Simulation evaluation method and device for inclined scraping bottom, vehicle, medium and program product

Abstract

This application relates to the field of vehicle finite element simulation modeling and analysis technology, and in particular to a simulation evaluation method, device, vehicle, medium, and program product for tilted undercarriage scraping. The method includes: acquiring vehicle data and in-situ test data; initializing a pre-constructed finite element model to obtain a first finite element model; constructing a vehicle tilted undercarriage scraping simulation condition, and acquiring simulation strain data of the first finite element model under the vehicle tilted undercarriage scraping simulation condition; and generating a simulation evaluation result of the vehicle based on the simulation strain data, provided that the simulation strain data meets preset evaluation conditions. This solves the problems in related technologies, such as high cost, long cycle, high risk of real-vehicle undercarriage scraping tests, difficulty in fully covering complex scenarios, and inability to efficiently support the optimization of protective structures; and the shortcomings of finite element simulation, such as insufficient condition fit, model refinement, standardization, and multi-parameter coupling, resulting in poor reliability and difficulty in meeting practical needs.

Description

Technical Field

[0001] This application relates to the field of vehicle finite element simulation modeling and analysis technology, and in particular to a simulation evaluation method, device, vehicle, medium and program product for inclined bottom scraping. Background Technology

[0002] Currently, the evaluation of the safety performance of power batteries under impact and the optimization of protective structures mainly rely on two methods: real-vehicle testing and finite element simulation. Real-vehicle testing involves subjecting the power battery pack in a real vehicle to actual scraping and collisions with obstacles under real or simulated road conditions. Key data such as deformation, stress, electrical performance changes, and failure modes of the battery pack during the dynamic impact process are directly measured and recorded, serving as a benchmark for evaluating safety performance and a basis for optimizing the protective structure. The finite element simulation method for power battery under impact discretizes the complex structure, including the power battery pack, protective structure, and under-impact tooling, into a finite number of interconnected elements. By defining the material properties, geometric parameters, and connection relationships of each element, the boundary conditions and load application methods in actual under-impact conditions are simulated. The dynamic equations are solved using simulation software, thereby obtaining key parameters such as stress-strain distribution, deformation, intrusion amount, and energy conversion laws of the power battery pack and protective structure during the under-impact process.

[0003] However, among the related technologies, real vehicle scraping tests are costly, time-consuming, and risky, and are difficult to fully cover complex scenarios, making it impossible to efficiently support the optimization of protective structures; while finite element simulation has shortcomings such as working condition fit, model refinement, standardization, and multi-parameter coupling, resulting in unreliable results that are difficult to meet actual needs and urgently require improvement. Summary of the Invention

[0004] This application provides a simulation evaluation method, device, vehicle, medium, and program product for inclined undercarriage scraping, in order to solve the problems in related technologies, such as high cost, long cycle, high risk of real vehicle undercarriage scraping test, difficulty in fully covering complex scenarios, and inability to efficiently support the optimization of protective structures; and the shortcomings of finite element simulation, such as insufficient working condition fit, model refinement, standardization, and multi-parameter coupling, resulting in poor reliability of results and difficulty in meeting actual needs.

[0005] The first aspect of this application provides a simulation evaluation method for vehicle tilting and scraping, comprising the following steps: acquiring vehicle data and in-situ test data; initializing a pre-constructed finite element model based on the vehicle data and the in-situ test data to obtain a first finite element model; constructing a vehicle tilting and scraping simulation condition, and acquiring simulation strain data of each simulated vehicle component and simulated battery in the vehicle tilting and scraping simulation condition of the first finite element model; and generating a simulation evaluation result of the vehicle based on the simulation strain data when the simulation strain data meets preset evaluation conditions.

[0006] Optionally, in one embodiment of this application, before initializing the pre-built finite element model, the method further includes: constructing a vehicle simulation model matching the target vehicle based on the vehicle architecture information of the target vehicle; constructing a battery simulation model matching the target battery based on the actual structural information of the target battery in the target vehicle; obtaining actual obstacle data corresponding to the target vehicle, and constructing a corresponding obstacle simulation model based on the actual obstacle data; and constructing the finite element model based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model.

[0007] Optionally, in one embodiment of this application, the step of constructing the finite element model based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model includes: determining target simulation contact information between the target simulated vehicle, the target simulated battery, and the target simulated obstacle based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model; and constructing the finite element model based on the target simulation contact information.

[0008] Optionally, in one embodiment of this application, the step of constructing a battery simulation model matching the target battery based on the actual structural information of the target battery in the target vehicle includes: determining the target buffer layer and target metal structural component of the target battery based on the actual structural information; determining the first model parameter and the second model parameter of the battery simulation model based on the target buffer layer and the target metal structural component respectively; and constructing the battery simulation model based on the first model parameter and the second model parameter.

[0009] Optionally, in one embodiment of this application, the initialization of the pre-constructed finite element model based on the vehicle data and the in-situ test data to obtain a first finite element model includes: determining the mechanical data of the vehicle under the simulated vehicle tilting and scraping condition based on the in-situ test data; determining the model parameters of the finite element model based on the mechanical data; and inputting the model parameters into the finite element model to complete the initialization of the finite element model and obtain the first finite element model.

[0010] Optionally, in one embodiment of this application, generating a simulation evaluation result of the vehicle based on the simulated strain data includes: acquiring the actual strain data of the vehicle; calculating the data error between the actual strain data and the simulated strain data; if the data error is less than a preset error threshold, generating the simulation evaluation result based on the simulated strain data; if the data error is greater than or equal to the preset error threshold, correcting the model parameters of the first finite element model based on the actual strain data to obtain a second finite element model, and acquiring the simulation strain data corresponding to the second finite element model to determine the simulation evaluation result.

[0011] A second aspect of this application provides a simulation evaluation device for vehicle tilting and scraping, comprising: an acquisition module for acquiring vehicle data and in-situ test data; an initialization module for initializing a pre-constructed finite element model based on the vehicle data and the in-situ test data to obtain a first finite element model; a first construction module for constructing a vehicle tilting and scraping simulation condition and acquiring simulation strain data of each simulated vehicle component and simulated battery in the vehicle tilting and scraping simulation condition; and a generation module for generating a simulation evaluation result of the vehicle based on the simulation strain data when the simulation strain data meets preset evaluation conditions.

