the explicit physical relationships revealed by the formula. This entire process transforms the traditional serial, experience-dependent trial-and-error process into a highly automated, data-driven parallel optimization process. This significantly shortens the development cycle, improves development efficiency, and maximizes savings in development time and computational costs while ensuring design quality, achieving an optimal allocation of human and computational resources.

[0089] Figure 5 This is a schematic diagram of a vibration modal analysis device for a vehicle spoiler provided in an embodiment of this application. The Z-axis dimension of the target portion in the X-direction cross-section of the spoiler is smaller than the Z-axis dimensions of its two side portions. Figure 5 As shown, the device 50 includes a first processing unit 501 and a second processing unit 502.

[0090] The first processing unit 501 is used to substitute the free end overhang length of the spoiler, the height of the middle cavity, the elastic modulus and the material density into a preset simplified estimation formula for calculation, and output the first-order vibration mode estimation value.

[0091] Wherein, the free end overhang length is the X-direction distance from the free end of the spoiler to the nearest installation point, and the intermediate cavity height is the Z-direction section height at the narrowest cavity of the spoiler; the preset simplified estimation formula satisfies that: the square of the estimated value of the first vibration mode is directly proportional to the product of the elastic modulus and the square of the intermediate cavity height, and inversely proportional to the product of the material density and the fourth power of the free end overhang length; the X-direction is the vehicle length direction, the Y-direction is the vehicle width direction, and the Z-direction is the vehicle height direction.

[0092] The second processing unit 502 is used to determine the vibration mode analysis results of the spoiler based on the first-order vibration mode estimation value.

[0093] In one alternative approach, the preset simplified estimation formula is based on the cantilever beam bending vibration formula and is simplified for the target structural feature where the Z-axis dimension of the target part in the X-axis section of the spoiler is smaller than the Z-axis dimension of the parts on both sides.

[0094] In one alternative approach, the default simplified estimation formula is:

[0095] F1 2 = K×E×H 2 / (ρ×L 4 )

[0096] Where F1 is the estimated value of the first-order vibration mode, E is the elastic modulus, H is the height of the intermediate cavity, ρ is the material density, L is the free end overhang length, and K is the proportionality constant.

[0097] In one alternative approach, the proportionality constant K is determined as follows:

[0098] Multiple spoiler samples with target structural features from different vehicle models were obtained, and sample data and first-order vibration mode reference values ​​obtained through finite element analysis were acquired for each sample. The sample data included free end overhang length, intermediate cavity height, elastic modulus, and material density.

[0099] Using the first-order vibration mode reference value as the target, the simplified estimation formula is fitted based on the sample data to obtain the value of the proportionality constant K.

[0100] In one alternative approach, the proportionality constant K determined by the fitting makes the preset simplified estimation formula specifically:

[0101] F1 2 = 0.026×E×H 2 ×k1 / (ρ×L4 )

[0102] Where k1 is the compensation variable constant, and k1 is 180000.

[0103] In one alternative approach, before substituting the free end overhang length of the spoiler, the height of the intermediate cavity, the elastic modulus, and the material density into a preset simplified estimation formula for calculation, the first processing unit 501 is further configured to:

[0104] The three-dimensional model of the spoiler is automatically identified by image processing algorithms, and the free end overhang length and the height of the middle cavity of the spoiler are obtained.

[0105] By using the material identifier of the spoiler, the elastic modulus and material density of the spoiler can be automatically obtained from the material database.

[0106] In one alternative approach, after outputting the first-order vibration mode estimate, the first processing unit 501 is further configured to:

[0107] When the estimated value of the first-order vibration mode is less than the preset threshold, at least one of the following is optimized: free end overhang length, intermediate cavity height, elastic modulus, and material density.

[0108] When the estimated value of the first-order vibration mode is greater than or equal to the preset threshold, the design scheme corresponding to the estimated value of the first-order vibration mode is verified by finite element analysis.

[0109] As can be seen from the above, the vibration modal analysis device for vehicle spoilers provided in this application simplifies the unique cross-sectional structure of the concealed wiper spoiler in advance and derives a core proportional relationship formula that relies only on four easily obtainable parameters: free end overhang length, intermediate cavity height, elastic modulus, and material density. This allows engineers to quickly estimate the first-order vibration mode of the spoiler within seconds during the vehicle styling design stage, thereby shortening the analysis cycle from several days or even weeks to the real-time level. This significantly reduces the threshold for using professional software and the consumption of computing resources, providing an efficient and reliable preliminary evaluation tool to cope with frequent adjustments to the styling surface and tight development cycles, and optimizing design iteration efficiency and resource allocation.

[0110] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The specific embodiments of this application do not limit the specific implementation of the electronic device.

[0111] like Figure 6 As shown, the electronic device may include: a processor 602, a communications interface 604, a memory 606, and a communications bus 608.

[0112] The processor 602, communication interface 604, and memory 606 communicate with each other via communication bus 608. Communication interface 604 is used to communicate with other network elements such as clients or other servers. Processor 602 executes program 610, specifically performing the relevant steps in the above-described embodiment of the vibration modal analysis method for vehicle spoilers.

[0113] Specifically, program 610 may include program code, which includes computer-executable instructions.

[0114] Processor 602 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application. The electronic device includes one or more processors, which may be processors of the same type, such as one or more CPUs; or they may be processors of different types, such as one or more CPUs and one or more ASICs.

[0115] Memory 606 is used to store program 610. Memory 606 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0116] Specifically, program 610 can be called by processor 602 to enable electronic devices to perform the vibration modal analysis method of the vehicle spoiler in the above embodiment.

