Chassis misuse simulation analysis method, device and equipment under transient impact and storage medium

Abstract

This application discloses a method, apparatus, device, and storage medium for chassis misuse simulation analysis under transient impact, relating to the technical field of automotive chassis development. This application obtains a digital model of the road surface under misuse conditions, which consists of three-dimensional geometric contour information, surface texture information, and material property information representing the local road surface. The digital model is input into a multi-body dynamics model of the vehicle for load extraction, obtaining the load time history of the target hard point of the chassis at the moment of impact. The load time history is then applied as boundary conditions to the finite element model of the chassis components for transient impact simulation, obtaining transient impact simulation data for the chassis components. Based on the transient impact simulation data, a safety analysis is performed on the chassis components, realizing the prediction and directional optimization of transient impact intensity under misuse conditions in the digital design stage, improving chassis development efficiency and prediction accuracy.

Description

Technical Field

[0001] This application relates to the technical field of automobile chassis development, and in particular to a simulation analysis method, apparatus, equipment and storage medium for chassis misuse under transient impact. Background Technology

[0002] In the field of automotive chassis structure development, a relatively mature virtual test track technology paradigm has been established to address the fatigue durability problem under long-term cyclic loading. This paradigm extracts the load-time history of components under standard durability road spectra through multibody dynamics simulation and combines it with fatigue damage accumulation theory to predict the fatigue life of the structure. Related methods have formed a systematic forward development process and have been widely applied in engineering practice.

[0003] However, when the development scenario shifts to misuse conditions, such as high-speed passage through deep potholes or accidental impacts to road shoulders, the aforementioned fatigue durability development paradigm exhibits significant inapplicability at the principle level. Firstly, methodologically, fatigue analysis, based on the principles of linear damage accumulation and quasi-static superposition, struggles to capture the highly nonlinear dynamic behaviors that occur during millisecond-level transient impacts, including stress wave propagation, material yielding, and complex contact separation. This leads to distorted dynamic peak load predictions and insufficient reliability of the assessment results. Secondly, at the excitation source level, the standard smoothed random road spectrum used in fatigue analysis aims to statistically reproduce long-term load distributions, failing to characterize the discrete, high-energy, and extreme geometrical abrupt changes in road surface under misuse conditions. Furthermore, regarding evaluation objectives, existing systems use fatigue life as the core output, while transient impact strength development requires direct evidence to determine whether a structure has experienced a one-time failure, such as the safety margin of peak stress and dynamic yield strength. Related systematic simulation verification methods are currently lacking.

[0004] Therefore, improving the prediction accuracy of chassis transient nonlinear impact failure is an urgent problem to be solved. Summary of the Invention

[0005] The main objective of this application is to provide a simulation analysis method, apparatus, equipment, and storage medium for chassis misuse under transient impact, aiming to solve the technical problem of how to improve the prediction accuracy of chassis transient nonlinear impact failure.

[0006] To achieve the above objectives, this application proposes a simulation analysis method for chassis misuse under transient impact, the method comprising: A digital model of a road surface under misuse conditions is obtained, wherein the digital model of a road surface under misuse conditions consists of three-dimensional geometric contour information, surface texture information, and material property information representing a local part of the road surface; The digital model of the misused working condition road surface is input into the multibody dynamics model of the whole vehicle for load extraction, and the load time history of the target hard point of the chassis at the moment of impact is obtained. The load time history was applied as a boundary condition to the finite element model of the chassis components for transient impact simulation, and the transient impact simulation data of the chassis components were obtained. Safety analysis of the chassis components is performed based on the transient impact simulation data.

[0007] In one embodiment, the step of inputting the digital model of the misused road surface into the multibody dynamics model of the vehicle for load extraction to obtain the load time history of the target hard point of the chassis at the moment of impact includes: The digital model of the misused road surface is input into the multibody dynamics model of the vehicle, and the boundary conditions for simulating the misused conditions are obtained. The boundary conditions include at least one of vehicle speed, load, braking state, steering state and throttle state. The vehicle multibody dynamics model is driven under the boundary conditions to simulate driving on the digital model of the misused working condition road surface, and the load time history of the chassis target hard points at the moment of impact is extracted. The chassis target hard points include control arm connection points, steering knuckle connection points and subframe connection points.

[0008] In one embodiment, the step of applying the load time history as a boundary condition to the finite element model of the chassis component to perform transient impact simulation and obtain transient impact simulation data of the chassis component includes: Obtain the component mesh with nonlinear material properties, bushing elements and ball joint connection elements for simulating the connection relationship between components, and constraints at the connection endpoints with adjacent components; A finite element model of the chassis components is constructed based on the component mesh, the bushing unit, the ball joint connection unit, and the constraints at the connection endpoints of adjacent components. The load time history is applied as a boundary condition to the finite element model; The finite element model after loading is solved according to the preset explicit dynamic solution strategy to obtain transient impact simulation data of the chassis components, including dynamic peak stress field, plastic strain distribution, transient displacement and residual deformation.

[0009] In one embodiment, the step of applying the load time history as a boundary condition to the finite element model includes: A load set unit is established, and the concentrated force data in the load time history is associated with the load set unit to obtain the associated concentrated force data, which includes translational load components along three orthogonal directions. A torque aggregator unit is established, and the torque data in the load time history is associated with the torque aggregator unit to obtain associated torque data, which includes rotational load components about three orthogonal axes. The associated concentrated force data and torque data are applied to the corresponding nodes of the finite element model based on the spatial position vector of the target hard point on the chassis to simulate the boundary conditions of transient impact loads.

[0010] In one embodiment, the step of performing a safety analysis on the chassis components based on the transient impact simulation data includes: Extract the dynamic peak stress and plastic strain extreme values ​​from the transient impact simulation data; Obtain the dynamic yield strength and dynamic fracture strength of chassis component materials; The ratio of the dynamic peak stress to the dynamic yield strength is calculated to obtain the yield safety factor; The ratio of the dynamic peak stress to the dynamic fracture strength is calculated to obtain the fracture safety factor; Safety analysis is performed based on the yield safety factor and the fracture safety factor and the corresponding preset safety threshold to obtain the safety status of the chassis components. The safety status includes failure status and non-failure status. The failure status includes yield failure and fracture failure.

