Nacelle overclosure performance analysis method, apparatus, device, and medium

Abstract

The application relates to the technical field of vehicle body opening and closing performance simulation, in particular to a method and device for analyzing the over-closing performance of a cabin cover, equipment and a medium, which comprises the following steps: obtaining the body-in-white data, cabin cover data, cabin cover lock data and vehicle lamp data of a vehicle; respectively establishing finite element models according to the body-in-white data, cabin cover data, cabin cover lock data and vehicle lamp data; establishing a multi-body dynamics model according to the multiple finite element models; simulating the closing process of the cabin cover through the finite element models and the multi-body dynamics model, monitoring the maximum displacement in the closing process of the cabin cover and the clearance data between the cabin cover and the vehicle lamps and surrounding parts; and analyzing the over-closing performance of the cabin cover according to the maximum displacement and the clearance data. Therefore, the problems of low analysis efficiency and long analysis cycle in the related art are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle body opening and closing component performance simulation technology, and in particular to a method, device, equipment and medium for analyzing the performance of over-closing engine hood. Background Technology

[0002] The hood, a key component of the vehicle's opening and closing mechanism, can over-close, making it susceptible to damage from collisions with the headlights. Related technologies often employ explicit dynamic simulation analysis to address this over-closing performance issue. This approach is cumbersome to model and debug, time-consuming to solve, and overall inefficient, making it unsuitable for the short development cycles of vehicle manufacturing. Summary of the Invention

[0003] This application provides a method, apparatus, equipment, and medium for analyzing the performance of over-closing of the engine hood, in order to solve the problems of low analysis efficiency and long cycle in related technologies for analyzing the performance of over-closing of the engine hood.

[0004] The first aspect of this application provides a method for analyzing the over-closing performance of a hood, comprising the following steps: acquiring vehicle body-in-white data, hood data, hood lock data, and headlight data; establishing finite element models based on the body-in-white data, hood data, hood lock data, and headlight data respectively; establishing a multibody dynamics model based on the established finite element models; simulating the hood closing process using the finite element model and the multibody dynamics model, monitoring the maximum displacement during the hood closing process, and the gap data between the hood and the headlights and surrounding components; and analyzing the over-closing performance of the hood based on the maximum displacement and gap data.

[0005] Based on the aforementioned technical means, this application embodiment integrates data from the body-in-white, hood, hood lock, and headlights to sequentially construct a finite element model and a multibody dynamics model. It then jointly simulates the hood closing process and monitors maximum displacement and clearance data, achieving a quantitative analysis of the hood's over-closing performance. Compared to explicit dynamic analysis, this effectively reduces modeling and debugging complexity, significantly shortens the analysis cycle, and improves the efficiency of hood over-closing performance analysis. It also allows for proactive mitigation of collision risks between the hood and headlights and surrounding components during the design phase, meeting the demands of fast-paced automotive product development.

[0006] Optionally, finite element models are established based on the body-in-white data, hood data, hood lock data, and headlight data, including: extracting the body structure and body material from the body-in-white data, and establishing a finite element model of the body-in-white based on the body structure and body material; extracting the hood assembly and hood material from the hood data, and establishing a finite element model of the hood based on the hood assembly and hood material; extracting the lock body, lock hook, internal structure, and lock material from the hood lock data, and establishing a finite element model of the hood lock based on the lock body, lock hook, internal structure, and lock material; and extracting the headlight assembly and headlight material from the headlight data, and establishing a finite element model of the headlights based on the headlight assembly and headlight material.

[0007] Based on the aforementioned technical means, this application embodiment extracts the core data (structural, material, and other key information) of the body-in-white, hood, hood lock, and headlights respectively, and constructs independent finite element models for each component. This ensures that each finite element model can accurately match the actual structure and material properties of the corresponding component, laying a solid foundation for the subsequent construction of multibody dynamics models, ensuring the accuracy and reliability of the models, thereby improving the accuracy of the simulation analysis of the hood over-closing performance, and effectively avoiding deviations in analysis results caused by model distortion.

[0008] Optionally, after establishing finite element models based on the body-in-white data, hood data, and hood lock data, the method further includes: acquiring hood accessory data; establishing a counterweight model of the hood accessories based on the hood accessory data; simulating the hood accessories using the counterweight model; and connecting the mass element with the finite element model of the hood.

[0009] Based on the above technical means, after completing the finite element modeling of the main components, the embodiments of this application introduce the data of the hood accessories to establish a counterweight model. The mass elements are used to simulate various hood accessories and are associated with the hood finite element model for assembly. This can realistically restore the actual mass, counterweight distribution and stress state of the hood, avoid simulation distortion caused by ignoring the mass of the accessories, and effectively improve the realism and analysis accuracy of the dynamic simulation of the hood closing process.

[0010] Optionally, a multibody dynamics model is established based on the multiple finite element models, including: flexibly processing the multiple finite element models into flexible modal files; inputting the flexible modal files into multibody dynamics software; and generating a multibody dynamics model through the multibody dynamics software.

[0011] Based on the above technical means, the embodiments of this application flexibly process the finite element models of each component to obtain flexible modal files, and then import them into multibody dynamics software to complete the modeling. This achieves a seamless combination of finite element models and multibody dynamics models, taking into account both the structural flexibility characteristics and dynamic motion characteristics, avoiding simulation deviations caused by rigid modeling, and effectively improving the realism and analysis accuracy of the simulation of the over-closing condition of the engine hood.

