Vehicle body roof buckling deformation analysis method and device and vehicle

Abstract

The application relates to the technical field of vehicle body deformation identification, in particular to a vehicle body roof buckling deformation analysis method and device and a vehicle, wherein the method comprises the following steps: after simulating the dynamic process of the whole vehicle passing through a target twisting road, the load of the vehicle body is extracted; the deformation information of the vehicle body in the twisted state is calculated based on the load of the vehicle body; the deformation posture of the local structure of the roof in the twisted state of the vehicle body is determined according to the deformation information, so as to calculate a buckling coefficient, and the buckling deformation risk of the vehicle body roof is evaluated according to the buckling coefficient. Therefore, the problem that the related art lacks a method for directly identifying the deformation degree of the vehicle body roof panel, the evaluation of the deformation amount and rebound abnormal sound risk of the vehicle body roof is deviated, it is difficult to accurately guide the structure optimization and abnormal sound control, and the driving comfort and product reliability of the whole vehicle on complex roads are affected is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle body deformation recognition technology, and in particular to a method, device and vehicle for analyzing buckling deformation of a vehicle body roof. Background Technology

[0002] On tortuous road surfaces, the vehicle body is subjected to significant torsional loads, and the roof sheet metal may deform due to insufficient local rigidity. When the deformation is substantial, as the vehicle recovers from the torsional state to smooth driving, the roof sheet metal may experience a sudden rebound during the recovery process, causing abnormal rebound noise.

[0003] Most related technologies extrapolate the degree of vehicle body deformation based on the vehicle's truss structure and liquid tank structure, and then suppress deformation by optimizing the corresponding structure to avoid rebound noise. However, these technologies cannot directly identify the degree of deformation of the vehicle's roof sheet metal, which can easily lead to biases in the assessment of the amount of roof deformation and the risk of rebound noise. This makes it difficult to accurately guide structural optimization and noise control, and consequently affects the overall vehicle's ride comfort and product reliability on complex road conditions. Summary of the Invention

[0004] This application provides a method, apparatus, and vehicle for analyzing the buckling deformation of a vehicle roof, in order to solve the problem in the related technology that, due to the lack of a method to directly identify the degree of deformation of the vehicle roof sheet metal, the assessment of the amount of deformation of the vehicle roof and the risk of rebound noise is biased, making it difficult to accurately guide structural optimization and noise control, and thus affecting the driving comfort and product reliability of the whole vehicle on complex road surfaces.

[0005] The first aspect of this application provides a method for analyzing buckling deformation of a vehicle roof, comprising the following steps: after simulating the dynamic process of a vehicle passing through a target torsional road, extracting the load on the vehicle body; calculating the deformation information of the vehicle body under torsional conditions based on the load on the vehicle body; determining the deformation posture of the local structure of the roof under torsional conditions based on the deformation information, so as to calculate the buckling coefficient, and assessing the buckling deformation risk of the vehicle roof based on the buckling coefficient.

[0006] By using the above technical means, the deformation information of the vehicle body under torsional conditions is calculated based on the vehicle body load, thereby determining the deformation posture and buckling coefficient of the local structure of the roof, identifying the buckling deformation risk of the vehicle roof, quantifying the buckling critical load and structural stability margin of the roof sheet metal, accurately identifying the buckling position, deformation degree and rebound noise possibility of the roof sheet metal under torsional conditions, providing accurate quantitative basis for roof structure optimization and early design control, thereby improving driving comfort and product reliability.

[0007] Optionally, in one embodiment of this application, the buckling deformation cloud map of the vehicle roof is determined based on the buckling deformation risk; the optimization area of ​​the vehicle body is determined using the buckling deformation cloud map; and a local structural optimization scheme is generated based on the optimization area.

[0008] By using the above technical means, the optimization area of ​​the vehicle body can be determined based on the buckling deformation cloud map, and a local structural optimization scheme can be generated. This allows for the precise location of the highest buckling risk, and targeted measures such as adding reinforcing ribs, increasing plate thickness, optimizing connection methods, or adjusting boundary constraints can be taken to improve local stiffness and buckling critical load, thereby effectively suppressing buckling deformation and rebound noise of the roof under torsional conditions.

[0009] Optionally, in one embodiment of this application, extracting the load of the vehicle body includes: collecting load data at the connection between the chassis and the vehicle body and the displacement of the wheel center position; identifying the state of the vehicle body based on the load data and displacement; and determining the load based on the actual load at the corresponding connection point between the chassis and the vehicle body when the state is a torsional state.