[0011] In one embodiment, after the step of performing a safety analysis based on the yield safety factor and the fracture safety factor and the corresponding preset safety threshold to obtain the safety status of the chassis components, the method further includes: When the safety factor of the transient impact does not reach the preset threshold, the stress concentration area and the target deformation area are determined based on the transient impact simulation data. The target deformation area is the area where the degree of deformation exceeds the preset threshold. The stress concentration region and the target deformation region are structurally optimized according to a preset optimization strategy to obtain an optimized chassis component model. The optimization strategy includes at least one of topology optimization, morphology optimization and thickness adjustment. The optimized chassis component model is returned to the load extraction step for re-simulation verification until the safety factor of the transient impact meets the preset convergence condition.

[0012] In one embodiment, the step of obtaining the digital model of the road surface under misuse conditions includes: Collect vehicle operating data under misuse conditions and after-sales failure case data; Data mining and cluster analysis are performed on the operational data and the after-sales failure case data to obtain target misuse scenarios whose occurrence probability and damage intensity both meet preset conditions; A digital model of the road surface under misuse conditions is constructed based on the three-dimensional geometric contour information, surface texture information, and material property information of the road in the target misuse scenario.

[0013] Furthermore, to achieve the above objectives, this application also proposes a chassis misuse simulation analysis device under transient impact, the device comprising: The digital model construction module is used to obtain a digital model of the road surface under misuse conditions. The digital model of the road surface under misuse conditions consists of three-dimensional geometric contour information, surface texture information and material property information representing the local area of ​​the road surface. The load extraction module is used to input the digital model of the misused working condition road surface into the multibody dynamics model of the whole vehicle to extract the load and obtain the load time history of the target hard point of the chassis at the moment of impact. The impact simulation module is used to apply the load time history as a boundary condition to the finite element model of the chassis components to perform transient impact simulation and obtain transient impact simulation data of the chassis components. The safety analysis module is used to perform safety analysis on the chassis components based on the transient impact simulation data.

[0014] Furthermore, to achieve the above objectives, this application also proposes a chassis misuse simulation analysis device under transient impact, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the chassis misuse simulation analysis method under transient impact as described above.

[0015] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the chassis misuse simulation analysis method under transient impact as described above.

[0016] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the chassis misuse simulation analysis method under transient impact as described above.

[0017] This application provides a simulation analysis method for chassis misuse under transient impact. The method includes: acquiring a digital model of the misuse road surface, which consists of three-dimensional geometric contour information, surface texture information, and material property information representing the local surface; inputting the digital model of the misuse road surface into a multi-body dynamics model of the vehicle for load extraction to obtain the load time history of the target hard point of the chassis at the moment of impact; applying the load time history as a boundary condition to the finite element model of the chassis components for transient impact simulation to obtain the transient impact simulation data of the chassis components; and performing a safety analysis of the chassis components based on the transient impact simulation data. In summary, this application, by constructing a digital road surface and dynamics simulation process, realizes the prediction and directional optimization of transient impact intensity under misuse conditions in the digital design stage, solves the technical problem that existing fatigue durability paradigms cannot accurately assess transient nonlinear impact failure, and improves chassis development efficiency and prediction accuracy. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A flowchart illustrating the first embodiment of the simulation analysis method for chassis misuse under transient impact in this application; Figure 2 A flowchart illustrating the second embodiment of the simulation analysis method for chassis misuse under transient impact in this application; Figure 3 This is a flowchart illustrating the overall analysis process of the chassis misuse simulation analysis method under transient impact in this application. Figure 4 This is a dynamic curve of the maximum stress value in one embodiment of the chassis misuse simulation analysis method under transient impact of this application; Figure 5 This is a contour map of stress distribution in one embodiment of the simulation analysis method for chassis misuse under transient impact in this application; Figure 6 This is a dynamic curve of the maximum transient displacement in one embodiment of the chassis misuse simulation analysis method under transient impact in this application; Figure 7 This is a contour map of residual deformation in one embodiment of the chassis misuse simulation analysis method under transient impact of this application; Figure 8 A flowchart illustrating the third embodiment of the simulation analysis method for chassis misuse under transient impact in this application; Figure 9 This is a schematic diagram of the module structure of the chassis misuse simulation analysis device under transient impact according to an embodiment of this application; Figure 10 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the simulation analysis method for chassis misuse under transient impact in the embodiments of this application.

[0021] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0023] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0024] The main solution of this application embodiment is as follows: A digital model of the misused road surface is obtained, which consists of three-dimensional geometric contour information, surface texture information, and material property information representing the local surface area; the digital model of the misused road surface is input into a multi-body dynamics model of the vehicle for load extraction to obtain the load time history of the target hard point of the chassis at the moment of impact; the load time history is applied as a boundary condition to the finite element model of the chassis components for transient impact simulation to obtain the transient impact simulation data of the chassis components; and a safety analysis is performed on the chassis components based on the transient impact simulation data.

[0025] In the field of automotive chassis structure development, a relatively mature virtual test track technology paradigm has been established to address the fatigue durability problem under long-term cyclic loading. This paradigm extracts the load-time history of components under standard durability road spectra through multibody dynamics simulation and combines it with fatigue damage accumulation theory to predict the fatigue life of the structure. Related methods have formed a systematic forward development process and have been widely applied in engineering practice.

[0026] However, when the development scenario shifts to misuse conditions, such as high-speed passage through deep potholes or accidental impacts to road shoulders, the aforementioned fatigue durability development paradigm exhibits significant inapplicability at the principle level. Firstly, methodologically, fatigue analysis, based on the principles of linear damage accumulation and quasi-static superposition, struggles to capture the highly nonlinear dynamic behaviors that occur during millisecond-level transient impacts, including stress wave propagation, material yielding, and complex contact separation. This leads to distorted predictions of dynamic peak loads and insufficient reliability of the assessment results. Secondly, at the excitation source level, the standard smoothed random road spectrum used in fatigue analysis aims to statistically reproduce long-term load distributions, failing to characterize the discrete, high-energy, and extreme geometrical abrupt changes in road surface under misuse conditions. Furthermore, regarding evaluation objectives, existing systems use fatigue life as the core output, while transient impact strength development requires direct evidence to determine whether a structure has experienced a one-time failure, such as the safety margin of peak stress and dynamic yield strength. Related systematic simulation verification methods are currently lacking. Therefore, improving the prediction accuracy of chassis transient nonlinear impact failure is a pressing issue that needs to be addressed.

[0027] It should be noted that the executing entity in this embodiment can be a chassis misuse simulation analysis system under transient impact, a computing service device with data processing, network communication, and program execution functions, or an electronic device capable of performing the aforementioned chassis misuse simulation analysis function under transient impact, etc. This embodiment does not specifically limit it in this way. The following uses a chassis misuse simulation analysis system under transient impact as an example to describe this embodiment and the following embodiments.