[0012] Optionally, in one embodiment of this application, the system further includes: a second construction module, configured to construct a vehicle simulation model matching the target vehicle based on the vehicle architecture information of the target vehicle before initializing the pre-constructed finite element model; a third construction module, configured to construct a battery simulation model matching the target battery based on the actual structural information of the target battery in the target vehicle; a fourth construction module, configured to acquire actual obstacle data corresponding to the target vehicle and construct a corresponding obstacle simulation model based on the actual obstacle data; and a fifth construction module, configured to construct the finite element model based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model.

[0013] Optionally, in one embodiment of this application, the fifth construction module includes: a first determining unit, configured to determine target simulation contact information between the target simulated vehicle, the target simulated battery, and the target simulated obstacle based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model; and a first construction unit, configured to construct the finite element model based on the target simulation contact information.

[0014] Optionally, in one embodiment of this application, the third construction module includes: a second determining unit, configured to determine the target buffer layer and the target metal structure of the target battery based on the actual structural information; a third determining unit, configured to determine the first model parameter and the second model parameter of the battery simulation model based on the target buffer layer and the target metal structure, respectively; and a second construction unit, configured to construct the battery simulation model based on the first model parameter and the second model parameter.

[0015] Optionally, in one embodiment of this application, the initialization module includes: a fourth determining unit, used to determine the mechanical data of the vehicle under the simulated vehicle tilting and scraping condition based on the in-situ test data; a fifth determining unit, used to determine the model parameters of the finite element model based on the mechanical data; and a first generating unit, used to input the model parameters into the finite element model to complete the initialization of the finite element model and obtain the first finite element model.

[0016] Optionally, in one embodiment of this application, the generation module includes: an acquisition unit for acquiring actual strain data of the vehicle; a calculation unit for calculating the data error between the actual strain data and the simulated strain data; a second generation unit for generating the simulation evaluation result based on the simulated strain data when the data error is less than a preset error threshold; and a third generation unit for correcting the model parameters of the first finite element model based on the actual strain data to obtain a second finite element model when the data error is greater than or equal to the preset error threshold, and acquiring the simulation strain data corresponding to the second finite element model to determine the simulation evaluation result.

[0017] A third aspect of this application provides a vehicle, 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 simulation evaluation method for vehicle tilting and scraping as described in the above embodiments.

[0018] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described simulation evaluation method for vehicle tilting and scraping.

[0019] The fifth aspect of this application provides a computer program product, including a computer program that, when executed, implements the above-described simulation evaluation method for vehicle tilting and scraping.

[0020] This application embodiment can initialize a pre-constructed finite element model based on acquired vehicle data and in-situ test data to obtain a first finite element model. By constructing a vehicle tilting and scraping simulation condition, it obtains simulation strain data for each simulated vehicle component and simulated battery within the first finite element model under this condition. If the simulation strain data meets preset evaluation conditions, corresponding simulation evaluation results are generated. By fusing vehicle data and in-situ test data to accurately initialize the finite element model and construct a vehicle tilting and scraping simulation condition, the simulation condition fit, model refinement level, and result reliability can be effectively improved, thereby quickly generating reliable simulation evaluation results to support the optimization of the protective structure. This solves the problems in related technologies, such as high cost, long cycle, high risk of real-vehicle scraping tests, difficulty in comprehensively covering complex scenarios, and inability to efficiently support the optimization of protective structures; and the shortcomings of finite element simulation, including insufficient condition fit, model refinement, standardization, and multi-parameter coupling, resulting in poor result reliability and difficulty in meeting actual needs.

[0021] 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

[0022] 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:

[0023] Figure 1 This is a flowchart of a simulation evaluation method for vehicle tilting and scraping according to an embodiment of this application; Figure 2 This is a schematic diagram of a vehicle tilting and scraping undercarriage simulation condition according to an embodiment of this application; Figure 3 This is a schematic diagram of the plastic strain of a vehicle chassis component under simulated vehicle tilting and scraping conditions according to an embodiment of this application; Figure 4 This is a schematic diagram of the plastic strain of a power battery pack guard plate under a simulated vehicle tilting and scraping condition according to an embodiment of this application; Figure 5 This is a schematic diagram of the plastic strain of the lower housing of a power battery pack under a simulated vehicle tilting and scraping condition, according to an embodiment of this application. Figure 6 This is a schematic diagram of the plastic strain of a battery pack cover plate under a simulated vehicle tilting and scraping condition according to an embodiment of this application; Figure 7 This is a flowchart illustrating the working principle of a simulation evaluation method for vehicle tilting and scraping under the road surface according to an embodiment of this application; Figure 8 This is a block diagram of a simulation evaluation device for vehicle tilting and scraping under the vehicle, provided in an embodiment of this application. Figure 9 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0024] The embodiments of this application are described in detail below. Examples of the 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.

[0025] The following description, with reference to the accompanying drawings, describes the simulation evaluation method, apparatus, vehicle, medium, and program product for inclined bottom scraping according to embodiments of this application. To address the issues mentioned in the background technology, such as the high cost, long cycle, and high risk of real-vehicle undercarriage testing, and the difficulty in comprehensively covering complex scenarios, thus hindering efficient support for protective structure optimization; and the shortcomings of finite element simulation (FEM) including insufficient working condition fit, model refinement, standardization, and multi-parameter coupling, resulting in unreliable results that fail to meet practical needs, this application provides a simulation evaluation method for vehicle tilting undercarriage. In this method, a pre-constructed finite element model is initialized based on acquired vehicle data and in-situ test data to obtain a first finite element model. By constructing a vehicle tilting undercarriage simulation condition, simulation strain data of each simulated vehicle component and simulated battery within the first finite element model under this condition are obtained. If the simulation strain data meets preset evaluation conditions, corresponding simulation evaluation results are generated. By fusing vehicle data and in-situ test data to accurately initialize the finite element model and construct the vehicle tilting undercarriage simulation condition, the simulation condition fit, model refinement, and result reliability can be effectively improved, thereby quickly generating reliable simulation evaluation results to support protective structure optimization. This solves the problems in related technologies, such as high cost, long cycle, high risk of real vehicle scraping tests, difficulty in fully covering complex scenarios, and inability to efficiently support the optimization of protective structures; and the shortcomings of finite element simulation, such as insufficient working condition fit, model refinement, standardization, and multi-parameter coupling, resulting in poor reliability of results and difficulty in meeting actual needs.