[0010] By using the above technical means, the state of the vehicle body can be determined based on the load data at the connection between the chassis and the body and the displacement of the wheel center. This allows for an accurate determination of the degree of torsion and the stage of deformation of the vehicle body. Furthermore, when the vehicle body reaches the maximum torsion state, the ultimate load under this condition can be determined, providing precise input parameters for the buckling deformation analysis of the roof. This ensures that the simulation analysis can truly reflect the structural response and buckling risk of the vehicle body under ultimate torsion.

[0011] Optionally, in one embodiment of this application, the deformation information of the vehicle body under torsional state based on the load of the vehicle body includes: applying the load to the corresponding vehicle body nodes based on a pre-built finite element simulation model of the vehicle body to obtain simulation data; and calculating the deformation information based on the simulation data.

[0012] By applying the above technical means to the body nodes of the finite element simulation model of the vehicle body and calculating the deformation information, it is possible to accurately calculate key data such as displacement field, stress distribution and strain energy of the vehicle body under torsional state, so as to quantitatively assess the buckling deformation location, deformation amount and rebound noise risk of the roof sheet metal, and provide accurate quantitative basis for structural optimization and noise control.

[0013] Optionally, in one embodiment of this application, determining the deformation posture of the roof local structure under the torsional state of the vehicle body based on deformation information includes: determining the deformation posture based on deformation information and a preset vehicle body local model.

[0014] By using the above technical means, the deformation posture can be determined based on deformation information and local body model. This allows for accurate identification of the buckling mode, half-wave length, deformation profile, and boundary constraint state of the roof, providing precise morphological parameters for buckling coefficient calculation and rebound noise assessment.

[0015] Optionally, in one embodiment of this application, calculating the buckling coefficient includes: determining boundary conditions based on the deformation posture; applying the boundary conditions to a local model of the vehicle body and applying a corresponding gravity to calculate the buckling coefficient.

[0016] By applying boundary conditions to the local model of the vehicle body using the above techniques, the local model can accurately inherit the true deformation posture of the overall model at the cutting boundary, ensuring that the boundary input of the local model is highly consistent with the actual torsional condition. Furthermore, by applying corresponding gravity to consider the influence of the structure's self-weight, the stress environment of the roof under working conditions can be simulated more accurately, thereby calculating the buckling coefficient more precisely and realistically evaluating the buckling critical load and structural stability margin of the roof under extreme torsional conditions.

[0017] A second aspect of this application provides a vehicle roof buckling deformation analysis device, comprising: an extraction module for extracting the load on the vehicle body after simulating the dynamic process of the whole vehicle passing through a target torsional road; a calculation module for calculating the deformation information of the vehicle body under torsional conditions based on the load on the vehicle body; and an analysis module for determining the deformation posture of the local structure of the roof under torsional conditions based on the deformation information, so as to calculate the buckling coefficient and assess the buckling deformation risk of the vehicle roof based on the buckling coefficient.

[0018] Optionally, in one embodiment of this application, the vehicle roof buckling deformation analysis device further includes: a first determining module, used to determine the buckling deformation cloud map of the vehicle roof based on the buckling deformation risk; a second determining module, used to determine the optimization area of ​​the vehicle body using the buckling deformation cloud map; and a generating module, used to generate a local structural optimization scheme based on the optimization area.

[0019] Optionally, in one embodiment of this application, the extraction module includes: a data acquisition unit for acquiring load data and wheel center displacement at the connection between the chassis and the vehicle body; an identification unit for identifying the state of the vehicle body based on the load data and displacement; and a first determination unit for determining the load based on the actual load at the corresponding chassis-vehicle connection point when the vehicle body is in a torsional state.

[0020] Optionally, in one embodiment of this application, the calculation module includes: an application unit, used to apply loads to corresponding vehicle body nodes based on a pre-built vehicle body finite element simulation model to obtain simulation data; and a calculation unit, used to calculate deformation information based on the simulation data.

[0021] Optionally, in one embodiment of this application, the analysis module includes: a second determining unit, used to determine the deformation posture based on deformation information and a preset local model of the vehicle body.

[0022] Optionally, in one embodiment of this application, the analysis module includes: a third determining unit, used to determine boundary conditions based on the deformation posture; and a calculation unit, used to apply the boundary conditions to a local model of the vehicle body and apply corresponding gravity to calculate the buckling coefficient.