[0028] Based on this, embodiments of this application provide a simulation analysis method for chassis misuse under transient impact, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the simulation analysis method for chassis misuse under transient impact in this application.

[0029] In this embodiment, the chassis misuse simulation analysis method under transient impact includes steps S10~S40: Step S10: Obtain a digital model of the road surface under misuse conditions. The digital model of the road surface under misuse conditions consists of three-dimensional geometric contour information, surface texture information, and material property information representing the local area of ​​the road surface.

[0030] It should be noted that in this step, the system constructs a dedicated digital pavement model independent of the traditional fatigue durability pavement spectrum. This provides an excitation source capable of realistically reproducing discrete, high-energy impact characteristics for subsequent transient impact simulations, overcoming the technical deficiency of traditional smooth random pavement spectra in representing local geometrical abrupt changes in the pavement. Specifically, the misused pavement digital model refers to a digital pavement file constructed using parametric modeling technology and packaged in the RDF (Road Spectrum Description File) format standard. Its core feature is the accurate reproduction of local geometrical abrupt changes in the pavement, such as potholes, shoulders, and speed bumps, that cause discrete impacts on the chassis.

[0031] In one feasible implementation, step S10 specifically includes: Step S101: Collect vehicle operation data and after-sales fault case data under misuse conditions.

[0032] It should be noted that in this step, the system will collect real-time operating data such as vehicle acceleration, speed, and suspension displacement during actual road operation. At the same time, it will collect data on chassis structure damage and failure cases caused by misuse of operating conditions from after-sales maintenance records, and establish a data sample library covering real-world usage scenarios to provide a data foundation for subsequent identification of high-risk misuse scenarios.

[0033] Additionally, it should be noted that the operational data refers to the data set that characterizes the vehicle's dynamic response and driving status in real time through on-board sensors during daily use, including driving status parameters such as vehicle speed, acceleration, and suspension displacement; the after-sales fault case data refers to case information recorded during vehicle after-sales maintenance services that shows damage or failure caused by extreme loads on the chassis structure, including the fault location, damage mode, and associated road environment description.

[0034] Step S102: Perform data mining and cluster analysis on the running data and the after-sales failure case data to obtain target misuse scenarios whose occurrence probability and damage intensity both meet preset conditions.

[0035] It should be noted that in this step, the system will use machine learning algorithms to extract features from the collected operating data and combine them with the correlation analysis of after-sales failure cases to identify typical working condition combinations that occur frequently and are highly destructive to the chassis structure, such as standard pothole crossings within a specific speed range, non-standard shoulder impacts, and high-speed impacts from speed bumps, as priority target scenarios for development and verification.

[0036] Additionally, it should be noted that the target misuse scenario refers to a specific combination of working conditions in actual vehicle use where improper driver operation or sudden changes in road conditions cause the chassis to bear transient high-energy impact loads exceeding design expectations. Its characteristic is that the probability of occurrence is higher than a threshold and may cause one-time structural failure.

[0037] Step S103: Construct a digital model of the road surface under misuse conditions based on the three-dimensional geometric contour information, surface texture information, and material property information of the road in the target misuse scenario.

[0038] It should be noted that in this step, the system will accurately reconstruct the road surface geometry based on the identified target misuse scenario parameters using parametric modeling technology, assigning it material constitutive properties consistent with the actual road surface, and encapsulating it in the format of a road spectrum description file to form a reusable and parametrically adjustable digital road surface model library unit. Additionally, it should be noted that the three-dimensional geometric contour information includes geometric parameters such as the size, shape, and slope of road surface protrusions or depressions; surface texture information includes surface features such as road surface roughness and friction coefficient; and material property information includes basic mechanical parameters such as road surface stiffness and damping.

[0039] Step S20: Input the digital model of the misused road surface into the multibody dynamics model of the whole vehicle to extract the load and obtain the load time history of the target hard point of the chassis at the moment of impact.

[0040] It should be noted that in this step, the system utilizes multibody dynamics simulation of the entire vehicle to obtain the transient load transfer characteristics of key chassis connection points under extreme impact, transforming road excitation into boundary conditions required for component-level simulation, thus achieving the mapping from system-level response to component loads. Furthermore, it should be noted that the aforementioned multibody dynamics model refers to a virtual prototype model of the entire vehicle, established based on multibody system dynamics theory, encompassing the rigid-flexible coupling characteristics of various subsystems such as the body, suspension system, steering system, and tires, used to simulate the dynamic response behavior of the entire vehicle under specific road excitations; the chassis target hard points refer to key connection points between chassis components and the body or other chassis components (such as the inner and outer points of control arms, steering knuckles, and subframe connection points); the load time history refers to the transient pulse data of the force and torque experienced at the target hard points during the impact process, which is distinctly different from the time-frequency characteristics of the cyclic load spectrum in fatigue analysis.

[0041] In one feasible implementation, step S20 specifically includes: Step S201: Input the digital model of the misused working condition road surface into the vehicle multibody dynamics model, and obtain the boundary conditions for simulating the misused working condition. The boundary conditions include at least one of vehicle speed, load, braking state, steering state and throttle state.

[0042] It should be noted that in this step, the system will embed the constructed digital road surface model as an excitation source into the vehicle simulation environment, and set driving condition parameters consistent with the actual misuse scenario to construct complete virtual test conditions, ensuring that the simulation boundary can accurately reproduce the real impact event.

[0043] Additionally, it should be noted that the vehicle multibody dynamics model refers to a dynamic simulation model that simplifies all vehicle systems (suspension, steering, tires, body, etc.) into a combination of rigid bodies and elastic elements, used to calculate the dynamic response of the vehicle under road excitation; the boundary conditions refer to the set of control parameters used in multibody dynamics simulation to define the initial state and driving conditions of the vehicle, including but not limited to initial vehicle speed, vehicle mass load, brake pedal opening, steering wheel angle, accelerator pedal opening, etc., used to accurately reproduce the target misuse scenario.

[0044] Step S202: Under the boundary conditions, drive the vehicle multibody dynamics model to simulate driving on the digital model of the misused working condition road surface, and extract the load time history of the chassis target hard points at the moment of impact. The chassis target hard points include the control arm connection point, the steering knuckle connection point, and the subframe connection point.