[0026] Specifically, Figure 1 This is a flowchart of a simulation evaluation method for vehicle tilting and scraping, provided according to an embodiment of this application.

[0027] like Figure 1 As shown, the simulation evaluation method for vehicle tilting and scraping the bottom includes the following steps: In step S101, vehicle data and in-situ test data are acquired.

[0028] It is understood that, in the embodiments of this application, vehicle data may include, but is not limited to, vehicle mass, center of gravity position, and vehicle model, etc., and this application does not impose specific limitations; in-situ test data can be understood as data generated by conducting in-situ tests on the vehicle, such as the elastic modulus, Poisson's ratio, yield strength, and fracture strength of the underbody protection plate and box material; the material, density, elastic modulus, Poisson's ratio, damping coefficient, stress and strain curves of the foam material and metal material of the power battery pack buffer layer, etc., can be specifically set by those skilled in the art according to the actual situation, and this application does not impose specific limitations. Among them, material is used to uniquely identify a material; density is used to represent the density value of the material; elastic modulus is used to represent the stiffness of the material, that is, the ability of the material to resist deformation under force; Poisson's ratio is used to represent the ratio of the material's lateral deformation to its longitudinal deformation: for metal materials, Poisson's ratio can be set to 0.33; for foam materials, Poisson's ratio can be set to 0; stress and strain curves are used to represent the stress performance of the material under different strains, and the stress value needs to be a positive non-zero value, and this application does not impose specific limitations.

[0029] For example, in this application embodiment, a tensile testing machine is used to conduct quasi-static compression, tensile, and friction tests on key components such as the bottom protective plate, buffer layer, and battery cells of the power battery pack to simulate the strain rate during the inclined scraping process. The data collection includes load and displacement curves, stress and strain curves, and failure threshold data. The cells are subjected to quasi-static flat plate extrusion and contact (steel ball) extrusion tests at a loading rate of 0.1 mm / min. Electrochemical cycle stability data under different loads are collected to provide a basis for cell failure criterion calibration. The specific settings can be made by those skilled in the art according to the actual situation, and this application does not impose specific limitations.

[0030] In this embodiment, stress and strain curves can be converted into true stress and strain curves to obtain data input for subsequent simulations. The expression can be, but is not limited to, as follows: , , , , , in, Represents the actual stress. To indicate a true response, Indicates elastic strain. Indicates plastic strain, Indicates the elastic modulus. The x-axis represents the value obtained from the tensile test. .

[0031] Furthermore, in this application embodiment, for the metal materials in the power battery pack (such as battery cells, etc., this application does not impose specific limitations), in order to make the stress value a positive non-zero value, the actual stress can be smoothed and the monotonicity of the curve can be maintained. The Swift constitutive equation is used for fitting, thereby obtaining the value of the actual stress after Swift fitting. The calculation formula can be, but is not limited to, as follows: , in, Represents the strain constant. Represents the initial strain constant. Indicates the strain hardening index. This represents the value of the actual stress after being fitted by Swift.

[0032] Furthermore, in this embodiment of the application, regarding the buffer layer foam material in the power battery pack, to make the stress value a positive non-zero value, the stress and strain curves corresponding to different strain rates can be corrected based on the load and displacement curves to obtain the corresponding true stress. The expression for this stress can be, but is not limited to, as follows: , , , in, Indicates strain rate. Represents the decay time constant. The dependent variable representing strain rate.

[0033] Furthermore, through iterative adjustments, the relationship between stress and strain in this application embodiment can be transformed into the following formula, the expression of which may be, but is not limited to: , in, The dependent variable representing strain rate, The dependent variable representing strain rate.

[0034] As one possible approach, embodiments of this application can acquire vehicle data and in-situ test data.

[0035] For example, embodiments of this application can obtain vehicle mass, center of gravity position, and vehicle model and other vehicle data, and obtain in-situ test data of the vehicle through a tensile testing machine.

[0036] Optionally, in one embodiment of this application, before initializing the pre-built finite element model, the method further includes: constructing a vehicle simulation model matching the target vehicle based on the vehicle architecture information of the target vehicle; constructing a battery simulation model matching the target battery based on the actual structural information of the target battery in the target vehicle; obtaining actual obstacle data corresponding to the target vehicle, and constructing a corresponding obstacle simulation model based on the actual obstacle data; and constructing a finite element model based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model.

[0037] It is understood that, in the embodiments of this application, the overall vehicle architecture information of the target vehicle may include, but is not limited to, the basic information constituting the mechanical characteristics of the vehicle, such as the overall structure, size, layout, materials, connection relationships, chassis layout, suspension type, and body stiffness distribution. Specific details can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations. The target battery refers to the power battery pack in the target vehicle that is the focus of analysis and used for simulation evaluation. It is the core object of the safety analysis. Its actual structural information may include, but is not limited to, the target battery's geometry, size, materials, stacked structure, module layout, shell thickness, connectors, and fixing methods, and this application does not impose specific limitations. Actual obstacles refer to obstacles such as stones, shoulders, protrusions, and potholes that the vehicle may encounter during driving. Actual obstacle data may include, but is not limited to, the shape, size, height, hardness, location, contact form, and material of the actual obstacles, and this application does not impose specific limitations.

[0038] In actual implementation, before initializing the pre-built finite element model, this embodiment first constructs a vehicle simulation model matching the target vehicle based on the vehicle architecture information of the target vehicle, constructs a corresponding battery simulation model based on the actual structural information of the target battery in the target vehicle, obtains the actual obstacle data corresponding to the target vehicle and constructs a corresponding obstacle simulation model accordingly, and then constructs a finite element model by integrating the vehicle simulation model, battery simulation model and obstacle simulation model.

