CN111400821B - Length or width adjustable automobile frame connection point determination method, non-load bearing type automobile frame and automobile - Google Patents
Length or width adjustable automobile frame connection point determination method, non-load bearing type automobile frame and automobile Download PDFInfo
- Publication number
- CN111400821B CN111400821B CN201811648818.9A CN201811648818A CN111400821B CN 111400821 B CN111400821 B CN 111400821B CN 201811648818 A CN201811648818 A CN 201811648818A CN 111400821 B CN111400821 B CN 111400821B
- Authority
- CN
- China
- Prior art keywords
- frame
- automobile
- vehicle
- connection point
- width
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/14—Understructures, i.e. chassis frame on which a vehicle body may be mounted of adjustable length or width
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D24/00—Connections between vehicle body and vehicle frame
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D24/00—Connections between vehicle body and vehicle frame
- B62D24/02—Vehicle body, not intended to move relatively to the vehicle frame, and mounted on vibration absorbing mountings, e.g. rubber pads
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention provides a method for determining automobile frame connection points with adjustable length or width, which is used for determining the positions of the automobile frame body connection points on an automobile frame with adjustable length or width, and the determining method comprises the steps of establishing a three-dimensional model of a frame structure; importing the established three-dimensional model into finite element processing software to carry out finite element gridding processing and output a grid file; importing the grid file into simulation software, defining a simulation frequency interval, and simulating a frame modal graph under each order of frequency; and counting the vehicle frame modal values in each order of vehicle frame modal graphs, and taking the position with the maximum low modal contact ratio in each region in different order modal graphs as the position of the connecting point. The invention also provides a non-bearing type automobile frame and an automobile, wherein the connection point is determined by the determination method. The connection point position determined by the determination method of the invention can realize large rigid connection between the frame and the vehicle body, and the frame and the vehicle body can bear stress as a whole, thereby being beneficial to realizing the weight reduction design of the whole vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle design and development, in particular to a method for determining a connection point of an automobile frame with adjustable length or width. The invention also relates to a non-bearing type automobile frame for determining the position of the connecting point by the determination method and a non-bearing type automobile with the frame.
Background
In the prior art, the automobile body structure is mainly divided into a load-bearing type automobile body and a non-load-bearing type automobile body. The load-bearing type vehicle body does not have a chassis structure which can bear external force independently, and only supports all parts by the vehicle body, namely the whole vehicle body is used as a whole without an independent girder design, the vehicle body is mounted on the vehicle body through an auxiliary frame in a hanging mode, and the load of the vehicle body is transmitted to wheels through a hanging device. The load-bearing type vehicle body structure has the advantages of small weight, high vehicle stability, low cost, light weight, low oil consumption, good comfort and the like, but the non-load-bearing type vehicle body structure also has the defects of poor vehicle body rigidity, particularly poor diagonal distortion resistance rigidity and the like.
The non-bearing body is also called as a chassis girder frame, and is provided with an independent girder, namely a frame, and a special chassis stress structure, wherein core components such as an engine, a transmission and the like are arranged on the frame. The frame as a whole is a foundation for supporting the whole vehicle, and the vehicle body part for seating the whole person is another whole on the whole structure. The frame and the upper vehicle body are mainly connected by suspension, the chassis is lower, the vehicle body part is upper, and the vehicle body only bears the weight of drivers and passengers without considering the auxiliary effect of the vehicle body on the frame bearing.
The non-bearing type vehicle body has the advantages of independent vehicle frame, high chassis strength, good anti-bumping performance, non-uniform stress of the four wheels, and no transmission to the vehicle body, so the deformation of the carriage is small, the stability and the safety are good, and the noise in the carriage is low. However, the non-load-bearing type vehicle body structure also has the defects of being heavy, high in mass center of the vehicle and poor in high-speed running stability, particularly the heavy weight of the vehicle body structure causes higher cost of the whole vehicle, and the fuel consumption of the vehicle is always high when the vehicle is used.