[0045] It should be noted that the control arm connection point refers to the bushing mounting point where the suspension control arm connects to the subframe or body, and the ball joint point where the control arm connects to the steering knuckle; these are key nodes for the transmission of suspension guiding and braking forces. The steering knuckle connection point refers to the connection position between the steering knuckle and components such as the control arm, shock absorber, and steering tie rod; it is the core hub for transmitting wheel loads to the chassis. The subframe connection point refers to the bushing position where the subframe connects to the body longitudinal beams or floor; it is the load transmission interface between the chassis system and the body structure. The impact instant refers to the time window during which the tire comes into contact with abrupt changes in road surface geometry (such as the edge of a pothole, a raised shoulder, or the top of a speed bump) and produces a significant dynamic response; this typically lasts from several milliseconds to tens of milliseconds. The peak load during this period is a key indicator for assessing the structural impact strength.

[0046] Understandably, after setting the boundary conditions, this step drives the whole vehicle model to drive on the digital road surface through the simulation solver, simulating the entire process of contact, impact and separation between the vehicle tires and the digital model of the misused working condition road surface, and through the dynamic transmission of the suspension system, finally forming a complete transient load-time history curve on each target hard point of the chassis.

[0047] Step S30: Apply the load time history as a boundary condition to the finite element model of the chassis component to perform transient impact simulation, and obtain the transient impact simulation data of the chassis component.

[0048] It should be noted that in this step, a high-fidelity simulation of the nonlinear transient response of chassis components under misuse conditions is achieved using the explicit dynamic finite element method. Unlike linear analysis methods based on quasi-static or modal superposition in fatigue durability analysis, this step employs an explicit time integration algorithm to directly solve the impact process. This accurately captures extreme physical phenomena such as stress wave propagation, material nonlinearity, complex contact separation, and large geometric deformation, solving the fundamental inapplicability of traditional methods in transient impact strength assessment.

[0049] Additionally, it should be noted that the finite element model of the chassis components adopts a "loading point is also a constraint point" modeling strategy. The load application point simultaneously serves as the constraint boundary point. Ball joint elements simulate the degree of freedom constraint of the ball-pin connection, and bushing elements simulate the elastic connection. Measured nonlinear stiffness curves are assigned to the bushing elements. The finite element model of the chassis components refers to a digital model established based on the finite element discretization method, capable of describing the geometry, material properties, and boundary conditions of the chassis components. This model employs refined mesh generation (e.g., a 5mm × 5mm mesh size can be used for the lower control arm) and assigns nonlinear material properties (including strain rate-related yield strength, hardening characteristics, and failure criteria) to accurately simulate the plastic behavior of materials during impact. The transient impact simulation data refers to the field data output during the explicit dynamic solution process, describing the entire dynamic response process of the chassis components, including but not limited to dynamic stress fields, plastic strain distribution, transient displacement fields, and residual deformation.

[0050] Step S40: Perform a safety analysis on the chassis components based on the transient impact simulation data.

[0051] It should be noted that in this step, the system converts the physical quantities obtained from the simulation calculations into design indicators that can be evaluated in engineering. By post-processing the calculated transient impact simulation data, key evaluation indicators are extracted and compared with the dynamic mechanical properties of the material, thereby directly and quantitatively determining whether the component meets the transient impact strength requirements under misuse conditions.

[0052] Additionally, it should be noted that the transient impact simulation data mainly includes the dynamic peak stress field, plastic strain distribution, transient displacement, and residual deformation. The dynamic peak stress field is used to identify the stress concentration region of the structure at the moment of impact; the plastic strain distribution is used to determine whether irreversible material yielding has occurred and its extent; the transient displacement is used to assess the maximum deformation during the impact process; and the residual deformation reflects the permanent deformation of the structure after the impact. Based on these data, the transient impact strength safety factor of the component can be calculated.

[0053] This embodiment provides a simulation analysis method for chassis misuse under transient impact. The method includes: acquiring a digital model of the misuse road surface, which consists of three-dimensional geometric contour information, surface texture information, and material property information representing the local road surface; inputting the digital model of the misuse road surface into a multi-body dynamics model of the vehicle for load extraction to obtain the load time history of the target hard point of the chassis at the moment of impact; applying the load time history as boundary conditions to the finite element model of the chassis components for transient impact simulation to obtain transient impact simulation data of the chassis components; and performing a safety analysis of the chassis components based on the transient impact simulation data. In summary, this embodiment, by constructing a digital road surface and dynamics simulation process, realizes the prediction and directional optimization of transient impact intensity under misuse conditions in the digital design stage, solving the technical problem that existing fatigue durability paradigms cannot accurately assess transient nonlinear impact failure, and improving chassis development efficiency and prediction accuracy.

[0054] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 , Figure 2 This is a flowchart illustrating the second embodiment of the chassis misuse simulation analysis method under transient impact of this application. Step S30 specifically includes: Step S301: Obtain the component mesh assigned by nonlinear material properties, the bushing elements and ball joint connection elements used to simulate the connection relationship between components, and the constraints at the connection endpoints with adjacent components.

[0055] It should be noted that the chassis components include a lower control arm, the outer point of which is connected to the steering knuckle via a ball joint unit, and the front inner point and rear inner point of which are connected to the subframe or body via bushing units. The measured nonlinear stiffness curve of the bushing unit includes translational stiffness along three orthogonal directions and rotational stiffness about three orthogonal axes. Additionally, it should be noted that nonlinear material properties refer to the stress-strain relationship describing the plastic deformation stage of a material after exceeding its elastic limit, including parameters such as yield strength, material density, elastic modulus, and Poisson's ratio, used to accurately simulate the plastic deformation that may occur during impact. Component meshes refer to the topological structure that discretizes continuous components into a finite number of elements and nodes. The mesh size is usually set according to the required analysis accuracy; for example, a 5mm × 5mm mesh size can be used in the analysis of a lower swing arm. Bushing elements are zero-node JOINTC elements used to simulate the connection characteristics of rubber bushings. They characterize the elastic constraint characteristics of the connection by assigning stiffness parameters along three translational and three rotational directions. Ball joint connection elements are elements used to simulate the connection characteristics of ball joint pairs, allowing relative rotation but restricting translational degrees of freedom.

[0056] Understandably, this step aims to collect the fundamental elements required to construct a high-fidelity finite element model, ensuring that the model can accurately characterize the mechanical behavior of chassis components under transient impact. By employing nonlinear material properties, refined connection elements, and reasonable constraint configuration, the analysis method used in this embodiment differs from the linear material assumptions and simplified connection treatments commonly used in fatigue durability analysis.