[0039] In this application embodiment, the finite element model covers the whole vehicle simulation model, the battery simulation model, and the obstacle simulation model, and retains key structural details.

[0040] For example, this application embodiment is based on the three-dimensional digital model of a passenger car A. It retains CATIA data files related to the undercarriage scraping condition, such as the body-in-white frame, front and rear suspensions of the chassis, the power battery pack, and the bolt mounting points of the power battery and the vehicle body. Non-critical structures such as the interior and exterior trim of the vehicle body are ignored. The CATIA data files are imported into finite element preprocessing software, such as Hypermesh. The Ls-dyna module is selected, and shell elements are used to mesh the body-in-white sheet metal parts and the outer frame of the power battery, with an average mesh size of 5mm. Tetrahedral elements are used to mesh the mounting points at the connection between the vehicle body and the power battery, and the relevant castings of the chassis suspension, with an average mesh size controlled at 8mm. The mesh of critical stress-bearing parts (such as mounting points, suspension connections, etc., which are not specifically limited in this application) is refined to 2.5mm to ensure the most accurate capture of the mechanical transmission and deformation failure mechanical response of critical structures. The specific mesh size can be set by those skilled in the art according to the actual situation; this application does not impose specific limitations. This completes the construction of the whole vehicle simulation model.

[0041] It can be understood that the vehicle simulation model in the embodiments of this application refers to the overall digital model of the vehicle established in finite element software based on the vehicle architecture information, which is used to simulate the structural response of the vehicle under conditions such as stress, collision, and undercarriage scraping.

[0042] Furthermore, in this embodiment, based on the actual structural information of the power battery pack, a layered and refined battery simulation model is constructed along the Z-direction, consisting of "top battery guard plate - module - cell - upper liquid cooling plate - lower liquid cooling plate - buffer layer - composite material bottom guard plate". The top guard plate, bottom guard plate, battery frame, and central support beam utilize shell elements with a mesh size of 2.5mm. If the bottom guard plate is a composite sandwich structure, the material properties are set according to the actual layering to simulate its impact and scratch resistance under inclined loads. The buffer layer uses compressible foam material elements, adapted to the rate-dependent plastic constitutive model in the Ls-dyna module, and is compatible with MAT_163 (MODIFIED_). The CRUSHABLE_FOAM (an improved crushable foam) material model is used to accurately characterize its impact-resistant buffering and energy absorption characteristics. In the battery module, the battery cell uses solid elements with a mesh size of 2-3 mm, while the cell casing uses shell elements with a mesh size of 2.5 mm. The modeling must preserve the distance between the battery cell and its casing. The battery cell model is homogenized to retain the mechanical properties of key structures such as the tabs. This accurately simulates the deformation and failure behavior of the electrodes and cell casing under compressive loads, while also obtaining the deformation of the battery cell to support subsequent multi-dimensional evaluation. Specific settings can be configured by those skilled in the art according to actual conditions; this application does not impose specific limitations. This completes the construction of the battery simulation model.

[0043] Among them, the MAT_163 (MODIFIED_CRUSHABLE_FOAM) material model is a rate-dependent plastic constitutive model in the Ls-dyna module specifically used to simulate compressible, high-energy-absorbing foam materials (such as aluminum foam, polyurethane, EPS, honeycomb core materials, etc., which are not specifically limited in this application).

[0044] Furthermore, in accordance with the requirements of the 2027 version of C-NCAP (China New Car Assessment Program), this application embodiment constructs an obstacle simulation model. Since the material of the actual obstacle is relatively hard compared to the battery and there is no obvious deformation behavior during the collision, and to reduce computational costs, it can be set as a rigid body to simulate the hard protrusions of the road surface. The upper part of the obstacle is a semi-cylinder, and the diameter and height are taken according to the standard specified in the 2027 version of C-NCAP. The mesh size is 8mm, and the surface is set with a friction coefficient to match the actual friction characteristics of the road surface to simulate the sliding friction during the scraping process. The specific settings can be made by those skilled in the art according to the actual situation, thereby completing the construction of the obstacle simulation model.

[0045] Furthermore, in this embodiment of the application, a finite element model can be constructed based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model.

[0046] Optionally, in one embodiment of this application, a finite element model is constructed based on the whole vehicle simulation model, the battery simulation model, and the obstacle simulation model, including: determining the target simulation contact information between the target simulated vehicle, the target simulated battery, and the target simulated obstacle based on the whole vehicle simulation model, the battery simulation model, and the obstacle simulation model; and constructing the finite element model based on the target simulation contact information.

[0047] It is understood that, in the embodiments of this application, the target simulated contact information may include, but is not limited to, contact position, contact area, contact force, etc., and this application does not impose specific limitations.

[0048] In some embodiments, the present application embodiments can determine the interaction contact parameters between the target simulated vehicle, the target simulated battery, and the target simulated obstacle based on the whole vehicle simulation model, the battery simulation model, and the obstacle simulation model, and establish a corresponding finite element analysis model accordingly.

[0049] For example, in this application embodiment, the vehicle body self-contact can be defined. Based on the keyword AUTOMATIC_SINGLE_SURFACE in the Ls-dyna module, the dynamic friction coefficient is set to 0.08 and the static friction coefficient is set to 0.1. The contact relationship between the battery pack and rigid obstacles, and between the hanging points around the power battery pack and the vehicle mounting base is defined. The keyword AUTOMATIC_SURFACE_TO_SRUFACE is used to simulate the above contact relationship. The keyword AUTOMATIC_SINGLE_SURFACE is used to simulate the contact relationship between the various components inside the power battery pack. The vehicle and obstacles, and the power battery pack and mounting base are made into hard contact, and the contact attribute is selected as frictional contact. The friction coefficient is set to 0.3-0.5 (matching the actual road surface and metal contact characteristics, this application does not make specific limitations). The bottom guard plate inside the power battery pack and the buffer layer, the buffer layer and the module, and the module and the cell are made into flexible contact to avoid numerical oscillations caused by rigid collisions. The contact stiffness is calibrated according to the actual component connection stiffness. Then, based on the above target simulation contact information, the finite element model is constructed.