[0023] 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. The processor executes the program to implement the vehicle roof buckling deformation analysis method as described in the above embodiments.

[0024] 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 method for analyzing the buckling deformation of a vehicle roof.

[0025] A fifth aspect of this application provides a vehicle including the above-described vehicle roof buckling deformation analysis device, or electronic device, or computer-readable storage medium for implementing the above-described vehicle roof buckling deformation analysis method.

[0026] 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

[0027] 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 of a method for analyzing buckling deformation of a vehicle roof according to an embodiment of this application; Figure 2 This is a block diagram of a vehicle roof buckling deformation analysis device according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application.

[0028] Figure label: 10-Buckling deformation analysis device for vehicle body roof; 100-Extraction module, 200-Calculation module, 300-Analysis module; 301-Memory, 302-Processor, 303-Communication interface. Detailed Implementation

[0029] 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.

[0030] The following description, with reference to the accompanying drawings, outlines a method, apparatus, and vehicle for analyzing the buckling deformation of a vehicle roof according to embodiments of this application. Addressing the technical problem mentioned in the background art—the inability to directly identify the degree of deformation of the vehicle roof, leading to difficulties in accurately assessing the risk of rebound noise under complex road conditions, and consequently hindering targeted structural optimization and noise control, thus affecting user driving comfort—this application provides a method for analyzing the buckling deformation of a vehicle roof. This method aims to accurately identify the buckling deformation information of the vehicle roof under torsional conditions, quantitatively assess the risk of rebound noise and structural stability margin, provide precise and accurate basis for roof structure optimization, thereby effectively suppressing buckling deformation and improving driving comfort and product reliability.

[0031] Specifically, Figure 1 This is a flowchart illustrating a method for analyzing buckling deformation of a vehicle roof provided in an embodiment of this application.

[0032] like Figure 1 As shown, the method for analyzing the buckling deformation of the vehicle roof includes the following steps: In step S101, after simulating the dynamic process of the whole vehicle passing through the target twisted road, the load of the vehicle body is extracted.

[0033] Among them, twisted roads can be irregular road types such as rural roads with potholes and construction sections. Such road surfaces will generate strong torsional excitation on the vehicle body, causing the body structure to bear a large alternating torsional load, which in turn will cause local buckling deformation of the roof sheet metal and cause rebound noise problems.

[0034] The load on the vehicle body can refer to various forces and moments borne by the vehicle body structure and their effects. These can be vertical, longitudinal, lateral, and torsional loads transmitted from the road surface to the vehicle body through the suspension system, or static or dynamic loads generated by the vehicle's own weight, passenger weight, powertrain reaction forces, etc. In the embodiments of this application, these loads act collectively on the vehicle body structure, directly affecting the stress distribution and deformation behavior of the vehicle roof, providing a basis for the buckling deformation analysis of the vehicle roof.

[0035] In some cases, vehicle body loads can be extracted by placing strain gauges, acceleration sensors, and displacement sensors at key locations on the vehicle body to obtain time history data of the vehicle under different torsional road conditions. This data can then be transformed into loads that can be used for structural analysis and optimization through data processing, filtering, rainflow counting, and virtual iteration.

[0036] It can be explained that the embodiments of this application simulate the dynamic process of a vehicle passing through a target tortuous road. This simulation can be performed by establishing a digital road surface and chassis dynamics model to obtain the load-time history at the suspension-body connection point when the vehicle passes through the tortuous road, thereby providing accurate conditions for the buckling deformation analysis of the vehicle roof. The embodiments of this application may include the following steps: (1) Establishment of digital road surfaces: 1) Data acquisition: This application embodiment can acquire road surface information of the target twisted road, including but not limited to the height and width of road potholes; wherein, the data acquisition interval is 0.1m, a total of 100 sets of data are collected and stored as a road surface basic database.

[0037] 2) Digital pavement construction: Based on the collected data, interference data such as road debris are removed, and standard digital pavement is generated through geometric modeling software. The digital pavement details are ensured to be complete, such as including all road obstacle heights, slopes, and lengths of twisted roads.

[0038] 3) Data correction: Compare the key parameters of the digital road surface with those of the real road surface, calculate the error value of each parameter, and ensure that the error of all parameters is controlled within 5%.