[0057] Step S302: Construct a finite element model of the chassis components based on the component mesh, the bushing unit, the ball joint connection unit, and the constraints at the connection endpoints of adjacent components.

[0058] It should be noted that in this step, the system assembles the acquired component meshes, connection elements, and boundary constraints to form a complete finite element model of the chassis components. This model can accurately reflect the structural characteristics of the components themselves and their connection relationships with adjacent components. The finite element model of the chassis components refers to a digital model established using the finite element method to simulate the mechanical response of chassis components under load. This model includes information such as geometrically discretized elements and nodes, material properties, connection relationships, and boundary conditions.

[0059] Step S303: Apply the load time history as a boundary condition to the finite element model.

[0060] It should be noted that, as Figure 3 As shown, in this step, the system applies the extracted transient load-time history curve as a forced boundary condition to the corresponding hardpoint locations in the finite element model to simulate the actual path of external load transmission to chassis components during impact. Understandably, the loading process requires establishing associations between the force and torque components in the load time history and their corresponding nodes in the model to ensure that the direction, magnitude, and time-varying relationship of the load remain consistent with the vehicle dynamics simulation results.

[0061] In one feasible implementation, step S303 specifically includes: Step A10: Establish a load set unit and associate the concentrated force data in the load time history with the load set unit to obtain the associated concentrated force data, which includes translational load components along three orthogonal directions.

[0062] It should be noted that the system manages concentrated force data by creating dedicated load sets, achieving a mapping between load data and the geometric model. Specifically, a Force-type load set is created in a pre-processing environment such as HyperWorks, a load-time curve is selected, and the direction vector is specified to complete the loading configuration of the three orthogonal translational load components: FX (longitudinal), FY (lateral), and FZ (vertical). Furthermore, it should be noted that the load set unit refers to the data structure in the finite element pre-processing software used to organize and manage similar loads, achieving load classification through naming and color coding. The concentrated force data refers to the time-varying translational force load acting on the target hard points of the chassis, including three components: FX (along the vehicle longitudinal direction, positive in the forward direction), FY (along the vehicle lateral direction, positive to the left), and FZ (along the vehicle vertical direction, positive upward).

[0063] Step A20: Establish a torque set unit and associate the torque data in the load time history with the torque set unit to obtain the associated torque data, which includes rotational load components about three orthogonal axes.

[0064] It should be noted that a Moment-type load set is established for the hard points that transmit torque (mainly bushing connection points; ball joints do not transmit torque). This load set is then associated with the torque-time curves in the three rotational directions (TX, TY, and TZ) to complete the loading configuration of the rotational load components. Additionally, it should be noted that the torque set unit refers to a data structure used to manage torque loads. Similar to the load set unit, it is specifically used to store torque data about the axis of rotation. This torque data refers to the rotational torque load components about the three orthogonal axes, including TX (rolling torque about the X-axis), TY (pitch torque about the Y-axis), and TZ (yaw torque about the Z-axis).

[0065] Step A30: Apply the associated concentrated force data and torque data to the corresponding nodes of the finite element model according to the spatial position vector of the target hard point of the chassis, so as to simulate the boundary conditions of transient impact load.

[0066] It should be noted that in this step, the system applies the data configured in the load set and torque set to the specific nodes or node sets representing the target hard points of the chassis in the finite element model through spatial coordinate mapping. Based on the spatial location of the hard points on the actual components, the corresponding mesh node number in the finite element model is determined, and a complete loading link of load set - direction vector - application node is established to ensure that the load application location is consistent with the hard point location in the multibody dynamics model, thus achieving spatial consistency of load transfer.

[0067] Step S304: Solve the finite element model after loading according to the preset explicit dynamic solution strategy to obtain transient impact simulation data of the chassis components, including dynamic peak stress field, plastic strain distribution, transient displacement and residual deformation.

[0068] It should be noted that in this step, the system will use an explicit dynamic solver to perform time-domain integration on the loaded finite element model. By iteratively calculating with a very small time step, it can fully capture the strong nonlinear dynamic responses such as stress wave propagation, material yielding and contact separation during the impact process, and finally output simulation data for strength assessment.

[0069] Additionally, it should be noted that the pre-defined explicit dynamics solution strategy refers to the finite element method using an explicit time integration algorithm. Its characteristic is that it does not require iterative solution of linear equations; instead, it directly derives the response at each time step using the central difference method. This approach is suitable for handling highly nonlinear problems such as transient impacts and large deformations. For example... Figure 4 As shown, the dynamic peak stress field refers to the maximum value of the internal stress of a component during an impact process. Specifically, its spatial distribution is as follows: Figure 5 As shown in the figure, the stress distribution of the swing arm at the moment of impact is displayed in the form of a cloud map. The high stress area is concentrated near geometrical abrupt changes or connection points; the plastic strain distribution refers to the area and magnitude of the strain in which the component undergoes irreversible plastic deformation during the impact process, used to determine whether local yielding has occurred; such as Figure 6 As shown, transient displacement refers to the displacement response of component nodes over time during the impact process; residual deformation refers to the permanent deformation remaining in the component after the impact load is removed, such as... Figure 7 As shown in the figure, the residual deformation cloud map of the lower control arm after the impact can be used to directly determine whether the structure has experienced a one-time failure.

[0070] In this embodiment, by constructing a finite element model that includes nonlinear material properties, refined connection units, and explicit dynamic adaptation constraints, and mapping the transient impact load extracted from multibody dynamics as forced boundary conditions, a high-fidelity simulation of the entire transient impact process is achieved. This solves the technical problem that traditional fatigue analysis methods cannot accurately capture the nonlinear impact response, leading to prediction distortion, and improves the prediction accuracy and design reliability of chassis misuse conditions.

[0071] Based on the first and second embodiments of this application, in the third embodiment of this application, the content that is the same as or similar to that in embodiments one and two above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 8 , Figure 8 This is a flowchart illustrating the third embodiment of the chassis misuse simulation analysis method under transient impact of this application. Step S40 specifically includes: Step S401: Extract the dynamic peak stress and plastic strain extreme values ​​from the transient impact simulation data.

[0072] It should be noted that the system uses post-processing software to perform data mining on the explicit dynamic simulation results, traversing the time steps of the entire impact process to identify the maximum values ​​and locations of Von Mises stress (or maximum principal stress) and equivalent plastic strain of each element. Additionally, it should be noted that dynamic peak stress refers to the maximum value reached by the stress at each node within the component over time during the entire transient impact process; extreme plastic strain refers to the maximum value of irreversible plastic strain generated in the component during the impact process, used to determine whether local yielding failure has occurred.