At this time, for a non-load-bearing type automobile model with a frame structure, if a relatively high rigid connection between the frame and the automobile body can be performed, so that the connection rigidity between the frame and the automobile body is improved, the strength complementation between the frame and the automobile body is realized, and the characteristic similar to the load-bearing type automobile body structure is achieved, so that a relatively good whole automobile weight reduction effect can be obtained. However, at present, aiming at the connection with great rigidity between the frame and the vehicle body, how to determine the position of the connecting point of the connection between the frame and the vehicle body becomes a difficult problem, and no report related to the connection is found in the published documents.
Disclosure of Invention
In view of the above, the present invention is directed to a method for determining a connection point of a non-load-bearing type vehicle frame, which can be used to determine a connection point position on the vehicle frame for performing a high-rigidity connection with a vehicle body.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a method for determining connection points of an automobile frame with adjustable length or width is used for determining the positions of the connection points for connecting the frame and an automobile body on the automobile frame with adjustable length or width, wherein the connection points on the frame are a plurality of connection points which are dispersedly arranged on different areas of the frame, and the method for determining the positions of the connection points comprises the following steps:
s1, establishing a three-dimensional model of a frame structure according to a development design target of a whole vehicle;
s2, importing the established three-dimensional model of the frame structure into finite element processing software, carrying out finite element meshing processing on a three-dimensional model file of the frame structure by using the finite element processing software, and outputting a meshed grid file;
s3, importing the grid file output in the step S2 into modal simulation software, defining a simulation frequency interval, simulating the frame mode of the frame model under each order frequency in the frequency interval by using the modal simulation software, and outputting a frame mode graph under each order frequency;
and S4, counting modal values of all positions on the frame in the frame modal graph corresponding to all the order frequencies, and taking the position with the maximum low modal coincidence degree in all the regions in the frame modal graph under different order frequencies as the position of a connecting point between the frame and the vehicle body in the region.
Further, the frame structure three-dimensional model can be established through CATIA, UG or Pro/E, the finite element processing software is ANSA or HypermeSh, and the simulation software is NASTRAN or ABAQUS.
Further, the frequency interval is from 1HZ to the natural frequency of a power output device carried by the frame.
Further, the power output device is a motor.
Further, the positions of the body connecting points of each frame on the frame are symmetrically arranged relative to the width center line of the frame.
Further, in step S4, the position of the vehicle body connection point is the position where the mode nodes in the area overlap most.
Further, the finite element meshing process in step S2 includes the following steps:
s21, removing redundant geometric figures including points, lines and round corners;
s22, performing a median plane drawing operation, and performing grid division on the median plane;
s23, creating a gridding division file and a quality inspection file to generate a grid, and inspecting the grid quality, correcting errors and poor-quality grids;
s24, separating the grid from the geometric model, deleting the originally imported frame structure model file, creating a welding unit and a rigid node, defining the material thickness and the material properties including the elastic modulus E, the NU Poisson' S ratio and the RHO density, and exporting the grid file.
Further, the simulation in step S3 includes the following steps:
s31, creating a frame model generated by the grid file with the selected and imported attributes, and defining the thickness of the material;
s32, giving the material attribute and the material thickness to the frame model;
s33, creating a simulation environment, and defining a simulation frequency interval;
and S34, the ND calculates the order in the frequency interval, a control guidance calculation link solver is created to carry out corresponding calculation commands, and a simulated vehicle frame modal diagram is derived.
Furthermore, the area of the frame, which can be used as a connecting point between the frame and the vehicle body, at least meets the following conditions: easily the frame shaping does not influence the automobile body molding does benefit to the frame with assemble between the automobile body to and accord with the motorcycle type function definition.
Further, the vehicle type function definition comprises that the vehicle type function is a passenger vehicle or a goods vehicle.
Compared with the prior art, the invention has the following advantages:
according to the method for determining the frame connection point, the frame model is simulated, and the position with the largest low-modal contact ratio in each area is used as the connection point position, so that the weakest point of vibration superposition in each area of the frame can be used as the connection point between the frame and the vehicle body, and the connection point has small vibration, so that high-rigidity connection between the frame and the vehicle body can be performed, the strength complementation between the frame and the vehicle body is realized, the integral bearing stress of the frame and the vehicle body can be realized, and the effect of the weight reduction design of the whole vehicle is favorably realized.