[0039] Furthermore, to address the unique and challenging conditions of actual road surfaces, this application embodiment utilizes 3D laser scanning mounted on a vehicle for mobile scanning to collect data on tortuous roads, including but not limited to data on pothole depth, slope, and undulation frequency. Simultaneously, the vehicle's speed is controlled to ensure the point cloud collection density is sufficient to reconstruct a valid digital road surface from the tortuous road. This application embodiment can also process the point cloud data, filtering out outliers, debris, and other interfering data, and generate digital road surface geometric data through geometric inverse modeling to establish a digital road surface.

[0040] (2) Establishment of the vehicle body dynamics model: 1) Vehicle Dynamics Model Framework Construction: This should include core components such as the vehicle body, chassis, tires, and suspension. The model's degrees of freedom should be consistent with those of the actual vehicle. Specifically, the suspension requires accurate spring stiffness and damper damping coefficient settings to simulate the suspension's extension, sway, and other characteristics, ensuring that the suspension's stiffness and damping characteristics are consistent with the actual vehicle.

[0041] 2) Tire model building: Select a tire model suitable for dynamic simulation, set the tire radius, tire stiffness and rolling resistance coefficient, set the tire contact stiffness and friction coefficient with the road surface, and ensure that the tire's grip performance and rolling characteristics are consistent with the real vehicle.

[0042] 3) Model calibration: The finite element simulation model of the vehicle body is coupled with the digital road surface to perform dynamic simulation to extract parameters such as suspension extension and tire ground pressure. The data is compared with the actual vehicle test data, and the error is controlled within 5%. If the error is not met, the parameters such as suspension spring stiffness and shock absorber damping coefficient are adjusted until the dynamic characteristics of the finite element simulation model of the vehicle body match the actual vehicle.

[0043] (3) Coupling of digital road surface and vehicle dynamics model: This application embodiment can import the digital road surface and vehicle dynamics model into the software together, and adjust the model position to ensure that the tire fits the road surface with an initial gap of 0mm; at the same time, the contact stiffness and damping coefficient between the tire and the ground are set to ensure that the elastic deformation and load of the tire in contact with the road surface are consistent with the actual vehicle conditions, and to avoid the tire penetrating the road surface; the rubber bushing parameters and degree of freedom constraints of the chassis and body connection points are set to ensure that the mechanical properties of the connection points are consistent with the actual vehicle.

[0044] This application embodiment uses a digital road surface and vehicle dynamics model to accurately transmit the torsional road excitation to the vehicle body, forming a complete virtual test field simulation model. This model can simulate the dynamic process of the whole vehicle passing through the torsional road, saving the time and cost of physical prototype testing. Furthermore, the load on the vehicle body can be extracted during the simulation process, which can obtain load conditions that are more consistent with actual driving conditions, providing an accurate and reliable basis for the buckling deformation analysis of the vehicle body roof and the control of rebound noise.

[0045] In one embodiment of this application, extracting the load of the vehicle body includes: collecting load data and wheel center displacement at the connection between the chassis and the vehicle body; identifying the state of the vehicle body based on the load data and displacement; and determining the load based on the actual load at the corresponding connection point between the chassis and the vehicle body when the state is a torsional state.

[0046] Among them, the load data at the connection between the chassis and the body can refer to the forces and torques transmitted to the body through the suspension system (such as shock absorber towers, subframe mounting points, control arm connection points, etc.) during vehicle operation. It can reflect the input strength and change law of torsional road excitation on the body structure. The displacement of the wheel center position can refer to the change of the spatial position of the wheel center point during vehicle operation. It is usually presented in the form of vertical, longitudinal, and lateral displacement time history. It can reflect the motion trajectory of the wheel contact point with the road surface and characterize the degree and state change of the body under torsion.

[0047] The embodiments of this application can quantitatively describe the external torsion experienced by the vehicle body by using load data at the connection between the chassis and the vehicle body and the displacement of the wheel center position, so as to determine the maximum torsional load borne by the vehicle body, thereby providing boundary conditions for the buckling deformation analysis of the vehicle body roof.

[0048] As one possible approach, embodiments of this application can run a complete virtual test track simulation model, allowing the vehicle body dynamics model to collect load data at the chassis-body connection and wheel center displacement on a digitally coded tortuous road surface. Through data analysis, the maximum torsional state of the vehicle body can be determined, typically when one of the front or rear tires travels onto a raised section of the road, while the opposite rear or front tire travels onto a sunken section. Furthermore, embodiments of this application can extract the load at the chassis-body connection point under this state as one of the boundary conditions for vehicle body buckling deformation analysis, thereby calculating vehicle body deformation information and deformation posture to analyze the buckling risk of the vehicle body roof.

