Whole vehicle frame strength endurance simulation modeling method and device, electronic equipment and medium

Abstract

The application relates to the technical field of vehicles, in particular to a whole vehicle frame strength endurance simulation modeling method and device, an electronic equipment and a medium. The method comprises the following steps: constructing an initial whole vehicle finite element model; determining the model quality and the model mass center position coordinates of the initial whole vehicle finite element model, and performing coupling operation on the initial whole vehicle finite element model in the case that the model quality and the model mass center position coordinates both satisfy corresponding error conditions, so as to obtain a whole vehicle finite element model; applying a preset load on the whole vehicle finite element model, constructing a whole vehicle calculation model, and performing finite element statics analysis on the whole vehicle calculation model by using a preset inertia release method, and outputting a whole vehicle frame strength endurance simulation result according to an analysis result. Therefore, the problem that the simulation result accuracy is low and it is difficult to fully support the design requirements of high safety and long service life in the related art is solved, and the product reliability is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, electronic device and medium for simulating the strength and durability of a vehicle frame. Background Technology

[0002] With the rapid development of the automotive industry, the market share of large family cars and off-road vehicles continues to increase, and the strength, durability and safety of their chassis structure are becoming increasingly important design considerations.

[0003] Currently, finite element simulation is the primary method used in related technologies for chassis design and verification.

[0004] However, the finite element simulation method in related technologies suffers from problems such as low accuracy of simulation results and difficulty in fully supporting the design requirements of high safety and long life cycle due to the single modeling unit and insufficient geometric adaptability. These problems urgently need to be solved. Summary of the Invention

[0005] This application provides a method, device, electronic device, and medium for simulating the strength and durability of a vehicle frame, in order to solve the problems of low accuracy of simulation results and difficulty in fully supporting the design requirements of high safety and long life cycle in related technologies, thereby improving product reliability.

[0006] To achieve the above objectives, the first aspect of this application proposes a method for simulating and modeling the strength and durability of a vehicle frame, comprising the following steps: Construct the initial finite element model of the whole vehicle; The model mass and centroid position coordinates of the initial vehicle finite element model are determined, and the initial vehicle finite element model is coupled to obtain the vehicle finite element model when the model mass and centroid position coordinates both meet the corresponding error conditions. A preset load is applied to the finite element model of the vehicle to construct a vehicle calculation model. A preset inertia release method is used to perform finite element static analysis on the vehicle calculation model. Based on the analysis results, the simulation results of the vehicle frame strength and durability are output.

[0007] According to one embodiment of this application, constructing the initial finite element model of the whole vehicle includes: Obtain the chassis geometry model; The geometric feature type of the vehicle frame geometric model is determined, and a meshing strategy is determined based on the geometric feature type. The vehicle frame geometric model is then meshed according to the meshing strategy to obtain the meshing result. The initial finite element model of the whole vehicle is obtained by modeling based on the mesh division results.

[0008] According to one embodiment of this application, the step of determining a meshing strategy based on the geometric feature type, and performing meshing on the vehicle frame geometric model according to the meshing strategy to obtain a meshing result includes: When the geometric feature type is a sheet metal structure of equal thickness, the frame geometric model is processed by extracting the mid-surface, and the mesh is completed using two-dimensional quadrilateral shell elements. When the geometric feature type is a structure with unequal thickness, second-order tetrahedral solid elements are used to complete the mesh generation of the vehicle frame geometric model; When the geometric feature type is a complex structure, zero-dimensional mass elements are configured for the frame geometric model according to the design centroid coordinates and assigned corresponding masses to complete the modeling. In the case where the geometric feature type is a bushing structure, a zero-length bushing model is constructed using one-dimensional connector units.

[0009] According to one embodiment of this application, obtaining the vehicle frame geometry model includes: Identify the vehicle type corresponding to the chassis geometry model; Based on the vehicle type, at least one sub-model is obtained, and the frame geometry model is obtained based on the at least one sub-model; Wherein, when the vehicle type is a fuel-powered vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model, and suspension bracket sub-model; When the vehicle type is an electric vehicle or a hybrid vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model, suspension bracket sub-model, and battery module sub-model.

[0010] According to one embodiment of this application, after determining the model mass and centroid coordinates of the initial vehicle finite element model, the method further includes: Obtain the actual vehicle mass and the coordinates of the actual vehicle's center of gravity. Calculate the first error between the model mass and the actual vehicle mass, and calculate the second error between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity. If the first error is within the first error range and the second error is within the second error range, then it is determined that the model quality and the model centroid position coordinates both satisfy the corresponding error conditions.