[0073] Step S402: Obtain the dynamic yield strength and dynamic fracture strength of the chassis component materials.

[0074] It should be noted that in this step, the system determines the dynamic mechanical property parameters of the component materials under high strain rate conditions through a material testing database, including dynamic yield strength and dynamic fracture strength, to replace static strength indicators for transient impact assessment. The dynamic yield strength refers to the stress value when the material yields under high strain rate loading conditions; due to the strain rate strengthening effect, its value is usually higher than the static yield strength. The dynamic fracture strength refers to the ultimate stress value when the material fractures under high strain rate conditions, used to determine whether the structure has experienced a one-time fracture failure.

[0075] Step S403: Calculate the ratio of the dynamic peak stress to the dynamic yield strength to obtain the yield safety factor.

[0076] It should be noted that in this step, the system calculates the ratio of the extracted dynamic peak stress to the dynamic yield strength to obtain the yield safety factor, which is used to quantitatively assess the ability of components to resist plastic deformation under transient impact. The yield safety factor refers to the ratio of the dynamic peak stress to the dynamic yield strength. For example, when this factor is less than 1, it indicates that the structural stress has not reached the material's yield limit and is in the elastic deformation stage; when this factor is greater than or equal to 1, it indicates that the structure has undergone plastic yielding.

[0077] Step S404: Calculate the ratio of the dynamic peak stress to the dynamic fracture strength to obtain the fracture safety factor.

[0078] It should be noted that in this step, the system calculates the ratio of dynamic peak stress to the material's dynamic fracture strength to obtain a fracture safety factor, which is used to quantitatively assess the ability of components to resist fracture failure under transient impact. The fracture safety factor refers to the ratio of dynamic peak stress to dynamic fracture strength. For example, when this factor is less than 1, it indicates that the structural stress has not reached the material's fracture limit, and a one-time fracture failure will not occur; when this factor is greater than or equal to 1, it indicates that the structure has a risk of fracture.

[0079] Step S405: Perform a safety analysis based on the yield safety factor and the fracture safety factor and the corresponding preset safety threshold to obtain the safety status of the chassis components. The safety status includes a failure status and a non-failure status. The failure status includes yield failure and fracture failure.

[0080] It should be noted that in this step, the system compares the calculated yield safety factor and fracture safety factor with preset safety thresholds to comprehensively determine the safety status of the component. If either safety factor fails to meet the threshold requirement, it is determined to be the corresponding failure state, requiring entry into the optimization iteration process. It can be understood that the preset safety threshold refers to the critical value of the safety factor that is acceptable in engineering, and is usually set based on the importance of the component, the consequences of failure, and design redundancy requirements.

[0081] Additionally, it should be noted that the yield failure refers to the situation where the local stress of the structure exceeds the dynamic yield strength of the material, resulting in irreversible plastic deformation, which may lead to loss of function or decrease in geometric accuracy; the fracture failure refers to the situation where the local stress of the structure exceeds the dynamic fracture strength of the material, resulting in crack initiation and propagation, which may lead to complete loss of load-bearing capacity.

[0082] In one feasible implementation, after step S405, the method further includes: Step S406: When the safety factor of the transient impact does not reach the preset threshold, the stress concentration area and the target deformation area are determined according to the transient impact simulation data. The target deformation area is the area where the degree of deformation exceeds the preset threshold.

[0083] It should be noted that when the safety factor of the transient impact does not reach the preset threshold, the system will perform a visualization analysis based on the simulation results (such as...). Figure 5 The stress distribution cloud map shown Figure 7 The residual deformation cloud map shown identifies weak points in the structure. By judging the color gradient of the cloud map (red / high value areas are high stress / large deformation areas), and combining the location of different component unit numbers, the geometric features that need improvement can be accurately located.

[0084] Additionally, it should be noted that the stress concentration region refers to the area in the finite element model where the stress level is significantly higher than the surrounding area, and a local stress peak occurs. This is typically located at points of geometric abrupt change (such as abrupt changes in cross-section, the edge of a hole, or the root of a notch), near connection points, or at the point of load application. These areas are high-risk locations for material yielding or crack initiation. The target deformation region refers to the area where the transient displacement or residual deformation value exceeds the functional allowable limit.

[0085] Step S407: Perform structural optimization on the stress concentration area and the target deformation area according to the preset optimization strategy to obtain the optimized chassis component model. The optimization strategy includes at least one of topology optimization, morphology optimization and thickness adjustment.

[0086] It should be noted that for identified risk areas, the system will employ corresponding optimization methods to improve the structure. This involves altering material distribution, optimizing geometry, or adjusting local thickness to enhance the impact resistance of components, resulting in an optimized model. Topology optimization refers to using algorithms to determine the optimal material distribution within a given design space, removing inefficient materials and adding materials to critical areas; a typical application is designing stiffener layouts. Geometry optimization involves adjusting the surface geometry of components (e.g., adding protrusions, depressions, wrinkles) to improve local stiffness and stress distribution. Thickness adjustment refers to increasing local material thickness in areas of stress concentration or excessive deformation to enhance structural strength.

[0087] Step S408: Return the optimized chassis component model to the load extraction step for re-simulation verification until the safety factor of the transient impact meets the preset convergence condition.

[0088] It should be noted that the system will resubmit the optimized model into the simulation analysis process from steps S20 to S40 to recalculate the transient impact safety factor. If the requirements are still not met, iterative optimization will continue until the safety factor meets the standard.

[0089] In this embodiment, by extracting the dynamic peak stress and the extreme value of plastic strain, and combining the dynamic mechanical properties of the material to calculate the yield and fracture safety factors, and performing structural optimization iterations based on stress concentration and deformation areas when the standards are not met, quantitative assessment and closed-loop positive optimization of transient impact strength are realized, thereby improving chassis development efficiency and structural reliability.

[0090] This application also provides a simulation analysis device for chassis misuse under transient impact. Please refer to [link / reference]. Figure 9 The chassis misuse simulation analysis device under transient impact includes: The digital model construction module 10 is used to obtain a digital model of the road surface under misuse conditions. The digital model of the road surface under misuse conditions consists of three-dimensional geometric contour information, surface texture information and material property information representing the local area of ​​the road surface. The load extraction module 20 is used to input the digital model of the misused working condition road surface into the multibody dynamics model of the whole vehicle for load extraction, and to obtain the load time history of the target hard point of the chassis at the moment of impact. The impact simulation module 30 is used to apply the load time history as a boundary condition to the finite element model of the chassis component to perform transient impact simulation and obtain transient impact simulation data of the chassis component. The safety analysis module 40 is used to perform safety analysis on the chassis components based on the transient impact simulation data.