Another objective of the present invention is to provide a non-load-bearing type vehicle frame, wherein the length or width of the frame is adjustable, and a plurality of connectors are mounted on the frame for connecting with the vehicle body, the connectors are located at the connection point between the frame and the vehicle body determined by the above determination method, and the connectors are elastic connectors or rigid connectors.
Further, the elastic connecting piece is suspended.
According to the non-bearing type automobile frame, the connecting piece is arranged at the connecting point position determined by the determination method, so that high-rigidity connection between the frame and the automobile body can be realized, the strength between the frame and the automobile body is complementary, the frame and the automobile body can bear stress as a whole, and the whole automobile is lightened.
In addition, the invention also provides a non-bearing type automobile which is provided with the non-bearing type automobile frame.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic view of the distribution of the positions of the connection points on the frame according to the embodiment of the present invention;
in the figure:
1-front longitudinal beam, 2-rear longitudinal beam, 3-adjusting beam, 4-front cross beam, 5-middle cross beam and 6-rear cross beam.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
Example one
The embodiment relates to a method for determining a connection point of an automobile frame with adjustable length or width, which is used for determining the position of a connection point for connecting the frame and an automobile body on the frame in an automobile. Wherein, the frame of this embodiment is for can carrying out length or width adjustment, and the tie point position that is used for frame and automobile body to connect on the frame also arranges in a plurality of the different regions of frame for the dispersion to the accessible realizes stable and reliable connection between frame and the automobile body at the connection of a plurality of different positions, and then forms complete body construction.
As for the above-mentioned length-or width-adjustable frame structure, taking the length adjustment as an example, an exemplary structure thereof may be as shown in fig. 1, in which case the frame specifically includes a front side member 1 and a rear side member 2 located at both front and rear sides, and an adjusting beam 3 disposed between the front and rear side members, and the front and rear side members and the adjusting beam 3 are both disposed at both sides. The front longitudinal beams 1 on two sides are connected with a front cross beam 4, the rear longitudinal beams 2 on two sides are connected with a rear cross beam 6, the adjusting beams 3 on two sides are also connected with a middle cross beam 5, and the front and rear longitudinal beams and the adjusting beams 3 can be spliced by adopting connecting parts and are connected together in a final fixing mode such as bolts or welding.
The length of the frame structure of the embodiment can be adjusted by changing the connection length between the adjusting beam 3 and the front longitudinal beam 1 or the rear longitudinal beam 2 on the two sides. When the automobile type is developed, according to different automobile bodies, namely different sizes of passenger cabins, the automobile frame length matched with the sizes of the passenger cabins can be formed through the movement of the front longitudinal beams and the rear longitudinal beams relative to the middle adjusting beam 3. And then, fixedly connecting the adjusting beam 3 and the longitudinal beams on the two sides by welding or screwing to form the final frame structure. When the vehicle type to be adapted changes, the adjusting method is still adopted to adjust the corresponding connection length, so that the vehicle frame can meet the requirements for different vehicle frame lengths through telescopic adjustment after the first processing is finished, the universality of the vehicle frame is improved, and the manufacturing cost of the vehicle frame is reduced.
The design of the frame structure of this embodiment with adjustable width can be the same as the length adjustment form described above, and will not be described herein again. The front and rear anti-collision beam assemblies, the shock absorber mounting tower assemblies, the suspension mounting structures and other conventional part mounting structures on the frame can be referred to the existing mature automobile frame structure, and are not described again.
In general, for the frame with adjustable length or width of this embodiment, the method for determining the position of the connection point includes the following steps.
Before the following connection point position determining steps are introduced, it should be noted that the establishment of the three-dimensional model of the frame structure may be performed by CATIA, UG or Pro/E, the operation of finite element meshing may be performed by ANSA or hypermes, and the modal simulation may be performed by NASTRAN or ABAQUS. In the embodiment, the whole determination method is described by specifically adopting CATIA modeling, ANSA for finite element meshing and NASTRAN for frame modal simulation as an example.