[0011] According to one embodiment of this application, the calculation of a first error between the model mass and the actual vehicle mass, and the calculation of a second error between the model's center of gravity coordinates and the actual vehicle's center of gravity coordinates, include: Calculate the first difference between the model mass and the actual vehicle mass, and obtain the first error based on the first ratio of the first difference to the actual vehicle mass; Calculate the second difference between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity, and obtain the second error based on the second difference.

[0012] According to the vehicle frame strength and durability simulation modeling method proposed in this application, the model mass and centroid coordinates of the initial vehicle finite element model are determined. Under the condition that the corresponding error conditions are met, the model is coupled to obtain the vehicle finite element model. A load is then applied to the vehicle finite element model to construct a vehicle computational model. A finite element static analysis is performed on the computational model using the inertia release method. Based on the analysis results, the vehicle frame strength and durability simulation results are output. This solves the problems of low simulation accuracy and difficulty in fully supporting the design requirements of high safety and long lifespan in related technologies, thus improving product reliability.

[0013] To achieve the above objectives, a second aspect of this application provides a vehicle frame strength and durability simulation modeling device, comprising: The module builds the initial finite element model of the whole vehicle; The coupling module determines the model mass and centroid position coordinates of the initial vehicle finite element model, and performs a coupling operation on the initial vehicle finite element model to obtain the vehicle finite element model when the model mass and centroid position coordinates both meet the corresponding error conditions. The analysis module applies a preset load to the finite element model of the whole vehicle to construct a calculation model of the whole vehicle, and performs finite element static analysis on the calculation model of the whole vehicle using a preset inertia release method. Based on the analysis results, it outputs the simulation results of the strength and durability of the whole vehicle frame.

[0014] According to one embodiment of this application, the construction module is specifically used for: Obtain the chassis geometry model; The geometric feature type of the vehicle frame geometric model is determined, and a meshing strategy is determined based on the geometric feature type. The vehicle frame geometric model is then meshed according to the meshing strategy to obtain the meshing result. The initial finite element model of the whole vehicle is obtained by modeling based on the mesh division results.

[0015] According to one embodiment of this application, the construction module is specifically used for: When the geometric feature type is a sheet metal structure of equal thickness, the frame geometric model is processed by extracting the mid-surface, and the mesh is completed using two-dimensional quadrilateral shell elements. When the geometric feature type is a structure with unequal thickness, second-order tetrahedral solid elements are used to complete the mesh generation of the vehicle frame geometric model; When the geometric feature type is a complex structure, zero-dimensional mass elements are configured for the frame geometric model according to the design centroid coordinates and assigned corresponding masses to complete the modeling. In the case where the geometric feature type is a bushing structure, a zero-length bushing model is constructed using one-dimensional connector units.

[0016] According to one embodiment of this application, the construction module is specifically used for: Identify the vehicle type corresponding to the chassis geometry model; Based on the vehicle type, at least one sub-model is obtained, and the frame geometry model is obtained based on the at least one sub-model; Wherein, when the vehicle type is a fuel-powered vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model, and suspension bracket sub-model; When the vehicle type is an electric vehicle or a hybrid vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model, suspension bracket sub-model, and battery module sub-model.

[0017] According to one embodiment of this application, after determining the model mass and centroid coordinates of the initial vehicle finite element model, the coupling module is further configured to: Obtain the actual vehicle mass and the coordinates of the actual vehicle's center of gravity. Calculate the first error between the model mass and the actual vehicle mass, and calculate the second error between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity. If the first error is within the first error range and the second error is within the second error range, then it is determined that the model quality and the model centroid position coordinates both satisfy the corresponding error conditions.

[0018] According to one embodiment of this application, the coupling module is specifically used for: Calculate the first difference between the model mass and the actual vehicle mass, and obtain the first error based on the first ratio of the first difference to the actual vehicle mass; Calculate the second difference between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity, and obtain the second error based on the second difference.

[0019] According to the vehicle frame strength and durability simulation modeling device proposed in this application, the model mass and centroid coordinates of the initial vehicle finite element model are determined. Under the condition that the corresponding error conditions are met, a coupling operation is performed on the model to obtain the vehicle finite element model. A load is then applied to the vehicle finite element model to construct a vehicle calculation model. A finite element static analysis is performed on the calculation model using the inertia release method. Based on the analysis results, the vehicle frame strength and durability simulation results are output. This solves the problems of low simulation accuracy and difficulty in fully supporting the design requirements of high safety and long life cycle in related technologies, thus improving product reliability.

[0020] To achieve the above objectives, a third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the whole vehicle frame strength and durability simulation modeling method as described in the above embodiments.