[0049] In step S102, the deformation information of the vehicle body under torsional state is calculated based on the load on the vehicle body.

[0050] Deformation information can refer to quantitative data describing the deformation behavior of a structure, including but not limited to deformation amount, deformation range, springback energy, and deformation rate; it can be used to assess the degree and variation of deformation.

[0051] In the embodiments of this application, the calculation of deformation information of the vehicle body under torsional state can be performed by implicit or explicit dynamic analysis of the vehicle body finite element model, using the load time history as input to solve the displacement field and strain energy distribution of the vehicle body, thereby identifying the deformation information of the vehicle body; alternatively, a neural network algorithm can be used to map and fit the load data and the vehicle body response to achieve rapid prediction and real-time evaluation.

[0052] This application embodiment can extract the load at the connection point between the chassis and the vehicle body when the vehicle body is under maximum torsion, and then calculate the deformation information of the vehicle body. It can comprehensively analyze the stiffness distribution and buckling behavior of the vehicle body under extreme torsion conditions, thereby providing boundary conditions and accurate basis for the buckling deformation analysis of the vehicle body roof below.

[0053] Optionally, in one embodiment of this application, the deformation information of the vehicle body under torsional state based on the load of the vehicle body includes: applying the load to the corresponding vehicle body nodes based on a pre-built finite element simulation model of the vehicle body to obtain simulation data; and calculating the deformation information based on the simulation data.

[0054] A vehicle body finite element simulation model can refer to a digital analysis model of the vehicle body structure. By dividing the vehicle body into a finite number of elements (such as shell elements and solid elements), defining material properties (elastic modulus, Poisson's ratio, density, yield strength, etc.), connection relationships (welds, adhesives, bolts, seam welds, etc.), and boundary conditions, it can be used to simulate the stress, strain, displacement, stiffness, strength, buckling behavior, etc. of the vehicle body under various load conditions.

[0055] As a specific example, this embodiment of the application can construct a finite element simulation model of the vehicle body based on the finite element method and the vehicle body dynamics model, and ensure that the model meets the simulation requirements for structural stiffness and strength. Further, this embodiment of the application can apply the load extracted when the vehicle body is under maximum torsion to the corresponding vehicle body nodes in the finite element simulation model of the vehicle body, using an inertial release method: first, calculate the rigid body acceleration of the vehicle body under external loads (such as suspension attachment point force and wheel center force under maximum torsion); then, apply an inertial force field (distributed force) opposite to the direction of acceleration to the entire structure, making the resultant force and resultant moment of the structure zero; finally, under the conditions of satisfying force balance and moment balance, solve for the deformation displacement field, stress field, and strain energy distribution of the structure, thereby accurately obtaining the deformation information of the vehicle body under torsion.

[0056] In step S103, the deformation posture of the local structure of the roof under torsion state of the vehicle body is determined according to the deformation information, so as to calculate the buckling coefficient and assess the buckling deformation risk of the vehicle roof based on the buckling coefficient.

[0057] In the embodiments of this application, deformation posture can refer to the spatial shape and geometric characteristics of the structure after deformation, including but not limited to deformation modes, deformation profiles, deformation gradients, and posture evolution, which can be used to determine deformation type, buckling mode, and structural failure mode. Buckling coefficient can refer to a dimensionless parameter used to calculate the buckling critical load of thin-walled structures (such as vehicle roofs), which can comprehensively reflect the influence of boundary conditions, load type, and buckling modes on structural stability.

[0058] This application's embodiments utilize deformation information of the vehicle body under torsional conditions, such as deformation displacement field and strain energy distribution, to transform it into deformation attitude parameters describing structural deformation characteristics, such as buckling modes, deformation profiles, half-wave lengths, and boundary constraint states. This allows for the calculation of the buckling coefficient, enabling a scientific assessment of the buckling risk and potential for rebound noise in the vehicle's roof. For example, a low buckling coefficient may indicate insufficient resistance to buckling deformation in the local structure of the roof under torsional conditions, resulting in a higher risk of buckling deformation and potentially triggering rebound noise. Conversely, a high buckling coefficient suggests better structural stability, leading to a lower risk of buckling deformation in the roof and minimizing the risk of rebound noise.