[0012] Optionally, the multibody dynamics software generation process includes: identifying the connection relationships between components in the flexible modal file and the internal structure of the canopy lock; connecting the components using at least one of fixed joints, revolute joints, and prismatic joints based on the connection relationships between the components, establishing the return springs and contact relationships between the internal structures, and assigning corresponding stiffness values ​​to the return springs; establishing simplified models of the canopy's buffer block and sealing strip, and generating a multibody dynamics model based on the simplified model, the connected components, and the return springs and contact relationships between the internal structures.

[0013] Based on the above technical means, this application embodiment identifies the component connection relationship of the flexible modal file and the internal structure of the hood lock, uses different kinematic pairs to complete the component assembly, accurately sets the stiffness and contact relationship of the lock body reset spring, and simplifies the modeling of the buffer block and sealing strip, fully reproduces the actual assembly structure, motion constraints and mechanical characteristics of the hood, making the constructed multibody dynamics model more in line with the actual vehicle working conditions, and further ensuring the authenticity and reliability of the simulation results of the hood over-closing performance.

[0014] Optionally, a simplified model of the cabin canopy's buffer block and sealing strip is established, including: converting the buffer block into a stiffness curve composed of force and displacement; simplifying the sealing strip into a spring unit, and assigning the spring stiffness to the spring unit according to the CLD (Compression Load Deflection) curve.

[0015] Based on the above technical means, the embodiments of this application transform the buffer block into a force-displacement stiffness curve, simplify the sealing strip into a spring unit and assign corresponding stiffness in combination with the CLD curve. This simplifies the modeling process, reduces the complexity of the model, accurately restores the mechanical properties of the buffer block and sealing strip, avoids the tediousness of complex solid modeling, and ensures the simulation accuracy of the multibody dynamics model, effectively improving the accuracy of subsequent over-closing condition analysis.

[0016] Optionally, the maximum displacement during the hood closing process, as well as the gap data between the hood and the headlights and surrounding components, are monitored, including: establishing a monitoring point for the maximum downward displacement of the hood, and measuring the vehicle coordinate system during the hood closing process using the maximum downward displacement monitoring point. The maximum downward displacement in the direction; in response to the target command in the multibody dynamics software, the gap measurement form is selected as the measurement between flexible bodies to measure the gap data between the two.

[0017] Based on the above technical means, this application embodiment sets a maximum sinking displacement monitoring point for the hood to accurately capture the maximum displacement data during the closing process. At the same time, it adopts a flexible body gap measurement method to accurately obtain the gap between the hood and the headlights and surrounding parts, effectively avoiding measurement deviations, ensuring more accurate judgment on the over-closing performance of the hood, further improving the reliability of the analysis results, and providing accurate data support for subsequent structural optimization.

[0018] A second aspect of this application provides a device for analyzing the over-closing performance of a hood, comprising: an acquisition module for acquiring vehicle body-in-white data, hood data, hood lock data, and headlight data; a modeling module for establishing finite element models based on the body-in-white data, hood data, hood lock data, and headlight data, and establishing a multibody dynamics model based on the established finite element models; a simulation module for simulating the hood closing process using the finite element models and the multibody dynamics model, monitoring the maximum displacement during the hood closing process, and the gap data between the hood and the headlights and surrounding components; and an analysis module for analyzing the over-closing performance of the hood based on the maximum displacement and gap data.

[0019] Optionally, the module is further used to: extract the body structure and body material from the body-in-white data, and establish a finite element model of the body-in-white based on the body structure and body material; extract the hood assembly and hood material from the hood data, and establish a finite element model of the hood based on the hood assembly and hood material; extract the lock body, lock hook, internal structure, and lock material from the hood lock data, and establish a finite element model of the hood lock based on the lock body, lock hook, internal structure, and lock material; and extract the headlight assembly and headlight material from the headlight data, and establish a finite element model of the headlight based on the headlight assembly and headlight material.

[0020] Optionally, it also includes: a connection module, used to obtain hood accessory data after establishing finite element models based on body-in-white data, hood data, and hood lock data respectively; to establish a counterweight model of the hood accessories based on the hood accessory data; and to connect the mass element with the finite element model of the hood by simulating the hood accessories through the counterweight model.

[0021] Optionally, the module is further used to: flexibly process multiple established finite element models into flexible modal files; input the flexible modal files into multibody dynamics software, and generate multibody dynamics models through the multibody dynamics software.

[0022] Optionally, the multibody dynamics software generation process includes: identifying the connection relationships between components in the flexible modal file and the internal structure of the canopy lock; connecting the components using at least one of fixed joints, revolute joints, and prismatic joints based on the connection relationships between the components, establishing the return springs and contact relationships between the internal structures, and assigning corresponding stiffness values ​​to the return springs; establishing simplified models of the canopy's buffer block and sealing strip, and generating a multibody dynamics model based on the simplified model, the connected components, and the return springs and contact relationships between the internal structures.

[0023] Optionally, the generation process of the multibody dynamics software also includes: converting the buffer block into a stiffness curve composed of force and displacement; simplifying the sealing strip into a spring unit, and assigning the spring stiffness to the spring unit according to the CLD curve.

[0024] Optionally, the simulation module is further used to: establish a maximum sinking displacement monitoring point for the hood, and measure the maximum sinking displacement in the Z direction of the vehicle coordinate system during the hood closing process through the maximum sinking displacement monitoring point; respond to the target command in the multibody dynamics software, select the gap measurement form as the measurement between flexible bodies, and measure the gap data between the two.