[0021] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium storing a computer program that is executed by a processor to implement the whole vehicle frame strength and durability simulation modeling method as described in the above embodiments.

[0022] To achieve the above objectives, the fifth aspect of this application provides a computer program product, which, when executed by a processor, implements the whole vehicle frame strength and durability simulation modeling method as described in the above embodiments.

[0023] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart illustrating a vehicle frame strength and durability simulation modeling method according to an embodiment of this application. Figure 2 This is a schematic diagram of a vehicle frame geometry model provided according to an embodiment of this application; Figure 3 This is a schematic diagram of a two-dimensional quadrilateral shell unit model with uniform thickness according to an embodiment of this application; Figure 4This is a schematic diagram of a second-order tetrahedral solid element model according to an embodiment of this application; Figure 5 This is a schematic diagram of a zero-dimensional mass unit provided according to an embodiment of this application; Figure 6 A schematic diagram of a finite element model of a zero-length connector unit bushing according to an embodiment of this application; Figure 7 A schematic diagram of a finite element model of a vehicle frame according to an embodiment of this application; Figure 8 A schematic diagram of a complete finite element model of a vehicle provided according to an embodiment of this application; Figure 9 This is a schematic diagram of a vehicle calculation model provided according to an embodiment of this application; Figure 10 A flowchart of a vehicle frame strength and durability simulation modeling method according to an embodiment of this application; Figure 11 This is a block diagram of a vehicle frame strength and durability simulation modeling device provided according to an embodiment of this application; Figure 12 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0025] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0026] The following describes, with reference to the accompanying drawings, a method, apparatus, electronic device, and medium for simulating the strength and durability of a vehicle frame according to embodiments of this application. First, the method for simulating the strength and durability of a vehicle frame according to embodiments of this application will be described with reference to the accompanying drawings.

[0027] Figure 1 This is a flowchart of a vehicle frame strength and durability simulation modeling method according to an embodiment of this application.

[0028] like Figure 1 As shown, the simulation modeling method for the strength and durability of the entire vehicle frame includes the following steps: In step S101, an initial finite element model of the whole vehicle is constructed.

[0029] Optionally, in some embodiments, constructing an initial vehicle finite element model includes: obtaining a chassis geometric model; determining the geometric feature type of the chassis geometric model, and determining a meshing strategy based on the geometric feature type; performing meshing on the chassis geometric model according to the meshing strategy to obtain a meshing result; and modeling based on the meshing result to obtain an initial vehicle finite element model.

[0030] Furthermore, in some embodiments, a meshing strategy is determined based on the geometric feature type, and the frame geometric model is meshed according to the meshing strategy to obtain the meshing result, including: when the geometric feature type is a sheet metal structure of uniform thickness, the frame geometric model is processed by extracting mid-surfaces and meshing is completed using two-dimensional quadrilateral shell elements; when the geometric feature type is a structure of unequal thickness, the frame geometric model is meshed using second-order tetrahedral solid elements; when the geometric feature type is a complex structure, zero-dimensional mass elements are configured for the frame geometric model according to the design centroid coordinates and assigned corresponding mass to complete the modeling; when the geometric feature type is a bushing structure, a zero-length bushing model is constructed using one-dimensional connector elements.

[0031] Among them, geometric feature type refers to the category of geometric model of each component of the frame based on its own structural shape, dimensional characteristics, and modeling adaptability. Mid-surface extraction refers to the operation method of extracting the mid-surface in the thickness direction from a 3D sheet metal solid geometric model with uniform thickness, and transforming the original 3D solid model into a thickness-free 2D shell element geometric model. A 2D quadrilateral shell element is a finite element analysis unit suitable for thin-walled structures. It is a four-node, planar geometric 2D element that can simulate the mechanical properties of 3D thin-walled structures by assigning thickness parameters. A second-order tetrahedral solid element is a high-order finite element analysis unit suitable for irregular 3D solid structures. It is a four-node / ten-node 3D solid element that fits the geometric shape and mechanical properties of the structure through the quadratic interpolation function of the element nodes, accurately reproducing the stress and deformation characteristics of irregular, variable-thickness structures. A zero-dimensional mass element is a finite element analysis unit with no geometric dimensions but only mass attributes, also often called a mass point element. It has no geometric relationship between nodes, is located only by the centroid coordinates and assigned precise mass parameters, and is used to simulate complex components in the frame that do not require precise reproduction of geometric and mechanical deformation, but only need to reflect mass contribution. A one-dimensional connector element is a finite element with no physical geometry, transmitting mechanical properties solely through node connections. Centered on the connection relationships between nodes, it can be customized with mechanical properties such as stiffness, damping, and flexibility, specifically designed to simulate the mechanical behavior of various flexible connections and articulated components in a vehicle frame. The zero-length bushing model is a finite element simulation model of the frame bushing structure constructed using one-dimensional connector elements. It has no geometric dimensions and only reflects the mechanical connection characteristics. By setting the master and slave points of the elements to the same spatial location, the model has no actual physical length, simulating the flexible connection, force, and displacement transmission characteristics of the bushing solely through the application of measured mechanical parameters.