[0050] Optionally, in one embodiment of this application, a battery simulation model matching the target battery is constructed based on the actual structural information of the target battery in the target vehicle, including: determining the target buffer layer and target metal structural component of the target battery based on the actual structural information; determining the first model parameter and the second model parameter of the battery simulation model based on the target buffer layer and the target metal structural component respectively; and constructing the battery simulation model based on the first model parameter and the second model parameter.

[0051] As one possible implementation method, embodiments of this application can extract and determine the target buffer layer and target metal structural components contained in the target battery based on the actual structural information of the target battery, and determine the first model parameters for constructing the battery simulation model for the target buffer layer, and determine the second model parameters for constructing the battery simulation model for the target metal structural components, thereby establishing a battery simulation model that matches the actual battery structure and mechanical characteristics based on the first model parameters and the second model parameters.

[0052] For example, embodiments of this application can determine the target buffer layer and target metal structural components contained in the target battery based on actual structural information, thereby completing the determination of the first model parameters and the second model parameters in the battery simulation model.

[0053] In step S102, the pre-constructed finite element model is initialized based on vehicle data and in-situ test data to obtain the first finite element model.

[0054] In some embodiments, the present application can use the acquired vehicle data and in-situ test data to perform initialization operations on a pre-built finite element model, thereby generating a first finite element model.

[0055] This application embodiment can be understood as follows: based on vehicle data, the whole vehicle simulation model in the finite element model is initialized, and based on in-situ test data, the material properties of the finite element model are ensured to be consistent with the actual components, adapting to the characteristics of inclined bottom scraping composite load. Specifically, for the buffer layer foam material in the battery simulation model, this application embodiment can calibrate some parameters of the MAT_163 material model, such as density, elastic modulus, Poisson's ratio, damping coefficient, etc., based on the load and displacement curves in the in-situ test data. This application does not impose specific limitations, and defines multiple yield stress and volumetric strain curves corresponding to different strain rates through the keyword DEFINE_STABLE, thereby correcting parameters such as NYCLE and SRCLMT in the MAT_163 material model, avoiding simulation deviations caused by fixed strain rates, and ensuring that the buffer energy absorption characteristics of the foam material under different extrusion loads accurately match the actual situation, thereby completing the calibration of the first model parameters in the battery simulation model.

[0056] This application embodiment, targeting buffer layer foam materials, can calibrate the density, elastic modulus, Poisson's ratio, damping coefficient, etc., of the MAT_163 material model based on in-situ test data, and correct the NYCLE and SRCLMT parameters using the keyword DEFINE_TABLE, thereby completing the calibration of the first model parameters in the battery simulation model. It should be noted that, in order to make the stress value a positive non-zero value, this application embodiment can correct the stress and strain curves corresponding to different strain rates based on the load and displacement curves, thereby obtaining the corresponding true stress, as described above, and will not be elaborated further here.

[0057] Furthermore, this application embodiment addresses the metal materials in the battery simulation model by calibrating the material, density, elastic modulus, Poisson's ratio, damping coefficient, stress, and strain curves of the metal materials based on in-situ test data. At the same time, it defines the cell failure criterion, that is, when the equivalent plastic strain of the cell reaches 0.2 or the extrusion displacement reaches 4mm, it is determined that the cell has short-circuited, thereby completing the calibration of the second model parameters in the battery simulation model.

[0058] This application embodiment can be understood as follows: in the Ls-dyna module software, based on in-situ test data, the material, density, elastic modulus, Poisson's ratio, damping coefficient, stress, and strain curves of the metallic material can be input to complete the calibration of the second model parameters in the battery simulation model. It should be noted that, in order to make the stress value a positive non-zero value, the Swift constitutive equation can be used for fitting, as described above, and will not be elaborated further here.

[0059] In addition, in this embodiment, the elastic modulus, Poisson's ratio, yield strength, fracture strength, etc. of the bottom plate and box material in the in-situ test data can be input into the material card corresponding to the finite element model based on the real stress and strain curves. Among them, the composite material bottom plate needs to set the material parameters of each layer according to the layer to ensure that its mechanical properties are consistent with the actual situation, thereby completing the construction of the finite element model.

[0060] Optionally, in one embodiment of this application, a pre-constructed finite element model is initialized based on vehicle data and in-situ test data to obtain a first finite element model, including: determining the mechanical data of the vehicle under the simulated vehicle tilting and scraping condition based on the in-situ test data; determining the model parameters of the finite element model based on the mechanical data; and inputting the model parameters into the finite element model to complete the initialization of the finite element model and obtain the first finite element model.

[0061] It is understood that, in the embodiments of this application, mechanical data may include, but is not limited to, load and displacement curves, stress and strain curves, and failure threshold data, etc., and this application does not impose specific limitations.

[0062] In some embodiments, the present application can accurately define the mechanical data of the vehicle under the simulated tilting and scraping condition based on in-situ test data, thereby determining the model parameters required for the finite element model and importing the model parameters into the finite element model to complete the model initialization and obtain the first finite element model.

[0063] For example, in the embodiments of this application, the collision contact force can be extracted by dividing the underbody protection plate into several parts along the vehicle's driving direction, setting multiple contacts between the underbody protection plate and the obstacle, so as to output the impact force at different positions, providing theoretical support for the subsequent structural optimization and internal arrangement of the power battery.

[0064] In step S103, a vehicle tilting and scraping simulation condition is constructed, and the simulation strain data of each simulated vehicle component and simulated battery in the first finite element model under the vehicle tilting and scraping simulation condition are obtained.

[0065] It is understood that the embodiments of this application can reproduce the vehicle tilting and scraping simulation conditions according to the tilting boundary conditions required by the C-NCAP 2027 version regulations. This may include, but is not limited to, tilting attitude settings and loading condition settings. This application does not impose specific limitations.