[0117] This application provides a computer-readable storage medium storing at least one executable instruction that, when executed on an electronic device, causes the electronic device to perform the vibration modal analysis method for a vehicle spoiler in any of the above method embodiments.

[0118] This application embodiment also provides a vehicle including a spoiler, wherein the Z-direction dimension of a target portion in the X-direction section of the spoiler is smaller than the Z-direction dimension of its two side portions; the spoiler is determined based on the operation of the vibration modal analysis method for vehicle spoilers as described in any of the above method embodiments.

[0119] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments in this application are not directed to any particular programming language.

[0120] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. Similarly, for the purpose of simplification and aiding understanding of one or more aspects of the invention, in the above description of exemplary embodiments of this application, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0121] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.

[0122] It should be noted that the above embodiments are illustrative of this application and not restrictive, and those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A method for vibration modal analysis of a vehicle spoiler, characterized in that, The Z-axis dimension of the target portion in the X-axis cross-section of the spoiler is smaller than the Z-axis dimension of its two side portions, and the method includes: The free end overhang length of the spoiler, the height of the middle cavity, the elastic modulus and the material density are substituted into the preset simplified estimation formula for calculation, and the first-order vibration mode estimation value is output. Wherein, the free end overhang length is the X-direction distance from the free end of the spoiler to the nearest installation point, and the intermediate cavity height is the Z-direction cross-sectional height at the narrowest cavity of the spoiler; the preset simplified estimation formula satisfies that: the square of the estimated value of the first-order vibration mode is directly proportional to the product of the elastic modulus and the square of the intermediate cavity height, and inversely proportional to the product of the material density and the fourth power of the free end overhang length; The X direction is the vehicle length direction, the Y direction is the vehicle width direction, and the Z direction is the vehicle height direction; Based on the estimated first-order vibration mode, the vibration mode analysis results of the spoiler are determined.

2. The method according to claim 1, characterized in that, The preset simplified estimation formula is based on the cantilever beam bending vibration formula and is simplified for the target structural feature that the Z-axis dimension of the target part in the X-axis section of the spoiler is smaller than the Z-axis dimension of the parts on both sides.

3. The method according to claim 2, characterized in that, The preset simplified estimation formula is: F1 2 = K×E×H 2 / (ρ×L 4 ) Where F1 is the estimated value of the first-order vibration mode, E is the elastic modulus, H is the height of the intermediate cavity, ρ is the material density, L is the free end overhang length, and K is the proportionality constant.

4. The method according to claim 3, characterized in that, The proportionality constant is determined in the following way: Multiple spoiler samples with the target structural features from different vehicle models were obtained, and sample data and first-order vibration mode reference values ​​obtained through finite element analysis were acquired for each sample; wherein, the sample data includes free end overhang length, intermediate cavity height, elastic modulus and material density; Using the first-order vibration mode reference value as the target, the preset simplified estimation formula is fitted based on the sample data to obtain the value of the proportionality constant.

5. The method according to claim 4, characterized in that, The proportionality constant determined by fitting makes the preset simplified estimation formula specifically as follows: F1 2 = 0.026×E×H 2 ×k1 / (ρ×L 4 ) Wherein, k1 is a compensation variable constant, and k1 is 180000.

6. The method according to any one of claims 1-5, characterized in that, Before substituting the free end overhang length of the spoiler, the height of the intermediate cavity, the elastic modulus, and the material density into a preset simplified estimation formula for calculation, the method further includes: The three-dimensional model of the spoiler is automatically identified by an image processing algorithm, and the free end overhang length and the height of the middle cavity of the spoiler are obtained. The elastic modulus and material density of the spoiler are automatically obtained from the material database based on the material identifier of the spoiler.

7. The method according to any one of claims 1-5, characterized in that, After outputting the estimated first-order vibration modes, the method further includes: When the estimated value of the first-order vibration mode is less than a preset threshold, at least one of the following is optimized: the free end overhang length, the height of the intermediate cavity, the elastic modulus, and the material density. When the estimated value of the first-order vibration mode is greater than or equal to the preset threshold, the design scheme corresponding to the estimated value of the first-order vibration mode is verified by finite element analysis.

8. A vibration modal analysis device for a vehicle spoiler, characterized in that, The Z-axis dimension of the target portion in the X-axis cross-section of the spoiler is smaller than the Z-axis dimension of its two side portions, and the device includes: The first processing unit is used to substitute the free end overhang length of the spoiler, the height of the middle cavity, the elastic modulus and the material density into a preset simplified estimation formula for calculation, and output the first-order vibration mode estimation value. Wherein, the free end overhang length is the X-direction distance from the free end of the spoiler to the nearest installation point, and the intermediate cavity height is the Z-direction cross-sectional height at the narrowest cavity of the spoiler; the preset simplified estimation formula satisfies that: the square of the estimated value of the first-order vibration mode is directly proportional to the product of the elastic modulus and the square of the intermediate cavity height, and inversely proportional to the product of the material density and the fourth power of the free end overhang length; The X direction is the vehicle length direction, the Y direction is the vehicle width direction, and the Z direction is the vehicle height direction; The second processing unit is used to determine the vibration mode analysis result of the spoiler based on the estimated value of the first-order vibration mode.

9. An electronic device, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the vibration modal analysis method for a vehicle spoiler as described in any one of claims 1-7.

10. A vehicle, characterized in that, The vehicle includes a spoiler, wherein the Z-axis dimension of the target portion in the X-axis cross-section of the spoiler is smaller than the Z-axis dimension of the portions on both sides thereof; The spoiler is determined based on the operation of the vibration modal analysis method for vehicle spoilers as described in any one of claims 1-7.

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