[0032] Specifically, in this application embodiment, a vehicle frame geometric model is obtained, such as... Figure 2 As shown, Figure 2 This is a schematic diagram of a vehicle frame geometry model according to an embodiment of this application. Different meshing methods are used to divide the frame geometry model according to its geometric feature type. For example... Figure 3 As shown, Figure 3 This is a two-dimensional quadrilateral shell element model of uniform thickness provided according to an embodiment of this application. For sheet metal geometry models of uniform thickness, a mid-surface extraction method is used, and two-dimensional (2D) quadrilateral shell elements are used for partitioning. For example... Figure 4 As shown, Figure 4 This is a schematic diagram of a second-order tetrahedral solid element model provided according to an embodiment of this application. For geometric models with unequal thicknesses, second-order tetrahedral solid elements are used for partitioning. Figure 5 As shown, Figure 5This is a schematic diagram of a zero-dimensional mass element provided according to an embodiment of this application. For complex geometric models such as vehicle body, powertrain, steering gear, and fuel tank, zero-dimensional (ODMASS) mass elements are used for modeling based on the designed center-of-mass coordinates, and corresponding masses are assigned. Figure 6 As shown, Figure 6 This is a schematic diagram of a zero-length connector unit bushing finite element model according to an embodiment of this application. The bushing structure is simulated using one-dimensional (1D) connector units JOINTC (connection unit C) / CONN3D2 (three-dimensional flexible connection unit). The master and slave points are at the same location, meaning the bushing finite element model using 1D connector units is a zero-length bushing model. The master and slave points are connected to the connector through motion coupling units, and the measured bushing is given nonlinear stiffness and a corresponding local coordinate system. Thus, an initial vehicle finite element model is obtained based on different mesh generation results, ensuring that the initial vehicle finite element model closely approximates the real physical structure and guarantees model accuracy.

[0033] Optionally, in some embodiments, obtaining the frame geometry model includes: identifying the vehicle type corresponding to the frame geometry model; obtaining at least one sub-model based on the vehicle type, and obtaining the frame geometry model based on the at least one sub-model; wherein, when the vehicle type is a gasoline vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate sub-model, subframe model, anti-collision beam model, and suspension bracket sub-model; when the vehicle type is an electric vehicle or a hybrid vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model, suspension bracket sub-model, and battery module sub-model.

[0034] Specifically, to ensure the accuracy of the overall model's stiffness and mass, in addition to the main chassis model, body, powertrain, and fuel tank, the whole vehicle finite element model should also include finite element models of related components such as the underbody protection plate, subframe, crash beams, and suspension brackets. For electric or hybrid vehicles, a finite element model of the battery module should also be included to ensure the accuracy of the overall model's stiffness and mass. For example, such as Figure 7 As shown, Figure 7 This is a schematic diagram of a finite element model of a vehicle frame provided according to an embodiment of this application. As can be seen from the figure, a corresponding sub-model is obtained based on the vehicle type, and then the mesh is divided according to the geometric feature type of the sub-model to obtain the finite element model of the vehicle frame.

[0035] In step S102, the model mass and centroid position coordinates of the initial vehicle finite element model are determined. If the model mass and centroid position coordinates both meet the corresponding error conditions, the initial vehicle finite element model is coupled to obtain the vehicle finite element model.

[0036] Among them, the model centroid position coordinates refer to the spatial position coordinates of the mass center of the initial whole vehicle finite element model in the preset three-dimensional coordinate system, which are obtained by finite element modeling software.

[0037] Specifically, in this embodiment of the application, the mass of the initial vehicle finite element model and the coordinates of the centroid of the initial vehicle finite element model are measured. If either or both of the model mass and the model centroid coordinates do not meet the corresponding error conditions, this embodiment of the application needs to readjust and load the finite element model, including the density values ​​of the components, the loading of the mass points, etc., until both meet the corresponding error conditions.

[0038] like Figure 8 As shown, Figure 8 This is a schematic diagram of a complete vehicle finite element model provided according to an embodiment of this application. Under the condition that the model mass and the model centroid coordinates both meet the corresponding error conditions, this embodiment of the application couples the vehicle body, bushing model, frame body, battery module model, powertrain, subframe, underbody protection plate, etc., through motion or displacement coupling units. Each channel loading point is connected to the connected component through a motion coupling unit, forming a complete vehicle finite element model.