[0066] The tilt attitude setting can be understood as follows: in accordance with the requirements of the C-NCAP 2027 version regulations, the tilt angle of the whole vehicle is set (which can be adjusted according to the evaluation level). By rotating the coordinate system of the first finite element model, the tilt attitude is accurately simulated to ensure that the contact attitude between the bottom of the power battery pack and the obstacle meets the requirements of the new regulations and reproduces the tilt load action scenario.

[0067] The loading condition setting can be understood as follows: in this embodiment, the vehicle's undercarriage scraping speed is set to match the requirements of the 2027 C-NCAP regulations. Loading is applied using an initial speed control method, with the loading direction along the tangent of the inclined road surface. Figure 2 As shown, the simulation demonstrates the scraping action of the vehicle during driving. During the loading process, a triaxial force sensor installed on the barrier monitors the contact load between the bottom of the power battery pack and the barrier in real time, and outputs the corresponding contact in the simulation to ensure that the load is applied smoothly and avoid simulation distortion caused by impact load.

[0068] Furthermore, in this embodiment of the application, the first finite element model can be placed under the simulated condition of vehicle tilting and scraping the bottom, and the simulated strain data of each simulated vehicle component and simulated battery under the impact of scraping the bottom can be obtained.

[0069] For example, embodiments of this application can obtain simulated strain data of some vehicle components and the power battery pack, respectively as follows: Figures 3-6 As shown, the output frequency is once every 5ms to ensure accurate capture of key response points during the scraping process (such as bottom plate breakage, cell deformation, liquid leakage triggering, etc., which are not specifically limited in this application). Figures 3-6 As shown, S represents a shell element, the number after S indicates the shell element number, min represents the minimum value, and max represents the maximum value.

[0070] In step S104, if the simulated strain data meets the preset evaluation conditions, the simulation evaluation results of the vehicle are generated based on the simulated strain data.

[0071] It is understood that the preset evaluation conditions in the embodiments of this application can be understood as pre-set judgment criteria, such as whether they exceed the maximum strain (deformation) of the bottom protective plate, the maximum deformation of the single cell, the maximum strain of the battery cell shell, the maximum strain of the battery frame, the maximum strain of the liquid cooling plate, and whether the bottom protective plate is cracked, etc. The embodiments of this application do not impose specific limitations. Among them, the preset evaluation conditions can be set by those skilled in the art according to the actual situation, and this application does not impose specific limitations.

[0072] For example, in the embodiments of this application, if the actual simulated strain (actual simulated deformation) of the bottom protective plate is less than the maximum strain (deformation) of the bottom protective plate, the actual simulated deformation of the battery cell is less than the maximum deformation of the battery cell, the actual simulated strain of the battery cell shell is less than the maximum strain of the battery cell shell, the actual simulated strain of the battery frame is less than the maximum strain of the battery frame, and the actual simulated strain of the liquid cooling plate is less than the maximum strain of the liquid cooling plate, and the bottom protective plate is not broken, it can be determined that the simulated strain data meets the preset evaluation conditions.

[0073] Furthermore, in this embodiment of the application, if the simulated strain data meets the preset evaluation conditions, the simulation evaluation results of the vehicle can be generated based on the simulated strain data.

[0074] Optionally, in one embodiment of this application, generating a simulation evaluation result of a vehicle based on simulated strain data includes: acquiring actual strain data of the vehicle; calculating the data error between the actual strain data and the simulated strain data; if the data error is less than a preset error threshold, generating a simulation evaluation result based on the simulated strain data; if the data error is greater than or equal to the preset error threshold, correcting the model parameters of the first finite element model based on the actual strain data to obtain a second finite element model, and acquiring the simulated strain data corresponding to the second finite element model to determine the simulation evaluation result.

[0075] In some embodiments, the present application can first collect actual strain data of the vehicle under simulated tilting and scraping conditions, and calculate the data error between the actual strain data and the simulated strain data. If the data error is less than a preset error threshold, a simulation evaluation result is generated based on the simulated strain data. The preset error threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0076] The data error can be calculated using methods such as absolute error and relative error, and this application does not impose specific limitations.

[0077] For example, in this application embodiment, a preset error threshold can be set to 5%, actual strain data can be collected, the absolute error between the actual strain data and the simulated strain data can be calculated, and if the absolute error is less than 5%, a simulation evaluation result can be generated based on the simulated strain data.

[0078] Furthermore, in some embodiments, when the data error is greater than or equal to a preset error threshold, the model parameters of the first finite element model are corrected using actual strain data to obtain a second finite element model. The simulation strain data is then re-acquired through the second finite element model to determine the simulation evaluation results, thereby ensuring the accuracy and reliability of the simulation evaluation.

[0079] For example, in embodiments of this application, when the absolute error is greater than 5%, the model parameters of the first finite element model can be adjusted according to the actual strain data, such as the failure parameters of the battery cell and buffer layer, contact relationship or boundary conditions, etc. This application does not impose specific limitations, and the simulation solution is performed again to make the model closer to the mechanical characteristics of the real vehicle, thus obtaining the second finite element model. The second finite element model is then placed in the vehicle tilting and scraping simulation condition, and the simulation strain data is recalculated until the absolute error is less than 5%, ensuring the accuracy and reliability of the simulation model and forming a closed-loop optimization process of simulation-verification-iteration.

[0080] The working principle of the simulation evaluation method for vehicle tilting and scraping provided in this application embodiment is introduced below with reference to a specific example.

[0081] in, Figure 7 This is a flowchart illustrating the working principle of a simulation evaluation method for vehicle tilting and scraping under the road surface according to an embodiment of this application.

[0082] Step S701: Modeling.

[0083] In this embodiment, corresponding vehicle simulation models, battery simulation models, obstacle simulation models, etc., can be established first using finite element preprocessing software, and then corresponding finite element models can be constructed based on the vehicle simulation models, battery simulation models, and obstacle simulation models.

[0084] Step S702: In-situ test.