[0025] 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 over-closing performance analysis method for the hood as described in the above embodiments.

[0026] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the over-closing performance analysis method for the hood as described in the above embodiments.

[0027] 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

[0028] 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 the performance of over-closing of a hood according to an embodiment of this application; Figure 2 This is a schematic diagram of the finite element model of the vehicle body, hood assembly, and headlights provided according to the embodiments of this application; Figure 3 This is a schematic diagram of the finite element model of the canopy lock body and its internal structure according to an embodiment of this application; Figure 4This is a schematic diagram of a multibody dynamics model for analyzing excessive closure of the canopy according to an embodiment of this application; Figure 5 This is a schematic diagram showing the maximum downward displacement measurement point and calculation results provided according to the embodiments of this application; Figure 6 This is a schematic diagram illustrating the dynamic gap measurement and calculation results provided according to the embodiments of this application; Figure 7 This is a schematic diagram of a collision between the hood and the headlight according to an embodiment of this application; Figure 8 This is a flowchart illustrating the analysis of excessive hood closure in an automotive application, provided in accordance with an embodiment of this application. Figure 9 This is a block diagram of a canopy over-closing performance analysis device according to an embodiment of this application; Figure 10 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0029] 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.

[0030] Currently, the automotive hood, as a critical moving component of the vehicle body, is prone to over-closing during use. The downward inertia of the hood causes dynamic displacement and vibration, which can easily lead to rigid collisions with the headlight assembly, causing micro-cracks and damage to the headlight housing. This can result in headlight leaks and fogging, easily leading to customer claims and damaging the brand image. The industry generally uses explicit dynamic simulation to develop hood overslam performance, employing explicit modules like LS-DYNA and ABAQUS to simulate the closing process, extracting downward displacement and dynamic clearance, and performing interference checks to mitigate risks during the design phase. However, this explicit dynamic simulation approach has the following shortcomings: First, it requires high model accuracy and involves a large amount of model debugging work, requiring repeated debugging of the locking state and strict control of the proportion of various energies; Secondly, explicit dynamics calculations are time-consuming, and elastic components such as sealing strips and buffer blocks require fine solid mesh modeling, which further slows down the solution speed and lengthens the analysis time.

[0031] In summary, the analysis cycle for a single round of Overslam analysis using related technologies can be as long as 6-8 weeks. Feasibility cannot be quickly verified after design changes. The analysis efficiency of related technologies is low, and the modeling and solution cycles are long, making it difficult to adapt to the short-cycle and fast-paced development needs of automotive products.

[0032] The following description, with reference to the accompanying drawings, outlines a method, apparatus, device, and medium for analyzing the over-closing performance of a hood according to embodiments of this application. Addressing the issues of low efficiency and long processing times in related technologies mentioned in the background section, this application provides a method for analyzing the over-closing performance of a hood. In this method, data from the body-in-white, the hood, the hood lock, and the headlights are sequentially acquired. Finite element models are then constructed for each, and a multibody dynamics model is further built to simulate the hood closing process. The maximum downward displacement and dynamic clearance data with surrounding components are monitored, and the over-closing performance of the hood is evaluated based on the monitoring results.

[0033] Specifically, Figure 1 This is a flowchart illustrating a method for analyzing the performance of an over-closing engine hood, as provided in an embodiment of this application.

[0034] like Figure 1 As shown, the performance analysis method for excessive closure of the hood includes the following steps: In step S101, the vehicle's body-in-white data, hood data, hood lock data, and headlight data are acquired.

[0035] It is understood that the embodiments of this application obtain relevant data on the vehicle body-in-white, hood, hood lock, and headlights to lay the foundation for establishing an accurate simulation model and conducting performance analysis, ensuring that subsequent modeling and analysis are based on the real vehicle structure and component characteristics, and avoiding distortion of analysis results due to missing data.

[0036] It should be noted that the data for the body-in-white, hood, hood lock, and headlights are the basic design data during the vehicle development phase. They cover core information such as the structural parameters and material parameters of each component and serve as the basis for establishing finite element models and multibody dynamics models. The hood lock is divided into single-pull and double-pull types, and different models may use the same hood lock. The headlights specifically refer to the headlight assembly adjacent to the hood, and their data includes structural information such as the lamp housing and bracket.

[0037] Specifically, the body-in-white data includes the overall structure of the body-in-white, the dimensions and connection methods of each sheet metal component, etc.; the hood data includes the structure, dimensions and material information of the hood assembly (including sheet metal, hinges, etc.); the hood lock data includes the structure and corresponding material information of the lock body, lock hook, internal ratchet (ratchet), pawl, buffer block, etc.; and the headlight data includes the structure, dimensions and material information of the headlight assembly. All of the above data are used to accurately construct simulation models of the corresponding components in the subsequent process.

[0038] In step S102, finite element models are established based on the body-in-white data, hood data, hood lock data, and headlight data, and a multibody dynamics model is established based on the established finite element models.

[0039] It is understood that the embodiments of this application establish finite element models related to the body-in-white, hood, lock body and headlights respectively, and then build multibody dynamics models based on these models. This eliminates the complex process of explicit dynamics modeling, simplifies the modeling steps, ensures the rationality of the model, provides support for improving analysis efficiency, and avoids efficiency loss caused by over-modeling.