[0039] In step S103, a preset load is applied to the finite element model of the whole vehicle to construct the whole vehicle calculation model, and a preset inertia release method is used to perform finite element static analysis on the whole vehicle calculation model. Based on the analysis results, the simulation results of the strength and durability of the whole vehicle frame are output.

[0040] The preset load can be a load pre-set by the user, a load obtained through a limited number of experiments, or a load obtained through a limited number of computer simulations.

[0041] Specifically, such as Figure 9 As shown, Figure 9 This is a schematic diagram of a vehicle calculation model provided according to an embodiment of this application. According to the specific analysis of the working conditions, the embodiment of this application applies corresponding loads to the loading points of each channel of the vehicle finite element model to form a vehicle calculation model.

[0042] Furthermore, since the finite element model of the whole vehicle has no fixed constraints and is in equilibrium but can move freely, a finite static analysis is performed on the vehicle computational model. A pre-defined inertia release method is used for calculation, generating a virtual inertial force to balance external forces, thus making static analysis possible. Based on the analysis results, the calculation results of the whole vehicle finite element model are output, allowing for viewing of relative displacement, stress, and strain.

[0043] Therefore, this application proposes a refined finite element simulation modeling method for vehicle frame structures. This method selects appropriate finite element types for modeling based on the geometric characteristics of each component of the frame, thereby more realistically reflecting the structural characteristics. At the same time, during the whole vehicle model construction stage, constraints on total mass and center of mass position are introduced to ensure that the simulation model is consistent with the actual vehicle. On this basis, a finite element static analysis method based on inertia release is used for simulation calculation, effectively handling the balance problem under unconstrained working conditions, and more accurately simulating the stress and strain distribution of the frame under complex loads.

[0044] Furthermore, in order to avoid the problem of simulation result distortion caused by model quality and centroid deviation, the embodiments of this application perform precise verification and error determination of the quality and centroid of the actual vehicle and the model in two dimensions.

[0045] Optionally, in some embodiments, after determining the model mass and model centroid position coordinates of the initial whole vehicle finite element model, the method further includes: obtaining the actual vehicle mass and actual vehicle centroid position coordinates; calculating a first error between the model mass and the actual vehicle mass, and calculating a second error between the model centroid position coordinates and the actual vehicle centroid position coordinates; if the first error is within the first error range and the second error is within the second error range, then it is determined that both the model mass and the model centroid position coordinates satisfy the corresponding error conditions.

[0046] Optionally, in some embodiments, calculating a first error between the model mass and the actual vehicle mass, and calculating a second error between the model's center of gravity position coordinates and the actual vehicle's center of gravity position coordinates, includes: calculating a first difference between the model mass and the actual vehicle mass, and obtaining a first error based on the ratio of the first difference to the actual vehicle mass; calculating a second difference between the model's center of gravity position coordinates and the actual vehicle's center of gravity position coordinates, and obtaining a second error based on the second difference.

[0047] Specifically, in this embodiment, the mass A of the finite element model of the vehicle is measured, and the actual mass B of the vehicle is obtained. The first difference between the two is AB. The first error is the ratio of the first difference to the actual mass of the vehicle, i.e., |(AB)| / B. In this embodiment, the coordinates of the center of gravity of the vehicle in the finite element model are measured, and the coordinates of the actual center of gravity of the vehicle are obtained. The second difference between the two is calculated to obtain the second error. When the first error is within the first error range (e.g., within 3%) and the second error is within the second error range (e.g., 0%), the initial finite element model of the vehicle is coupled to obtain the finite element model of the vehicle. If the first error is not within the first error range, or the second error is not within the second error range, this embodiment requires the initial finite element model of the vehicle to be readjusted and reloaded, including the density values ​​of the components, the loading of the mass points, etc., until the mass error between the two is within 3% and the coordinates of the finite element center of gravity are consistent with the coordinates of the actual center of gravity of the vehicle.

[0048] This effectively avoids the unnecessary workload caused by unqualified models entering subsequent modeling stages, improves the modeling accuracy and overall modeling efficiency of the whole vehicle finite element model, and lays a solid model foundation for the authenticity and reliability of subsequent frame strength and durability simulation results.