[0091] The chassis misuse simulation analysis device under transient impact provided in this application employs the chassis misuse simulation analysis method under transient impact in the above embodiments, which can solve the technical problem of how to improve the prediction accuracy of chassis transient nonlinear impact failure. Compared with the prior art, the beneficial effects of the chassis misuse simulation analysis device under transient impact provided in this application are the same as those of the chassis misuse simulation analysis method under transient impact provided in the above embodiments, and other technical features in the chassis misuse simulation analysis device under transient impact are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0092] In one embodiment, the digital model construction module 10 is further configured to collect vehicle operation data and after-sales failure case data under misuse conditions; perform data mining and cluster analysis on the operation data and after-sales failure case data to obtain target misuse scenarios whose occurrence probability and damage intensity both meet preset conditions; and construct a digital model of the road surface under misuse conditions based on the three-dimensional geometric contour information, surface texture information and material property information of the road in the target misuse scenario.

[0093] In one embodiment, the load extraction module 20 is further configured to input the digital model of the misused road surface into the vehicle multibody dynamics model, and obtain boundary conditions for simulating the misused road conditions. The boundary conditions include at least one of vehicle speed, load, braking state, steering state, and throttle state. Under the boundary conditions, the vehicle multibody dynamics model is driven to simulate driving on the digital model of the misused road surface, and the load time history of the chassis target hard points at the moment of impact is extracted. The chassis target hard points include control arm connection points, steering knuckle connection points, and subframe connection points.

[0094] In one embodiment, the impact simulation module 30 is further configured to acquire a component mesh with nonlinear material properties, bushing units and ball joint connection units for simulating the connection relationship between components, and constraints at the connection endpoints with adjacent components; construct a finite element model of the chassis components based on the component mesh, the bushing units, the ball joint connection units, and the constraints at the connection endpoints with adjacent components; load the load time history as boundary conditions onto the finite element model; and solve the loaded finite element model according to a preset explicit dynamic solution strategy to obtain transient impact simulation data of the chassis components, including dynamic peak stress field, plastic strain distribution, transient displacement, and residual deformation.

[0095] In one embodiment, the impact simulation module 30 is further configured to establish a load set unit and associate the concentrated force data in the load time history with the load set unit to obtain associated concentrated force data, the concentrated force data including translational load components along three orthogonal directions; establish a torque set unit and associate the torque data in the load time history with the torque set unit to obtain associated torque data, the torque data including rotational load components about three orthogonal axes; and apply the associated concentrated force data and torque data to the corresponding nodes of the finite element model according to the spatial position vector of the target hard point of the chassis to simulate the boundary conditions of transient impact load.

[0096] In one embodiment, the safety analysis module 40 is further configured to extract dynamic peak stress and plastic strain extreme values ​​from the transient impact simulation data; obtain the dynamic yield strength and dynamic fracture strength of the chassis component materials; calculate the ratio of the dynamic peak stress to the dynamic yield strength to obtain the yield safety factor; calculate the ratio of the dynamic peak stress to the dynamic fracture strength to obtain the fracture safety factor; and perform safety analysis based on the yield safety factor and the fracture safety factor and the corresponding preset safety threshold to obtain the safety status of the chassis components, wherein the safety status includes a failure status and a non-failure status, and the failure status includes yield failure and fracture failure.

[0097] In one embodiment, the safety analysis module 40 is further configured to, when the safety factor of the transient impact does not reach a preset threshold, determine the stress concentration region and the target deformation region based on the transient impact simulation data, wherein the target deformation region is the region whose deformation exceeds the preset threshold; perform structural optimization on the stress concentration region and the target deformation region according to a preset optimization strategy to obtain an optimized chassis component model, wherein the optimization strategy includes at least one of topology optimization, morphology optimization, and thickness adjustment; and return the optimized chassis component model to the load extraction step for re-simulation verification until the safety factor of the transient impact meets the preset convergence condition.

[0098] This application provides a chassis misuse simulation analysis device under transient impact. The chassis misuse simulation analysis device under transient impact includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the chassis misuse simulation analysis method under transient impact in the above embodiment 1.

[0099] The following is for reference. Figure 10 This document illustrates a structural schematic diagram of a chassis misuse simulation analysis device suitable for implementing transient impact simulations in the embodiments of this application. The chassis misuse simulation analysis device under transient impact in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 10 The chassis misuse simulation analysis device shown under transient impact is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0100] like Figure 10As shown, the chassis misuse simulation analysis device under transient impact may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the chassis misuse simulation analysis device under transient impact. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the chassis misuse simulation analysis device under transient impact to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a chassis misuse simulation analysis device under transient impact with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0101] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0102] The chassis misuse simulation analysis device under transient impact provided in this application, employing the chassis misuse simulation analysis method under transient impact in the above embodiments, can solve the technical problem of how to improve the prediction accuracy of chassis transient nonlinear impact failure. Compared with the prior art, the beneficial effects of the chassis misuse simulation analysis device under transient impact provided in this application are the same as those of the chassis misuse simulation analysis method under transient impact provided in the above embodiments, and other technical features in this chassis misuse simulation analysis device under transient impact are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0103] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0104] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0105] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, which are used to execute the chassis misuse simulation analysis method under transient impact in the above embodiments.

[0106] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0107] The aforementioned computer-readable storage medium may be included in the chassis misuse simulation analysis device under transient impact; or it may exist independently and not be assembled into the chassis misuse simulation analysis device under transient impact.

[0108] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the chassis misuse simulation analysis device under transient impact, the chassis misuse simulation analysis device under transient impact performs the following: acquires a digital model of the misuse road surface, wherein the digital model is composed of three-dimensional geometric contour information, surface texture information, and material property information representing the local surface; inputs the digital model of the misuse road surface into a multi-body dynamics model of the whole vehicle for load extraction, thereby obtaining the load time history of the target hard point of the chassis at the moment of impact; applies the load time history as a boundary condition to the finite element model of the chassis components for transient impact simulation, thereby obtaining the transient impact simulation data of the chassis components; and performs a safety analysis on the chassis components based on the transient impact simulation data.