[0040] Specifically, such as Figure 2 As shown, based on the acquired data of the body-in-white, hood, hood lock, and headlights, independent finite element models of the corresponding components are first constructed. Each model is assigned corresponding material properties and a reasonable mesh size is set to simulate the actual structure and connection relationship of each component. Then, each finite element model is processed into a flexible modal file in a specified format and imported into the multibody dynamics software ADAMS (Automatic Dynamic Analysis of Mechanical Systems). Combining the component connection relationship and the simplified model of elastic components, a complete multibody dynamics model is built for subsequent simulation analysis of the hood closing process.

[0041] In this embodiment, finite element models are established based on body-in-white data, hood data, hood lock data, and headlight data, including: extracting the body structure and body material from the body-in-white data, and establishing a finite element model of the body-in-white based on the body structure and body material; extracting the hood assembly and hood material from the hood data, and establishing a finite element model of the hood based on the hood assembly and hood material; extracting the lock body, lock hook, internal structure, and lock material from the hood lock data, and establishing a finite element model of the hood lock based on the lock body, lock hook, internal structure, and lock material; and extracting the headlight assembly and headlight material from the headlight data, and establishing a finite element model of the headlight based on the headlight assembly and headlight material.

[0042] It is understood that the embodiments of this application extract the core data (key information such as structure and materials) of the body-in-white, hood, hood lock and headlights respectively, and construct independent finite element models for each component. This ensures that each finite element model can accurately match the actual structure and material properties of the corresponding component, laying a solid foundation for the subsequent construction of multibody dynamics models, ensuring the accuracy and reliability of the models, thereby improving the accuracy of the simulation analysis of the hood over-closing performance and effectively avoiding the deviation of analysis results caused by model distortion.

[0043] Specifically, such as Figure 3As shown, when creating the finite element mesh model of the body-in-white and hood assembly, the size of 2D elements such as sheet metal is set to 8mm, and the size of 3D mesh elements such as hinges is set to 2mm. Connections between components are simulated using specified elements: weld points, weld seams, and adhesives use REB3 (Rigid Element Beam 3) - HEXA (Hexahedral Element) - REB3 elements; bolts use RBE2 (Rigid Body Element Type 2) elements; and hinge shafts use RBE2-CBAR (CBar) elements. Element (rod element) - RBE2 element; When building the finite element model of the hood lock, the lock body, lock hook, internal ratchet, pawl, buffer block and other structures are simulated using 3D elements with a mesh size of 2mm, and corresponding material properties are assigned. If the hood lock is a reused part, the existing finite element model can be used directly; When building the finite element model of the headlights, based on the structure and materials of the headlight assembly, a mesh model consistent with the actual vehicle is constructed to ensure the accuracy of subsequent gap measurements.

[0044] In this embodiment of the application, after establishing finite element models based on body-in-white data, hood data, and hood lock data, the method further includes: acquiring hood accessory data; establishing a counterweight model of the hood accessory based on the hood accessory data; simulating the hood accessory using the counterweight model; and connecting the mass element with the finite element model of the hood.

[0045] It is understood that, after completing the finite element modeling of the main components, the embodiments of this application introduce the data of the hood accessories to establish a counterweight model, and use mass elements to simulate various hood accessories and assemble them in association with the hood finite element model. This can realistically restore the actual mass, counterweight distribution and stress state of the hood, avoid simulation distortion caused by ignoring the mass of the accessories, and effectively improve the realism and analysis accuracy of the dynamic simulation of the hood closing process.

[0046] It should be noted that the data for the hood accessories can include sealing strips and buffer blocks.

[0047] Specifically, the canopy accessories include sound insulation pads, and the acquired data on the canopy accessories mainly consists of the mass information of each accessory. Since this application does not examine the performance of the canopy accessories themselves, but only needs to simulate the inertial force generated by the mass of the accessories, mass elements are used to simulate the canopy accessories. The connection points between the mass elements and the finite element model of the canopy are connected using RBE2 elements. The sound insulation pads are also simulated in this way to reduce the computational scale and improve the analysis efficiency.

[0048] In this embodiment of the application, the process of establishing a multibody dynamics model based on multiple established finite element models includes: flexibly processing the multiple established finite element models into flexible modal files; inputting the flexible modal files into multibody dynamics software; and generating a multibody dynamics model through the multibody dynamics software.

[0049] It is understood that in this embodiment, the finite element models of each component are processed to obtain flexible modal files, which are then imported into multibody dynamics software to complete the modeling. This achieves a seamless combination of finite element models and multibody dynamics models, taking into account both the structural flexibility characteristics and dynamic motion characteristics, avoiding simulation deviations caused by rigid modeling, and effectively improving the realism and analysis accuracy of the simulation of the over-closing condition of the hood.

[0050] Specifically, such as Figure 4 As shown, the finite element models of the established body-in-white, hood, hood lock, and headlights are first processed into flexible modal files in *.mnf format, which can be recognized by multibody dynamics software. Then, the flexible modal file is imported into the specified multibody dynamics software ADAMS, and the software is used to complete operations such as component connection, elastic component modeling, and contact relationship setting, finally generating a multibody dynamics model that can be used to simulate the hood closing process.

[0051] In this embodiment of the application, the generation process of the multibody dynamics software includes: identifying the connection relationship between each component in the flexible modal file and the internal structure of the canopy lock; connecting each component using at least one of fixed joints, revolute joints and prismatic joints according to the connection relationship between each component, establishing the return spring and contact relationship between the internal structures, and assigning the return spring a corresponding stiffness value; establishing a simplified model of the canopy's buffer block and sealing strip, and generating a multibody dynamics model based on the simplified model, the connected components, and the return spring and contact relationship between the internal structures.