[0059] This application embodiment determines the buckling deformation risk of the vehicle roof by quantitatively evaluating the buckling coefficient, which can provide a clear basis for the optimized design of the roof structure (such as the arrangement of reinforcing ribs, thickness adjustment, and enhanced boundary constraints) to improve the structural reliability and driving comfort of the vehicle roof under extreme torsional conditions.

[0060] As one possible implementation method, in one embodiment of this application, determining the deformation posture of the roof local structure under the torsional state of the vehicle body based on deformation information includes: determining the deformation posture based on deformation information and a preset vehicle body local model.

[0061] It can be noted that the preset vehicle body local model refers to the local structure (such as the roof assembly and surrounding connection area) extracted from the vehicle body finite element simulation model through sub-model technology. This can significantly reduce the number of elements and the solution scale while ensuring calculation accuracy, thus saving calculation costs.

[0062] This application embodiment can obtain the deformation information (such as displacement field distribution) of the roof area under torsional conditions from the calculation results of the overall vehicle body finite element simulation model, and analyze and extract the buckling mode, half-wave length, deformation profile and boundary constraint state and other deformation postures. Then, combined with the local vehicle body model, the deformation information of the overall vehicle body finite element simulation model is transformed into the boundary conditions and deformation posture description of the local vehicle body model, providing a basis for subsequent calculation of buckling coefficient.

[0063] In some cases, in one embodiment of this application, calculating the buckling coefficient includes: determining boundary conditions based on the deformation posture; applying the boundary conditions to a local model of the vehicle body and applying a corresponding gravity to calculate the buckling coefficient.

[0064] In the embodiments of this application, boundary conditions refer to the external actions and constraints applied in finite element analysis to solve the structural response; these may include, but are not limited to: displacement boundary conditions, such as the translational and rotational deformation of each node, which can be obtained based on the displacement values ​​of the cutting boundary nodes corresponding to the calculated deformation posture; load boundary conditions, such as suspension attachment point forces, wheel center forces, or gravity loads, which can be extracted based on the load data of the chassis and body connection points under maximum torsional conditions; and constraint boundary conditions, such as fixed constraints or symmetric constraints, which can be set according to the actual installation state or geometric symmetry of the structure. The embodiments of this application can use boundary conditions to form the input basis for the analysis of the local model of the vehicle body, ensuring that the analysis results can truly reflect the stress, deformation, and buckling behavior of the structure under actual working conditions.

[0065] This application embodiment can apply boundary conditions to a local model of the vehicle body to accurately simulate the actual stress and deformation state of the local structure of the vehicle roof within the overall vehicle body; based on this, this application embodiment can apply a gravity load, with a gravitational acceleration of 9.8 m / s². 2To consider the influence of structural self-weight on buckling behavior and rebound noise, the embodiments of this application can use linear buckling analysis to analyze the local model of the roof, set the analysis order to 10, run the calculation, extract the buckling coefficient of the local structure of the roof, evaluate the buckling deformation risk of the roof, thereby providing a quantitative basis for structural optimization schemes and improving the structural stability and ride comfort of the vehicle body under extreme torsional conditions.

[0066] Optionally, in one embodiment of this application, the method further includes: determining the buckling deformation cloud map of the vehicle roof based on the buckling deformation risk; determining the optimization area of ​​the vehicle body using the buckling deformation cloud map; and generating a local structural optimization scheme based on the optimization area.

[0067] As a concrete example, buckling deformation contour maps can present the relative deformation distribution of each node of the structure under buckling modes in the form of color gradients or contour lines. For example, red or warm-colored areas indicate larger deformation (peaks or troughs), while blue or cool-colored areas indicate smaller deformation (nodes or boundaries). This clearly reflects the specific location of buckling, the shape of the buckling waveform (such as single wave or multiple waves, symmetrical or asymmetrical), and the relative distribution of deformation amplitude.

[0068] Subsequently, embodiments of this application can determine the optimization area based on the color of the buckling deformation cloud map, and then generate corresponding local structural optimization schemes, including but not limited to structural optimization by changing the curvature of the shape, adding surface ribs, applying reinforcing films, and changing the position and support area of ​​the sunroof reinforcing ring and the roof support structure. For example, for the area between the rear of the roof sunroof and the rear crossbeam, if the buckling deformation cloud map shows a concentration of red in this area, cross reinforcing ribs can be added or the plate thickness increased in this area to improve local stiffness and buckling critical load, thereby effectively suppressing the buckling deformation and rebound noise risk of the roof under torsional conditions.