[0049] Therefore, the vehicle frame geometric model is imported and processed, meshed, and modeled using finite element methods. For geometric models of sheet metal parts with uniform thickness, a mid-surface extraction method is used, and 2D quadrilateral shell elements are used for meshing. Geometric models with unequal wall thicknesses are modeled using second-order tetrahedrons. Complex geometric models such as the body, powertrain, and fuel tank are modeled using 0D mass elements. Bushing structures are modeled using 1D elements JOINTC / CONN3D2. Loading is performed based on the mass of the vehicle components, and the total mass of the model after loading is compared with the actual vehicle mass. The error between the two should not exceed 3%, and the coordinates of the model's center of gravity should be consistent with the coordinates of the actual vehicle's center of gravity. If they are inconsistent, the finite element model needs to be readjusted and reloaded. If they are consistent, they are coupled using motion / displacement coupling elements. Corresponding loads are applied to each channel position of the frame, and the inertia release method is used for calculation. Finally, the simulation calculation results are output. This application embodiment considers the overall vehicle load and the measured stiffness properties of the body bushings, and uses the inertia release calculation method to perform strength and durability simulation analysis on the automobile frame, thereby improving the accuracy of the overall vehicle frame strength and durability calculation.

[0050] To facilitate a better understanding of the vehicle frame strength and durability simulation modeling method proposed in this application for those skilled in the art, the following is a combination of... Figure 10 Further explanation is needed.

[0051] like Figure 10 As shown, Figure 10This is a flowchart of a vehicle frame strength and durability simulation modeling method according to an embodiment of this application. The vehicle frame strength and durability simulation modeling method includes the following steps: S1001, Start the simulation modeling of the strength and durability of the automobile frame.

[0052] S1002, Import and process the chassis geometry model.

[0053] S1003, Finite element mesh generation / modeling of the chassis.

[0054] If the geometric model type is a sheet metal geometric model of equal thickness, then step S1004 is executed; if the geometric model type is a geometric model of unequal thickness, then step S1005 is executed; if the geometric model type is a body, powertrain, or fuel tank, then step S1006 is executed; if the geometric model type is a bushing structure, then step S1007 is executed.

[0055] S1004, if the geometric model type is a sheet metal geometric model of equal thickness, use the mid-surface 2D quadrilateral shell element for mesh generation.

[0056] S1005, if the geometric model type is a geometric model with unequal thickness, use second-order tetrahedral elements for mesh generation.

[0057] S1006, if the geometric model type is body, powertrain, or fuel tank, use 0D mass point elements for mesh generation.

[0058] S1007, If the geometric model type is a bushing structure, use 1D connector elements for mesh generation.

[0059] S1008: After the model's total mass is loaded, the error between it and the actual vehicle mass is less than 3%, and the center of gravity position is consistent with the actual vehicle center of gravity position. If yes, proceed to step S1009; otherwise, return to step S1003.

[0060] S1009 is coupled through a motion / displacement coupling unit.

[0061] S1010, apply loads to the loading points at each channel position of the chassis.

[0062] S1011 is calculated using the inertial release method.

[0063] S1012 outputs the strength and durability simulation results.

[0064] Therefore, this application establishes a finite element model of the chassis based on the chassis geometry model, ensuring consistency between the finite element model and the geometry model. Different elements are used for modeling different model structures to ensure that the finite element model closely approximates the real physical model. The finite element model is compared with the actual model, and the weight error between the two does not exceed 3%, and the center of gravity of the whole vehicle is in the same position. Finally, coupling is achieved through coupling elements. The inertial release calculation method is used for loading, and the simulation analysis results are output. Through collaborative modeling of multiple element types, mass attribute calibration, and inertial release coupling analysis, the accuracy of chassis strength and durability calculations is significantly improved. The constructed simulation model has higher geometric and physical realism, which can better guide chassis design optimization, improve product reliability, and provide a high-confidence simulation basis for the assessment of vehicle safety and durability.

[0065] According to the vehicle frame strength and durability simulation modeling method proposed in this application, the model mass and centroid coordinates of the initial vehicle finite element model are determined. Under the condition that the corresponding error conditions are met, the model is coupled to obtain the vehicle finite element model. A load is then applied to the vehicle finite element model to construct a vehicle computational model. A finite element static analysis is performed on the computational model using the inertia release method. Based on the analysis results, the vehicle frame strength and durability simulation results are output. This solves the problems of low simulation accuracy and difficulty in fully supporting the design requirements of high safety and long lifespan in related technologies, thus improving product reliability.

[0066] Next, referring to the accompanying drawings, the vehicle frame strength and durability simulation modeling device proposed according to the embodiments of this application is described.

[0067] Figure 11 This is a block diagram of a vehicle frame strength and durability simulation modeling device according to an embodiment of this application.