[0052] It is understood that the embodiments of this application identify the component connection relationship of the flexible modal file and the internal structure of the hood lock, use different kinematic pairs to complete the component assembly, accurately set the stiffness and contact relationship of the lock body reset spring, and simplify the modeling of the buffer block and sealing strip to fully reproduce the actual assembly structure, motion constraints and mechanical characteristics of the hood, so that the multibody dynamics model built is more in line with the actual vehicle working conditions, and further ensures the authenticity and reliability of the simulation results of the hood over-closing performance.

[0053] Specifically, the assembly and connection relationships between the body-in-white, hood, hood lock, and headlights in the flexible modal file are first identified using the multibody dynamics software ADAMS, as well as the ratchet, pawl, and other structures inside the hood lock. Then, based on the actual assembly relationships of each component, one or more of fixed joints, revolute joints, and prismatic joints are used to connect the components to ensure that the movement of the components conforms to the logic of the actual vehicle. Subsequently, the return spring between the ratchet, pawl, and lock body inside the hood lock is established, and its corresponding stiffness value is assigned. The contact relationships between the ratchet, pawl, lock body, lock hook, and buffer block are also established to simulate the interaction between the components. Finally, a simplified model of the buffer block and sealing strip is established, and a complete multibody dynamics model is generated by combining the connection relationships of each component, the return spring, and the contact relationships.

[0054] In this embodiment of the application, a simplified model of the buffer block and sealing strip of the hood is established, including: converting the buffer block into a stiffness curve composed of force and displacement; simplifying the sealing strip into a spring unit, and assigning spring stiffness to the spring unit according to the CLD curve.

[0055] It is understood that the embodiments of this application transform the buffer block into a force-displacement stiffness curve, simplify the sealing strip into a spring element and assign corresponding stiffness in combination with the CLD curve. This simplifies the modeling process, reduces the complexity of the model, accurately restores the mechanical properties of the buffer block and sealing strip, avoids the tediousness of complex solid modeling, and ensures the simulation accuracy of the multibody dynamics model, effectively improving the accuracy of subsequent over-closing condition analysis.

[0056] Specifically, this application's embodiments abandon the complex method of simulating buffer blocks and sealing strips using 1-2mm 3D mesh units in related technologies, and simplify the modeling by combining the mechanical properties of both: the buffer block is directly converted into a stiffness curve composed of force and displacement, accurately matching the actual force-deformation characteristics of the buffer block; the sealing strip is simplified into spring units in 100mm segments, and each spring unit is assigned a corresponding spring stiffness according to the CLD curve (sealing strip mechanical property curve), achieving accurate simulation of the mechanical properties of the sealing strip; at the same time, if the buffer block and sealing strip are components used in different vehicle models, they can be set as parametric models, and the vehicle models using them can directly use the existing models and stiffness curves, which can improve the modeling efficiency by more than 90%.

[0057] In step S103, the closing process of the hood is simulated using a finite element model and a multibody dynamics model, and the maximum displacement during the closing process of the hood, as well as the gap data between the hood and the headlights and surrounding components, are monitored.

[0058] It is understood that the embodiments of this application can accurately simulate the hood closing process by combining finite element models with multibody dynamics models, monitor the maximum sinking displacement and gap data in real time, quickly capture potential collision risks, discover design defects in advance, provide accurate data basis for subsequent optimization and adjustment, and avoid blind modeling and invalid calculations.

[0059] It should be noted that the maximum displacement specifically refers to the displacement of the hood along the vehicle coordinate system during the closing process. The maximum downward displacement in the direction of the hood is a core indicator for determining whether the hood is over-closed and whether it will collide with the headlights and surrounding components; the clearance data specifically refers to the dynamic clearance between the hood and the headlights and surrounding components during the hood closure process, and is an important auxiliary indicator for assessing the risk of collision.

[0060] Specifically, the vehicle body constraints and loading conditions are first set up in the multibody dynamics software ADAMS, constraining all degrees of freedom of the vehicle body section, and then adding... Applying a 1g gravitational field, the hood is lifted around the hinge axis, causing the leading edge of the hood to be perpendicular to the reference plane. The hood is then allowed to fall freely to a distance of, for example, 300mm, to simulate the actual situation of a user forcefully closing the hood. During the simulation, the maximum downward displacement of the hood during the entire closing process, as well as the dynamic gap data between the hood and the headlights and surrounding components, are monitored simultaneously to ensure that the data covers the entire closing process and provides comprehensive support for subsequent analysis.

[0061] In this embodiment of the application, monitoring the maximum displacement during the hood closing process, as well as the gap data between the hood and the headlights and surrounding components, includes: establishing a monitoring point for the maximum downward displacement of the hood, and measuring the vehicle coordinate system during the hood closing process using the maximum downward displacement monitoring point. The maximum downward displacement in the direction; in response to the target command in the multibody dynamics software, the gap measurement form is selected as the measurement between flexible bodies to measure the gap data between the two.

[0062] It is understood that the embodiments of this application accurately capture the maximum displacement data during the closing process by setting a monitoring point for the maximum downward displacement of the hood. At the same time, the flexible body gap measurement method is used to accurately obtain the gap between the hood and the headlights and surrounding parts, which effectively avoids measurement deviation, ensures more accurate judgment on the over-closing performance of the hood, further improves the reliability of the analysis results, and provides accurate data support for subsequent structural optimization.