[0069] Furthermore, when determining the optimization area and generating a local structural optimization scheme, this application embodiment comprehensively considers factors such as structure, cost, weight, and performance. It uses a multi-objective optimization method to balance the strengthening effect with the lightweight requirements, process feasibility, and economy to obtain the optimal technical solution that can be achieved. This ensures that while effectively suppressing buckling deformation and rebound noise of the roof, it also meets the structural reliability, cost control, and lightweight indicators of the whole vehicle development.

[0070] According to the buckling deformation analysis method for vehicle roof proposed in this application, after simulating the dynamic process of the whole vehicle passing through the target torsional road, the load of the vehicle body is extracted to calculate the deformation information of the vehicle body under torsional conditions, and then the deformation posture and buckling coefficient of the local structure of the roof are calculated to assess the buckling deformation risk of the vehicle roof. It can quantify the buckling critical load and structural stability margin of the roof sheet metal, accurately identify the buckling position and deformation degree of the roof sheet metal under torsional conditions, and provide accurate quantitative basis for the structural optimization of the vehicle roof. In addition, the buckling deformation risk assessment of the vehicle roof sheet metal structure can be carried out in the early stage of structural design. By controlling the buckling coefficient, the stability of the roof under torsional conditions can be ensured, so as to achieve early design control, reduce the number of physical prototype tests and development costs, and improve product quality and driving comfort.

[0071] Next, with reference to the accompanying drawings, the vehicle roof buckling deformation analysis device proposed according to the embodiments of this application is described.

[0072] Figure 2 This is a block diagram of the vehicle roof buckling deformation analysis device according to an embodiment of this application.

[0073] like Figure 2 As shown, the vehicle body roof buckling deformation analysis device 10 includes: an extraction module 100, a calculation module 200, and an analysis module 300.

[0074] The extraction module 100 is used to extract the load on the vehicle body after simulating the dynamic process of the whole vehicle passing through the target twisted road. The calculation module 200 is used to calculate the deformation information of the vehicle body under torsional conditions based on the load on the vehicle body. Analysis module 300 is used to determine the deformation posture of the local structure of the roof under torsion state of the vehicle body based on deformation information, so as to calculate the buckling coefficient and assess the buckling deformation risk of the vehicle body roof based on the buckling coefficient.

[0075] Optionally, in one embodiment of this application, the vehicle roof buckling deformation analysis device 10 further includes: a first determining module, a second determining module, and a generating module.

[0076] The first determining module is used to determine the buckling deformation cloud map of the vehicle body roof based on the buckling deformation risk. The second determination module is used to determine the optimization area of ​​the vehicle body using buckling deformation contour maps; The generation module is used to generate local structural optimization schemes based on the optimization area.

[0077] Optionally, in one embodiment of this application, the extraction module 100 includes: a collection unit, an identification unit, and a first determination unit.

[0078] The acquisition unit is used to collect load data at the connection between the chassis and the body and the displacement of the wheel center position; The identification unit is used to identify the state of the vehicle body based on load data and displacement. The first determining unit is used to determine the load based on the actual load at the corresponding chassis-body connection point when the vehicle body is in a torsional state.

[0079] Optionally, in one embodiment of this application, the calculation module 200 includes: an application unit and a calculation unit.

[0080] The application unit is used to apply loads to the corresponding vehicle body nodes based on the pre-built vehicle body finite element simulation model to obtain simulation data. The calculation unit is used to calculate deformation information based on simulation data.

[0081] Optionally, in one embodiment of this application, the analysis module 300 includes: a second determining unit.

[0082] The second determining unit is used to determine the deformation posture based on the deformation information and the preset local model of the vehicle body.

[0083] Optionally, in one embodiment of this application, the analysis module 300 includes: a third determining unit and a calculation unit.

[0084] The third determining unit is used to determine the boundary conditions based on the deformation posture; The calculation unit is used to apply boundary conditions to a local model of the vehicle body and apply corresponding gravity to calculate the buckling coefficient.

[0085] It should be noted that the foregoing explanation of the embodiment of the vehicle roof buckling deformation analysis method also applies to the vehicle roof buckling deformation analysis device of this embodiment, and will not be repeated here.