[0109] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0110] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0111] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0112] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned chassis misuse simulation analysis method under transient impact. This addresses the technical problem of improving the prediction accuracy of chassis transient nonlinear impact failure. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the chassis misuse simulation analysis method under transient impact provided in the above embodiments, and will not be elaborated upon here.

[0113] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the chassis misuse simulation analysis method under transient impact as described above.

[0114] The computer program product provided in this application can solve the technical problem of how to improve the prediction accuracy of chassis transient nonlinear impact failure. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the chassis misuse simulation analysis method under transient impact provided in the above embodiments, and will not be repeated here.

[0115] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A simulation analysis method for chassis misuse under transient impact, characterized in that, The method includes: A digital model of a road surface under misuse conditions is obtained, wherein the digital model of a road surface under misuse conditions consists of three-dimensional geometric contour information, surface texture information, and material property information representing a local part of the road surface; The digital model of the misused working condition road surface is input into the multibody dynamics model of the whole vehicle for load extraction, and the load time history of the target hard point of the chassis at the moment of impact is obtained. The load time history was applied as a boundary condition to the finite element model of the chassis components for transient impact simulation, and the transient impact simulation data of the chassis components were obtained. Safety analysis of the chassis components is performed based on the transient impact simulation data.

2. The method as described in claim 1, characterized in that, The steps of inputting the digital model of the misused road surface into the multibody dynamics model of the vehicle for load extraction, and obtaining the load time history of the target hard point of the chassis at the moment of impact, include: The digital model of the misused road surface is input into the multibody dynamics model of the vehicle, and the boundary conditions for simulating the misused conditions are obtained. The boundary conditions include at least one of vehicle speed, load, braking state, steering state and throttle state. The vehicle multibody dynamics model is driven under the boundary conditions to simulate driving on the digital model of the misused working condition road surface, and the load time history of the chassis target hard points at the moment of impact is extracted. The chassis target hard points include control arm connection points, steering knuckle connection points and subframe connection points.

3. The method as described in claim 1, characterized in that, The chassis component includes a lower control arm. The outer point of the lower control arm is connected to the steering knuckle via a ball joint unit. The front inner point and rear inner point of the lower control arm are connected to the subframe or body via bushing units. The measured nonlinear stiffness curve of the bushing unit includes translational stiffness along three orthogonal directions and rotational stiffness about three orthogonal axes. The step of applying the load time history as a boundary condition to the finite element model of the chassis component to perform transient impact simulation and obtain the transient impact simulation data of the chassis component includes: Obtain the component mesh with nonlinear material properties, bushing elements and ball joint connection elements used to simulate the connection relationship between components, and constraints at the connection endpoints with adjacent components; A finite element model of the chassis components is constructed based on the component mesh, the bushing unit, the ball joint connection unit, and the constraints at the connection endpoints of adjacent components. The load time history is applied as a boundary condition to the finite element model; The finite element model after loading is solved according to the preset explicit dynamic solution strategy to obtain transient impact simulation data of the chassis components, including dynamic peak stress field, plastic strain distribution, transient displacement and residual deformation.

4. The method as described in claim 3, characterized in that, The step of applying the load time history as a boundary condition to the finite element model includes: A load set unit is established, and the concentrated force data in the load time history is associated with the load set unit to obtain the associated concentrated force data, which includes translational load components along three orthogonal directions. A torque aggregator unit is established, and the torque data in the load time history is associated with the torque aggregator unit to obtain associated torque data, which includes rotational load components about three orthogonal axes. The associated concentrated force data and torque data are applied to the corresponding nodes of the finite element model based on the spatial position vector of the target hard point on the chassis to simulate the boundary conditions of transient impact loads.

5. The method as described in claim 1, characterized in that, The step of performing a safety analysis on the chassis components based on the transient impact simulation data includes: Extract the dynamic peak stress and plastic strain extreme values ​​from the transient impact simulation data; Obtain the dynamic yield strength and dynamic fracture strength of chassis component materials; The ratio of the dynamic peak stress to the dynamic yield strength is calculated to obtain the yield safety factor; The ratio of the dynamic peak stress to the dynamic fracture strength is calculated to obtain the fracture safety factor; Safety analysis is performed based on the yield safety factor and the fracture safety factor and the corresponding preset safety threshold to obtain the safety status of the chassis components. The safety status includes failure status and non-failure status. The failure status includes yield failure and fracture failure.

6. The method as described in claim 5, characterized in that, After the step of performing a safety analysis based on the yield safety factor and the fracture safety factor and the corresponding preset safety threshold to obtain the safety status of the chassis components, the method further includes: When the safety factor of the transient impact does not reach the preset threshold, the stress concentration area and the target deformation area are determined based on the transient impact simulation data. The target deformation area is the area where the degree of deformation exceeds the preset threshold. The stress concentration region and the target deformation region are structurally optimized according to a preset optimization strategy to obtain an optimized chassis component model. The optimization strategy includes at least one of topology optimization, morphology optimization and thickness adjustment. The optimized chassis component model is returned to the load extraction step for re-simulation verification until the safety factor of the transient impact meets the preset convergence condition.

7. The method as described in claim 1, characterized in that, The steps for obtaining the digital model of the road surface under misuse conditions include: Collect vehicle operating data under misuse conditions and after-sales failure case data; Data mining and cluster analysis are performed on the operational data and the after-sales failure case data to obtain target misuse scenarios whose occurrence probability and damage intensity both meet preset conditions; A digital model of the road surface under misuse conditions is constructed based on the three-dimensional geometric contour information, surface texture information, and material property information of the road in the target misuse scenario.

8. A simulation analysis device for chassis misuse under transient impact, characterized in that, The device includes: The digital model construction module is used to obtain a digital model of the road surface under misuse conditions. The digital model of the road surface under misuse conditions consists of three-dimensional geometric contour information, surface texture information and material property information representing the local area of ​​the road surface. The load extraction module is used to input the digital model of the misused working condition road surface into the multibody dynamics model of the whole vehicle to extract the load and obtain the load time history of the target hard point of the chassis at the moment of impact. The impact simulation module is used to apply the load time history as a boundary condition to the finite element model of the chassis components to perform transient impact simulation and obtain transient impact simulation data of the chassis components. The safety analysis module is used to perform safety analysis on the chassis components based on the transient impact simulation data.

9. A simulation analysis device for chassis misuse under transient impact, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the chassis misuse simulation analysis method under transient impact as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the chassis misuse simulation analysis method under transient impact as described in any one of claims 1 to 7.

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