[0063] It should be noted that the maximum sinking displacement monitoring point is set on the outer edge of the hood to accurately capture the maximum sinking amount at the end of the hood's closure; the maximum sinking displacement is the distance of the monitoring point in the vehicle coordinate system during the hood's closing process. The maximum displacement value in the direction directly reflects the degree to which the hood is over-closed and is the core data for judging whether there is a risk of collision.

[0064] Specifically, such as Figure 5 As shown, when establishing the maximum subsidence monitoring point, the outer edge of the hood is used as the reference, and a measurement point is established every 100mm. By establishing a Request command for each measurement point in the ADAMS software, the vehicle coordinate system of each monitoring point is measured in real time during the hood closing process. The displacement in the direction is ultimately extracted, and the maximum displacement value of all monitoring points is taken as the maximum downward displacement of the hood; when monitoring gap data, such as Figure 6 As shown, in response to the clearance (gap measurement command) in the ADAMS software, the gap measurement mode is set to the measurement between flexible bodies. By selecting the flexible body models of the hood and headlights respectively, the dynamic gap between the two can be accurately measured. Similarly, the dynamic gap between the hood and other surrounding components can be measured.

[0065] In step S104, the over-closing performance of the hood is analyzed based on the maximum displacement and clearance data.

[0066] It is understood that by analyzing the maximum displacement and clearance data, the embodiments of this application can accurately determine the risk level of excessive closure of the hood, quickly locate design deficiencies, provide a clear direction for subsequent structural optimization and risk avoidance, effectively solve the problems of low efficiency and insufficient accuracy of related technical analysis methods, and adapt to the fast-paced product development needs.

[0067] Specifically, after the multibody dynamics simulation calculation is completed, the post-processing interface of the ADAMS software reads the calculation results (i.e., the maximum displacement) of the maximum hood sinking displacement monitoring point and the dynamic clearance data between the hood and the headlights and surrounding fittings; the read maximum sinking displacement is then compared with... A comparison of the target threshold of 8mm is made between the minimum dynamic clearance between the hood and the headlights and surrounding components and... The data is compared with the target threshold of 3mm. If the data is lower than the design target value, it is determined that the over-closing performance of the hood meets the overslam performance development requirements.

[0068] If the maximum subsidence displacement is greater than 8mm or the dynamic gap is less than 3mm, the overslam performance of the hood is deemed to fail to meet design requirements, posing a risk of impact and lamp housing cracking. Structural optimization is required, necessitating optimization of the hood and its surrounding structures. After optimization, steps S101 to S104 in this embodiment are repeated, and modeling, simulation, and analysis are performed again until the analysis results meet the design objectives. If the gap data is substandard, issues such as… Figure 7 The collision between the hood and headlights shown in the image clearly illustrates the design risks.

[0069] The over-closing performance analysis method for the hood proposed in this application integrates data from the body-in-white, hood, hood lock, and headlights to sequentially construct a finite element model and a multibody dynamics model. This method jointly simulates the hood closing process and monitors maximum displacement and clearance data, enabling quantitative analysis of the hood's over-closing performance. Compared to explicit dynamic analysis, this method effectively reduces modeling and debugging complexity, significantly shortens the analysis cycle, and improves the efficiency of hood over-closing performance analysis. It also allows for proactive mitigation of collision risks between the hood and headlights and surrounding components during the design phase, meeting the demands of fast-paced automotive product development.

[0070] The following section will elaborate on the proposed method for analyzing excessive hood closure in automobiles through a specific embodiment, such as... Figure 8 As shown, the specific steps are as follows: In step one, the model preprocessing and flexible import are completed: the body and hood (including hinges, locks, etc.) are meshed using finite element methods and assigned material properties, and the counterweight model of the hood accessories (sound insulation cotton, reinforcing film, etc.) is established; then the finite element models of each component are converted into flexible modal files in *.mnf format and imported into the multibody dynamics software ADAMS.

[0071] In step two, the multibody dynamics model is built: kinematic pairs are established in ADAMS based on the connection relationship of each component, and the dynamics model of the lock body shell and its internal structure is built and the stiffness, damping and contact relationship are set; at the same time, a simplified model of the cabin cover sealing strip and buffer block is built, and the corresponding elastic stiffness curve is assigned to complete the construction of the complete model.

[0072] In step three, complete the working condition settings and simulation calculations: set the vehicle body constraints, boundary conditions and load conditions in ADAMS (such as adding a gravity field and setting the hood drop height), and then submit the simulation calculations.

[0073] In step four, the results are output and the indicators are determined: After the simulation is completed, the maximum downward displacement during the closing process of the nacelle canopy and the dynamic clearance data between the nacelle canopy and surrounding components are output; based on the preset design target values ​​(such as the maximum downward displacement)... 8mm, minimum dynamic gap (3mm) to determine whether the current design meets the Overslam performance requirements.

[0074] In step five, iterative optimization or scheme solidification is completed: if the judgment result does not meet the design requirements, the cabin canopy structure design or buffer block arrangement is optimized, and the modeling and analysis are repeated in step one; if the judgment result meets the design requirements, the process ends and the scheme solidification is completed.