[0068] like Figure 11 As shown, the vehicle frame strength and durability simulation modeling device 10 includes: a construction module 100, a coupling module 200, and an analysis module 300.

[0069] Among them, module 100 is used to construct the initial finite element model of the whole vehicle; The coupling module 200 determines the model mass and centroid position coordinates of the initial vehicle finite element model, and performs coupling operation on the initial vehicle finite element model to obtain the vehicle finite element model when the model mass and centroid position coordinates both meet the corresponding error conditions. Analysis module 300 applies a preset load to the finite element model of the whole vehicle, constructs the whole vehicle calculation model, and performs finite element static analysis on the whole vehicle calculation model using a preset inertia release method. Based on the analysis results, it outputs the simulation results of the strength and durability of the whole vehicle frame.

[0070] According to one embodiment of this application, the construction module 100 is specifically used for: Obtain the chassis geometry model; Determine the geometric feature types of the chassis geometric model, determine the meshing strategy based on the geometric feature types, and perform meshing on the chassis geometric model according to the meshing strategy to obtain the meshing results; The initial finite element model of the whole vehicle is obtained by modeling based on the mesh generation results.

[0071] According to one embodiment of this application, the construction module 100 is specifically used for: In the case of sheet metal structure with uniform thickness, the frame geometry model is processed by extracting the mid-surface and the mesh is completed using two-dimensional quadrilateral shell elements. When the geometric feature type is a structure with unequal thickness, second-order tetrahedral solid elements are used to complete the mesh generation of the frame geometric model; In cases where the geometric feature type is a complex structure, zero-dimensional mass elements are configured for the frame geometric model according to the design centroid coordinates and assigned corresponding masses to complete the modeling; In the case of a bushing structure with geometric features, a zero-length bushing model is constructed using one-dimensional connector units.

[0072] According to one embodiment of this application, the construction module 100 is specifically used for: Identify the vehicle type corresponding to the chassis geometry model; Based on the vehicle type, obtain at least one sub-model, and obtain the chassis geometry model based on at least one sub-model; Among them, when the vehicle type is a fuel vehicle, at least one of the following sub-models is a frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model and suspension bracket sub-model; When the vehicle type is an electric vehicle or a hybrid vehicle, at least one sub-model is one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate sub-model, subframe model, anti-collision beam model, suspension bracket sub-model, and battery module sub-model.

[0073] According to one embodiment of this application, after determining the model mass and centroid coordinates of the initial finite element model of the vehicle, the coupling module 200 is further configured to: Obtain the actual vehicle mass and the coordinates of the actual vehicle's center of gravity. Calculate the first error between the model mass and the actual vehicle mass, and calculate the second error between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity. If the first error is within the first error range and the second error is within the second error range, then the model quality and the model centroid position coordinates are determined to satisfy the corresponding error conditions.

[0074] According to one embodiment of this application, the coupling module 200 is specifically used for: Calculate the first difference between the model mass and the actual vehicle mass, and obtain the first error based on the first ratio of the first difference to the actual vehicle mass; Calculate the second difference between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity, and obtain the second error based on the second difference.

[0075] It should be noted that the foregoing explanation of the embodiment of the whole vehicle frame strength and durability simulation modeling method also applies to the whole vehicle frame strength and durability simulation modeling device of this embodiment, and will not be repeated here.

[0076] According to the vehicle frame strength and durability simulation modeling device proposed in this application, the model mass and centroid coordinates of the initial vehicle finite element model are determined. Under the condition that the corresponding error conditions are met, a coupling operation is performed on the model to obtain the vehicle finite element model. A load is then applied to the vehicle finite element model to construct a vehicle calculation model. A finite element static analysis is performed on the calculation model using the inertia release method. Based on the analysis results, the vehicle frame strength and durability simulation results are output. This solves the problems of low simulation accuracy and difficulty in fully supporting the design requirements of high safety and long life cycle in related technologies, thus improving product reliability.

[0077] Figure 12 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. The electronic device may include: The memory 1201, the processor 1202, and the computer program stored on the memory 1201 and executable on the processor 1202.

[0078] When the processor 1202 executes the program, it implements the whole vehicle frame strength and durability simulation modeling method provided in the above embodiments.

[0079] Furthermore, electronic devices also include: Communication interface 1203 is used for communication between memory 1201 and processor 1202.

[0080] The memory 1201 is used to store computer programs that can run on the processor 1202.

[0081] The memory 1201 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0082] If the memory 1201, processor 1202, and communication interface 1203 are implemented independently, then the communication interface 1203, memory 1201, and processor 1202 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 12 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0083] Optionally, in a specific implementation, if the memory 1201, processor 1202, and communication interface 1203 are integrated on a single chip, then the memory 1201, processor 1202, and communication interface 1203 can communicate with each other through an internal interface.