[0086] According to the vehicle body roof buckling deformation analysis device proposed in the embodiments of this application, after simulating the dynamic process of the whole vehicle passing through the target torsional road, the load of the vehicle body is extracted to calculate the deformation information of the vehicle body under torsional conditions, and then the deformation posture and buckling coefficient of the local structure of the roof are calculated to assess the buckling deformation risk of the vehicle body roof. It can quantify the buckling critical load and structural stability margin of the roof, accurately identify the buckling position and deformation degree of the roof under torsional conditions, and provide accurate quantitative basis for the structural optimization of the vehicle body roof.

[0087] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 301, the processor 302, and the computer program stored on the memory 301 and capable of running on the processor 302.

[0088] When the processor 302 executes the program, it implements the buckling deformation analysis method for the vehicle roof provided in the above embodiments.

[0089] Furthermore, electronic devices also include: Communication interface 303 is used for communication between memory 301 and processor 302.

[0090] The memory 301 is used to store computer programs that can run on the processor 302.

[0091] The memory 301 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0092] If the memory 301, processor 302, and communication interface 303 are implemented independently, then the communication interface 303, memory 301, and processor 302 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 3 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.

[0093] Optionally, in a specific implementation, if the memory 301, processor 302, and communication interface 303 are integrated on a single chip, then the memory 301, processor 302, and communication interface 303 can communicate with each other through an internal interface.

[0094] Processor 302 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.

[0095] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for analyzing the buckling deformation of a vehicle roof.

[0096] This application also provides a vehicle, including the above-mentioned vehicle roof buckling deformation analysis device, or electronic device, or computer-readable storage medium, to implement the vehicle roof buckling deformation analysis method provided in this application.

[0097] 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.

[0098] 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.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] Those skilled in the art will understand that all or part of the steps of the methods described 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, it includes one or a combination of the steps of the method embodiments.

[0103] 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.

[0104] 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 analyzing the buckling deformation of a vehicle roof, characterized in that, Includes the following steps: After simulating the dynamic process of the whole vehicle passing through the target twisted road, the load on the vehicle body is extracted; Based on the load on the vehicle body, the deformation information of the vehicle body under torsional conditions is calculated; Based on the deformation information, the deformation posture of the local structure of the roof under the torsional state of the vehicle body is determined, the buckling coefficient is calculated, and the buckling deformation risk of the vehicle roof is assessed based on the buckling coefficient.

2. The method according to claim 1, characterized in that, Also includes: The buckling deformation cloud map of the vehicle roof is determined based on the buckling deformation risk; The optimized area of ​​the vehicle body is determined using the buckling deformation contour map; A local structural optimization scheme is generated based on the optimized region.

3. The method according to claim 1, characterized in that, The extraction of the vehicle body load includes: Collect load data at the connection between the chassis and the body, as well as the displacement of the wheel center position; The state of the vehicle body is identified based on the load data and the displacement; When the vehicle body is in a torsional state, the load is determined based on the actual load at the corresponding chassis-vehicle connection point.

4. The method according to claim 1, characterized in that, The calculation of deformation information under torsional conditions based on the load of the vehicle body includes: Based on the pre-built finite element simulation model of the vehicle body, the load is applied to the corresponding vehicle body nodes to obtain simulation data; The deformation information is calculated based on the simulation data.

5. The method according to claim 1 or 4, characterized in that, Determining the deformation posture of the local structure of the roof under the torsional state of the vehicle body based on the deformation information includes: The deformation posture is determined based on the deformation information and the preset partial model of the vehicle body.

6. The method according to claim 5, characterized in that, The calculation of the buckling coefficient includes: Determine the boundary conditions based on the deformed posture; The boundary conditions are applied to the local model of the vehicle body, and a corresponding gravity is applied to calculate the buckling coefficient.

7. A device for analyzing buckling deformation of a vehicle roof, characterized in that, include: The extraction module is used to extract the load on the vehicle body after simulating the dynamic process of the whole vehicle passing through the target twisted road; The calculation module is used to calculate the deformation information of the vehicle body under torsional conditions based on the load on the vehicle body; The analysis module is used to determine the deformation posture of the local structure of the roof under the torsional state of the vehicle body based on the deformation information, so as to calculate the buckling coefficient and assess the buckling deformation risk of the vehicle body roof based on the buckling coefficient.

8. An electronic device, characterized in that, include: The system includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to implement the method for analyzing buckling deformation of a vehicle roof 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 vehicle roof buckling deformation analysis method as described in any one of claims 1-6.

10. A vehicle, characterized in that, The vehicle includes the body roof buckling deformation analysis device as described in claim 7, or the electronic device as described in claim 8, or the computer-readable storage medium as described in claim 9.

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