[0075] In summary, the embodiments of this application have at least the following beneficial effects: (1) Significantly improve analysis efficiency and greatly shorten development cycle: This application adopts multibody dynamics analysis method to replace explicit dynamics scheme, which improves calculation efficiency by more than 90% and shortens the analysis cycle of single wheel engine cover overslam from the original 6-8 weeks to 4 days; even if design scheme changes are encountered, the feasibility of the scheme can be evaluated efficiently and accurately within 1-2 days, which greatly improves development efficiency, shortens the whole vehicle development cycle and reduces development costs.

[0076] (2) Accurately identify collision risks and avoid design defects in advance: Through efficient and high-precision multibody dynamics simulation, the maximum downward displacement of the closing end and the minimum dynamic gap with the headlights and other surrounding parts can be predicted quickly in a short time during the process of the hood being closed. Collision risks can be accurately identified in the design stage to avoid unexpected collision problems between the hood and the headlights and surrounding parts.

[0077] (3) The simulation results are real and reliable, and have high consistency with the actual vehicle verification: This application restores the mechanical properties of the components through refined modeling. The calculation results are basically consistent with the actual vehicle verification results, which can truly reflect the actual vehicle test status and provide a reliable basis for design optimization. It effectively solves the problems of insufficient accuracy of the scheme and inability to accurately predict risks in related technologies.

[0078] Next, with reference to the accompanying drawings, the over-closing performance analysis device for the engine canopy proposed according to an embodiment of this application is described.

[0079] Figure 9 This is a block diagram of the over-closing performance analysis device for the hood according to an embodiment of this application.

[0080] like Figure 9 As shown, the over-closing performance analysis device 90 for the cabin canopy includes: an acquisition module 901, a setup module 902, a simulation module 903, and an analysis module 904.

[0081] The acquisition module 901 is used to acquire vehicle body-in-white data, hood data, hood lock data, and headlight data; the modeling module 902 is used to build finite element models based on the body-in-white data, hood data, hood lock data, and headlight data, and to build a multibody dynamics model based on the multiple finite element models; the simulation module 903 is used to simulate the hood closing process through the finite element model and the multibody dynamics model, and to monitor the maximum displacement during the hood closing process, as well as the gap data between the hood and the headlights and surrounding components; the analysis module 904 is used to analyze the over-closing performance of the hood based on the maximum displacement and gap data.

[0082] In this embodiment, the module 902 is further configured to: extract the body structure and body material from the body-in-white data, and establish a finite element model of the body-in-white based on the body structure and body material; extract the hood assembly and hood material from the hood data, and establish a finite element model of the hood based on the hood assembly and hood material; extract the lock body, lock hook, internal structure, and lock material from the hood lock data, and establish a finite element model of the hood lock based on the lock body, lock hook, internal structure, and lock material; and extract the headlight assembly and headlight material from the headlight data, and establish a finite element model of the headlight based on the headlight assembly and headlight material.

[0083] In this embodiment of the application, the device 90 further includes a connection module.

[0084] The connection module is used to obtain hood accessory data after establishing finite element models based on body-in-white data, hood data, and hood lock data; to establish a counterweight model of the hood accessories based on the hood accessory data; and to connect the mass element with the finite element model of the hood by simulating the hood accessories through the counterweight model.

[0085] In this embodiment, the establishment module 902 is further used to: flexibly process the multiple established finite element models into flexible modal files; input the flexible modal files into multibody dynamics software, and generate a multibody dynamics model through the multibody dynamics software.

[0086] In this embodiment of the application, the generation process of the multibody dynamics software includes: identifying the connection relationship between each component in the flexible modal file and the internal structure of the canopy lock; connecting each component using at least one of fixed joints, revolute joints and prismatic joints according to the connection relationship between each component, establishing the return spring and contact relationship between the internal structures, and assigning the return spring a corresponding stiffness value; establishing a simplified model of the canopy's buffer block and sealing strip, and generating a multibody dynamics model based on the simplified model, the connected components, and the return spring and contact relationship between the internal structures.

[0087] In this embodiment of the application, the generation process of the multibody dynamics software further includes: converting the buffer block into a stiffness curve composed of force and displacement; simplifying the sealing strip into a spring unit, and assigning spring stiffness to the spring unit according to the CLD curve.

[0088] In this embodiment, the simulation module 903 is further used to: establish a maximum sinking displacement monitoring point for the hood, measure the maximum sinking displacement in the Z direction of the vehicle coordinate system during the hood closing process through the maximum sinking displacement monitoring point; respond to the target command in the multibody dynamics software, select the gap measurement form as the measurement between flexible bodies, so as to measure the gap data between the two.

[0089] It should be noted that the foregoing explanation of the embodiment of the over-closing performance analysis method for the hood also applies to the over-closing performance analysis device of this embodiment, and will not be repeated here.

[0090] The hood over-closing performance analysis device proposed in this application integrates data from the body-in-white, hood, hood lock, and headlights to sequentially construct a finite element model and a multibody dynamics model. It then jointly simulates the hood closing process and monitors maximum displacement and clearance data, achieving a quantitative analysis of the hood over-closing performance. Compared to explicit dynamic analysis, this method effectively reduces modeling and debugging complexity, significantly shortens the analysis cycle, and improves the efficiency of hood over-closing performance analysis. It can also mitigate the risk of collisions between the hood and headlights and surrounding components during the design phase, adapting to the fast-paced product development needs of the automotive industry.

[0091] Figure 10 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 1001, the processor 1002, and the computer program stored on the memory 1001 and capable of running on the processor 1002.