[0085] In this embodiment, a tensile testing machine can be used to conduct quasi-static extrusion, tensile, and friction tests on key components such as the bottom protective plate, buffer layer, and battery cell of the power battery pack, to simulate the strain rate during the inclined scraping process, thereby obtaining the corresponding in-situ test data, and based on the in-situ test data, to ensure that the material of the finite element model is consistent with the actual component.

[0086] Step S703: Construct a simulation of the vehicle tilting and scraping its bottom.

[0087] In this embodiment, the vehicle tilting and scraping simulation condition can be reproduced according to the tilt boundary conditions required by the C-NCAP 2027 version.

[0088] Step S704: Obtain simulation evaluation results.

[0089] In this embodiment, if the simulated strain data meets the preset evaluation conditions, the actual strain data of the vehicle under the simulated vehicle tilting and scraping condition is first collected, and the data error between the actual strain data and the simulated strain data is calculated. If the data error is less than the preset error threshold, the simulation evaluation result is generated based on the simulated strain data. Otherwise, the model parameters of the first finite element model are corrected using the actual strain data to obtain the second finite element model. The simulated strain data is then re-acquired through the second finite element model to determine the simulation evaluation result, thereby ensuring the accuracy and reliability of the simulation evaluation.

[0090] The simulation evaluation method for vehicle tilting and scraping proposed in this application can initialize a pre-constructed finite element model based on acquired vehicle data and in-situ test data, thereby obtaining a first finite element model. By constructing a vehicle tilting and scraping simulation condition, the simulation strain data of each simulated vehicle component and simulated battery in the first finite element model under this condition are obtained. When the simulation strain data meets preset evaluation conditions, corresponding simulation evaluation results are generated. By fusing vehicle data and in-situ test data to accurately initialize the finite element model and construct the vehicle tilting and scraping simulation condition, the simulation condition fit, model refinement level, and result reliability can be effectively improved, thus quickly generating reliable simulation evaluation results to support the optimization of the protective structure. This solves the problems in related technologies, such as high cost, long cycle, high risk of real-vehicle scraping tests, difficulty in fully covering complex scenarios, and inability to efficiently support the optimization of protective structures; and the shortcomings of finite element simulation, such as insufficient condition fit, model refinement, standardization, and multi-parameter coupling, resulting in poor result reliability and difficulty in meeting actual needs.

[0091] Next, referring to the accompanying drawings, a simulation evaluation device for vehicle tilting and scraping under the vehicle, according to an embodiment of this application, is described.

[0092] Figure 8 This is a block diagram of a simulation evaluation device for vehicle tilting and scraping under the road surface provided in an embodiment of this application.

[0093] like Figure 8 As shown, the simulation evaluation device 10 for vehicle tilting and scraping includes: an acquisition module 100, an initialization module 200, a first construction module 300, and a generation module 400.

[0094] The acquisition module 100 is used to acquire vehicle data and in-situ test data.

[0095] The initialization module 200 is used to initialize the pre-built finite element model based on vehicle data and in-situ test data to obtain the first finite element model.

[0096] The first construction module 300 is used to construct a vehicle tilting and scraping simulation condition and obtain the simulation strain data of each simulated vehicle component and simulated battery in the first finite element model under the vehicle tilting and scraping simulation condition.

[0097] The generation module 400 is used to generate simulation evaluation results of the vehicle based on the simulation strain data, provided that the simulation strain data meets the preset evaluation conditions.

[0098] Optionally, in one embodiment of this application, it further includes: a second building module, a third building module, a fourth building module, and a fifth building module.

[0099] The second construction module is used to construct a vehicle simulation model that matches the target vehicle based on the vehicle architecture information before initializing the pre-constructed finite element model.

[0100] The third construction module is used to build a battery simulation model that matches the target battery based on the actual structural information of the target battery in the target vehicle.

[0101] The fourth construction module is used to acquire actual obstacle data corresponding to the target vehicle and construct the corresponding obstacle simulation model based on the actual obstacle data.

[0102] The fifth module is used to construct a finite element model based on the vehicle simulation model, battery simulation model, and obstacle simulation model.

[0103] Optionally, in one embodiment of this application, the fifth building module includes: a first determining unit and a first building unit.

[0104] The first determining unit is used to determine the target simulation contact information between the target simulated vehicle, the target simulated battery, and the target simulated obstacle based on the whole vehicle simulation model, the battery simulation model, and the obstacle simulation model.

[0105] The first building unit is used to construct a finite element model based on the target simulation contact information.

[0106] Optionally, in one embodiment of this application, the third building module includes: a second determining unit, a third determining unit, and a second building unit.

[0107] The second determining unit is used to determine the target buffer layer and target metal structural component of the target battery based on the actual structural information.

[0108] The third determining unit is used to determine the first model parameters and the second model parameters of the battery simulation model based on the target buffer layer and the target metal structure, respectively.

[0109] The second building unit is used to build a battery simulation model based on the first model parameters and the second model parameters.

[0110] Optionally, in one embodiment of this application, the initialization module 200 includes: a fourth determining unit, a fifth determining unit, and a first generating unit.

[0111] The fourth determining unit is used to determine the mechanical data of the vehicle under the simulated vehicle tilting and scraping condition based on in-situ test data.

[0112] The fifth determining unit is used to determine the model parameters of the finite element model based on mechanical data.

[0113] The first generation unit is used to input model parameters into the finite element model, complete the initialization of the finite element model, and obtain the first finite element model.

[0114] Optionally, in one embodiment of this application, the generation module 400 includes: an acquisition unit, a calculation unit, a second generation unit, and a third generation unit.

[0115] The acquisition unit is used to acquire the actual strain data of the vehicle.

[0116] The calculation unit is used to calculate the data error between actual strain data and simulated strain data.

[0117] The second generation unit is used to generate simulation evaluation results based on the simulation strain data when the data error is less than a preset error threshold.

[0118] The third generation unit is used to correct the model parameters of the first finite element model based on the actual strain data when the data error is greater than or equal to a preset error threshold, to obtain the second finite element model, and to obtain the simulation strain data corresponding to the second finite element model in order to determine the simulation evaluation results.