[0084] Processor 1202 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention.

[0085] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle frame strength and durability simulation modeling method.

[0086] This application also provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it implements the steps in any of the above embodiments of the whole vehicle frame strength and durability simulation modeling method.

[0087] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0089] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for simulating and modeling the strength and durability of a vehicle frame, characterized in that, include: Construct the initial finite element model of the whole vehicle; The model mass and centroid position coordinates of the initial vehicle finite element model are determined, and the initial vehicle finite element model is coupled to obtain the vehicle finite element model when the model mass and centroid position coordinates both meet the corresponding error conditions. A preset load is applied to the finite element model of the vehicle to construct a vehicle calculation model. A preset inertia release method is used to perform finite element static analysis on the vehicle calculation model. Based on the analysis results, the simulation results of the vehicle frame strength and durability are output.

2. The method according to claim 1, characterized in that, The construction of the initial finite element model of the whole vehicle includes: Obtain the chassis geometry model; The geometric feature type of the vehicle frame geometric model is determined, and a meshing strategy is determined based on the geometric feature type. The vehicle frame geometric model is then meshed according to the meshing strategy to obtain the meshing result. The initial finite element model of the whole vehicle is obtained by modeling based on the mesh division results.

3. The method according to claim 2, characterized in that, The step of determining a meshing strategy based on the geometric feature type, and performing meshing on the vehicle frame geometric model according to the meshing strategy to obtain a meshing result includes: When the geometric feature type is a sheet metal structure of equal thickness, the frame geometric model is processed by extracting the mid-surface, and the mesh is completed using two-dimensional quadrilateral shell elements. When the geometric feature type is a structure with unequal thickness, second-order tetrahedral solid elements are used to complete the mesh generation of the vehicle frame geometric model; When the geometric feature type is a complex structure, zero-dimensional mass elements are configured for the frame geometric model according to the design centroid coordinates and assigned corresponding masses to complete the modeling. In the case where the geometric feature type is a bushing structure, a zero-length bushing model is constructed using one-dimensional connector units.

4. The method according to claim 2, characterized in that, The process of obtaining the vehicle frame geometry model includes: Identify the vehicle type corresponding to the chassis geometry model; Based on the vehicle type, at least one sub-model is obtained, and the frame geometry model is obtained based on the at least one sub-model; Wherein, when the vehicle type is a fuel-powered vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model, and suspension bracket sub-model; When the vehicle type is an electric vehicle or a hybrid vehicle, the at least one sub-model is at least one of the following: frame main body sub-model, body sub-model, powertrain sub-model, fuel tank model, underbody protection plate model, subframe model, anti-collision beam model, suspension bracket sub-model, and battery module sub-model.

5. The method according to claim 1, characterized in that, After determining the model mass and centroid coordinates of the initial finite element model of the vehicle, the process also includes: Obtain the actual vehicle mass and the coordinates of the actual vehicle's center of gravity. Calculate the first error between the model mass and the actual vehicle mass, and calculate the second error between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity. If the first error is within the first error range and the second error is within the second error range, then it is determined that the model quality and the model centroid position coordinates both satisfy the corresponding error conditions.

6. The method according to claim 5, characterized in that, The calculation of the first error between the model mass and the actual vehicle mass, and the calculation of the second error between the model's center of gravity coordinates and the actual vehicle's center of gravity coordinates, include: Calculate the first difference between the model mass and the actual vehicle mass, and obtain the first error based on the first ratio of the first difference to the actual vehicle mass; Calculate the second difference between the coordinates of the model's center of gravity and the coordinates of the actual vehicle's center of gravity, and obtain the second error based on the second difference.

7. A vehicle frame strength and durability simulation modeling device, characterized in that, include: The module builds the initial finite element model of the whole vehicle; The coupling module determines the model mass and centroid position coordinates of the initial vehicle finite element model, and performs a coupling operation on the initial vehicle finite element model to obtain the vehicle finite element model when the model mass and centroid position coordinates both meet the corresponding error conditions. The analysis module applies a preset load to the finite element model of the whole vehicle to construct a calculation model of the whole vehicle, and performs finite element static analysis on the calculation model of the whole vehicle using a preset inertia release method. Based on the analysis results, it outputs the simulation results of the strength and durability of the whole vehicle frame.

8. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the whole vehicle frame strength and durability simulation modeling method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the whole vehicle frame strength and durability simulation modeling method as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the whole vehicle frame strength and durability simulation modeling method as described in any one of claims 1-6.

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