[0092] When the processor 1002 executes the program, it implements the over-closing performance analysis method for the hood provided in the above embodiments.

[0093] Furthermore, electronic devices also include: Communication interface 1003 is used for communication between memory 1001 and processor 1002.

[0094] The memory 1001 is used to store computer programs that can run on the processor 1002.

[0095] The memory 1001 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0096] If the memory 1001, processor 1002, and communication interface 1003 are implemented independently, then the communication interface 1003, memory 1001, and processor 1002 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 10 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.

[0097] Optionally, in a specific implementation, if the memory 1001, processor 1002, and communication interface 1003 are integrated on a single chip, then the memory 1001, processor 1002, and communication interface 1003 can communicate with each other through an internal interface.

[0098] The processor 1002 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0099] This application 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 performance of excessive hood closure.

[0100] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0101] 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.

[0102] 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.

[0103] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: 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 (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0104] Those skilled in the art will understand that all or part of the steps of the methods implementing 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.

[0105] 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 performance of excessive closure of the engine compartment canopy, characterized in that, Includes the following steps: Acquire vehicle body-in-white data, hood data, hood lock data, and headlight data; Finite element models are established based on the body-in-white data, the hood data, the hood lock data, and the headlight data, and a multibody dynamics model is established based on the established finite element models. The hood closing process is simulated using the finite element model and the multibody dynamics model to monitor the maximum displacement during the hood closing process, as well as the gap data between the hood and the headlights and surrounding components. The over-closing performance of the canopy is analyzed based on the maximum displacement and the gap data.

2. The method for analyzing the performance of excessive closure of the engine compartment canopy according to claim 1, characterized in that, The step of establishing finite element models based on the body-in-white data, the hood data, the hood lock data, and the headlight data includes: Extract the body structure and body materials from the body-in-white data, and establish a finite element model of the body-in-white based on the body structure and body materials; Extract the hood assembly and hood material from the hood data, and establish a finite element model of the hood based on the hood assembly and hood material; Extract the lock body, lock hook, internal structure, and lock material from the data of the canopy lock, and establish a finite element model of the canopy lock based on the lock body, the lock hook, the internal structure, and the lock material; Extract the headlight assembly and headlight materials from the headlight data, and establish a finite element model of the headlight based on the headlight assembly and headlight materials.

3. The method for analyzing the performance of excessive closure of the engine compartment canopy according to claim 2, characterized in that, After establishing finite element models based on the aforementioned body-in-white data, hood data, and hood lock data, the process also includes: Obtain data on the hood accessories; A counterweight model for the hood accessories is established based on the aforementioned hood accessory data; The ballast model is used to simulate the nacelle canopy accessory, and the mass element is connected to the finite element model of the nacelle canopy.

4. The method for analyzing the performance of excessive closure of the engine compartment canopy according to claim 1, characterized in that, The establishment of a multibody dynamics model based on multiple established finite element models includes: The multiple finite element models established are flexibly processed into flexible modal files; The flexible modal file is input into the multibody dynamics software, and the multibody dynamics model is generated by the multibody dynamics software.

5. The method for analyzing the performance of excessive closure of the engine compartment canopy according to claim 4, characterized in that, The generation process of the multibody dynamics software includes: Identify the connection relationships between components and the internal structure of the canopy lock in the flexible modal file; Based on the connection relationship between the components, at least one of the fixed joint, rotating joint and sliding joint is used to connect the components, establish the return spring and contact relationship between the internal structures, and assign the return spring a corresponding stiffness value; A simplified model of the buffer block and sealing strip of the nacelle canopy is established. Based on the simplified model, the connected components, the return springs and contact relationships between the internal structures, a multibody dynamics model is generated.

6. The method for analyzing the performance of excessive closure of the engine compartment canopy according to claim 5, characterized in that, The simplified model for establishing the buffer block and sealing strip of the cabin canopy includes: The buffer block is converted into a stiffness curve composed of force and displacement; The sealing strip is simplified into a spring unit, and the spring stiffness of the spring unit is assigned according to the CLD curve.

7. The method for analyzing the performance of excessive closure of the engine compartment canopy according to claim 1, characterized in that, The monitoring includes the maximum displacement during the hood closing process and the gap data between the hood and the headlights and surrounding components, including: Establish a monitoring point for the maximum downward displacement of the engine hood, and measure the maximum downward displacement of the vehicle coordinate system in the Z direction during the closing process of the engine hood through the monitoring point for the maximum downward displacement of the engine hood. In response to the target command in the multibody dynamics software, the gap measurement method is selected as a measurement between flexible bodies to measure the gap data between them.

8. A device for analyzing the performance of excessive closure of the engine compartment canopy, characterized in that, include: The acquisition module is used to acquire vehicle body-in-white data, hood data, hood lock data, and headlight data; A module is established to build finite element models based on the body-in-white data, the hood data, the hood lock data, and the headlight data, and to build a multibody dynamics model based on the multiple finite element models. The simulation module is used to simulate the closing process of the hood through the finite element model and the multibody dynamics model, and to monitor the maximum displacement during the closing process of the hood, as well as the gap data between the hood and the headlights and surrounding components. An analysis module is used to analyze the over-closing performance of the hood based on the maximum displacement and the gap data.

9. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the over-closing performance analysis method for the hood as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, When the computer program or instructions are executed, they implement the over-closing performance analysis method for the hood as described in any one of claims 1-7.

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