[0119] It should be noted that the explanation of the above-mentioned simulation evaluation method embodiment for vehicle tilting and scraping also applies to the simulation evaluation device for vehicle tilting and scraping in this embodiment, and will not be repeated here.

[0120] The vehicle tilting and scraping simulation evaluation device proposed in this application can initialize a pre-constructed finite element model based on acquired vehicle data and in-situ test data, thereby obtaining a first finite element model. By constructing a vehicle tilting and scraping simulation condition, it obtains the simulation strain data of each simulated vehicle component and simulated battery within the first finite element model under this condition. When the simulation strain data meets preset evaluation conditions, it generates corresponding simulation evaluation results. By fusing vehicle data and in-situ test data to accurately initialize the finite element model and construct the vehicle tilting and scraping simulation condition, it effectively improves the simulation condition fit, model refinement, and result reliability, thus quickly generating reliable simulation evaluation results to support the optimization of the protective structure. This solves the problems in related technologies, such as high cost, long cycle, high risk of real-vehicle scraping tests, difficulty in comprehensively covering complex scenarios, and inability to efficiently support the optimization of protective structures; and the shortcomings of finite element simulation, including insufficient condition fit, model refinement, standardization, and multi-parameter coupling, resulting in poor result reliability and difficulty in meeting actual needs.

[0121] Figure 9 This is a schematic diagram of the structure of a vehicle according to an embodiment of this application. The vehicle may include: The memory 901, the processor 902, and the computer program stored on the memory 901 and capable of running on the processor 902.

[0122] When the processor 902 executes the program, it implements the simulation evaluation method for vehicle tilting and scraping the bottom provided in the above embodiments.

[0123] Furthermore, the vehicle also includes: Communication interface 903 is used for communication between memory 901 and processor 902.

[0124] The memory 901 is used to store computer programs that can run on the processor 902.

[0125] The memory 901 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0126] If the memory 901, processor 902, and communication interface 903 are implemented independently, then the communication interface 903, memory 901, and processor 902 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 9 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.

[0127] Optionally, in a specific implementation, if the memory 901, processor 902, and communication interface 903 are integrated on a single chip, then the memory 901, processor 902, and communication interface 903 can communicate with each other through an internal interface.

[0128] The processor 902 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0129] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described simulation evaluation method for vehicle tilting and scraping.

[0130] This application also provides a computer program product, including a computer program that, when executed, implements the above-described simulation evaluation method for vehicle tilting and scraping.

[0131] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is 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.

[0132] 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, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0133] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0134] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0135] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0136] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0137] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0138] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. 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 evaluating a simulation of a vehicle ramping and scuffing, characterized by, Includes the following steps: Acquire vehicle data and in-situ test data; Based on the vehicle data and the in-situ test data, the pre-constructed finite element model is initialized to obtain the first finite element model; Construct a vehicle tilting and scraping simulation condition, and obtain the simulation strain data of each simulated vehicle component and simulated battery in the first finite element model under the vehicle tilting and scraping simulation condition; If the simulated strain data meets the preset evaluation conditions, a simulation evaluation result for the vehicle is generated based on the simulated strain data.

2. The method of claim 1, wherein, Before initializing the pre-built finite element model, the following steps are also included: Based on the vehicle architecture information of the target vehicle, a vehicle simulation model matching the target vehicle is constructed. Based on the actual structural information of the target battery in the target vehicle, a battery simulation model matching the target battery is constructed; Obtain the actual obstacle data corresponding to the target vehicle, and construct the corresponding obstacle simulation model based on the actual obstacle data; The finite element model is constructed based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model.

3. The method of claim 2, wherein, The construction of the finite element model based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model includes: Based on the vehicle simulation model, the battery simulation model, and the obstacle simulation model, the target simulation contact information between the target simulated vehicle, the target simulated battery, and the target simulated obstacle is determined. Based on the target simulation contact information, the finite element model is constructed.

4. The method of claim 2, wherein, The step of constructing a battery simulation model matching the target battery based on the actual structural information of the target battery in the target vehicle includes: Based on the actual structural information, the target buffer layer and target metal structural component of the target battery are determined; Based on the target buffer layer and the target metal structure, the first model parameters and the second model parameters of the battery simulation model are determined respectively. The battery simulation model is constructed based on the first model parameters and the second model parameters.

5. The method of claim 2, wherein, The process of initializing a pre-constructed finite element model based on the vehicle data and the in-situ test data to obtain a first finite element model includes: Based on the in-situ test data, the mechanical data of the vehicle under the simulated vehicle tilting and scraping condition were determined; Based on the mechanical data, the model parameters of the finite element model are determined; The model parameters are input into the finite element model to complete the initialization of the finite element model, thus obtaining the first finite element model.

6. The method of claim 1, wherein, The process of generating the simulation evaluation result of the vehicle based on the simulation strain data includes: Obtain the actual strain data of the vehicle; Calculate the data error between the actual strain data and the simulated strain data; If the data error is less than a preset error threshold, then the simulation evaluation result is generated based on the simulation strain data; If the data error is greater than or equal to the preset error threshold, the model parameters of the first finite element model are corrected based on the actual strain data to obtain the second finite element model, and the simulation strain data corresponding to the second finite element model is obtained to determine the simulation evaluation result.

7. A simulation evaluation device for a vehicle tilt and scrape, characterized by, include: The acquisition module is used to acquire vehicle data and in-situ test data. An initialization module is used to initialize a pre-constructed finite element model based on the vehicle data and the in-situ test data to obtain a first finite element model. The construction module is used to construct a vehicle tilting and scraping simulation condition and obtain the simulation strain data of each simulated vehicle component and simulated battery in the first finite element model under the vehicle tilting and scraping simulation condition. The generation module is used to generate a simulation evaluation result of the vehicle based on the simulation strain data, provided that the simulation strain data meets the preset evaluation conditions.

8. A vehicle characterized by comprising: include: The system includes 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 simulation evaluation method for vehicle tilting and scraping as described in any one of claims 1-6.

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

10. A computer program product, characterized in that, Includes a computer program, which, when executed, is used to implement the simulation evaluation method for vehicle tilting and scraping as described in any one of claims 1-6.

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