The method for determining the position of the connection point in the embodiment specifically comprises the following steps:
s1, modeling: according to the development and design target of the whole vehicle, a vehicle frame structure model with determined length or width is established through CATIA software, namely a three-dimensional model diagram of a vehicle frame is drawn, and the established vehicle frame structure model is output as a vehicle frame structure model file in an Stp format;
step S2, gridding treatment step: importing the frame structure model file in the Stp format exported in the step S1 into ANSA software, carrying out finite element meshing on the imported frame model file by using the ANSA software, and outputting a meshed grid file;
s3, simulation: importing the grid file output in the step S2 into NASTRAN software, defining a simulation frequency interval, simulating the frame mode of the frame model at each order frequency in the frequency interval by using the NASTRAN software, and outputting a frame mode graph at each order frequency;
s4, analyzing and determining: and counting modal values of each position on the frame in the frame modal graph corresponding to each order frequency output by the NASTRAN software, and taking the position with the maximum low modal coincidence degree in each area in the frame modal graph under different order frequencies as the position of the connection point between the frame and the body in the area, thereby obtaining the positions of the connection point between the frame and the body in different areas on the whole frame.
For the above determining steps, in detail, the basic architecture of the vehicle model determined after the vehicle model pre-research is completed, the design objectives of each part and assembly, and the structural parameters based on the objectives, the architecture and each parameter can realize the establishment of the three-dimensional digifax of the vehicle frame.
The finite element meshing process in step S2 specifically includes the following steps.
Step S21: removing redundant geometric figures containing points, lines and round corners;
step S22: performing a drawing operation on the middle surface, and performing mesh division on the middle surface;
step S23: creating a gridding division file and a quality inspection file to generate a gridding, and inspecting the quality of the gridding, correcting errors and poor-quality gridding;
step S24: separating the grid from the geometric model, deleting the originally imported frame structure model file, creating a welding unit and a rigid node, defining the material thickness and the material properties including the elastic modulus E, the NU Poisson's ratio and the RHO density, and then exporting the processed grid file.
Through the step-by-step execution of the steps, the frame model file subjected to finite element gridding processing is obtained, and then the frame model file can be imported into NASTRAN software for modal simulation. In this case, it should be noted that, in the simulation process of step S3, the frequency range defined in the simulation is specifically 1HZ to the natural frequency of the power output device mounted on the vehicle body frame, and the power output device is also generally a motor. The starting frequency 1HZ here is the frequency of the occupants of the automobile, i.e. the frequency of the human body is generally 1-1.6HZ, so the simulation of the frame mode is performed starting from 1 HZ.
In addition, the simulation process of step S3 in the present embodiment also includes the following steps.
Step S31: establishing a frame model generated by a grid file with the selected and imported attributes, and defining the thickness of a material;
step S32: assigning material properties and material thickness to the frame model;
step S33: creating a simulation environment and defining a simulation frequency interval;
step S34: and the ND calculates the order in the frequency interval, creates a control guidance calculation link solver to do a corresponding calculation command, and derives a simulated vehicle frame modal diagram corresponding to each order, namely, the first order, the second order to the N order of frequency.
After the vehicle frame modal diagrams under each order of frequency are simulated and output through NASTRAN software, statistical analysis of each order of modal diagrams can be executed so as to determine the positions of the connection points in each area. Specifically, taking a certain region as an example, the modal values at various positions in the region may be different at different step frequencies, or at least different modal quantities may be present at some step frequencies, so the modal values at all positions in the region are collected and counted, and the modal images of the steps are compared with each other, so that the position with the highest low modal coincidence degree in the same region in all step modal images can be obtained, and the position is also the connecting point position used as the connection between the frame and the vehicle body in the region.
In this embodiment, as a further supplementary explanation to step S4, for the above-mentioned limitation that the position with the highest degree of overlap of the low mode is taken as the position of the connecting point of the frame and the vehicle body, as an optimal mode contained therein, the mode node in the region, that is, the position where the points with the mode shape coefficient of zero overlap most, can be set and selected as the position of the connecting point, and at this time, the connecting point is determined to be the position where the nodes overlap most, so that a better frame and vehicle body connecting effect can be obtained.
In addition to the specific steps of modeling, gridding, simulation, and statistical analysis to determine the position of the connection point, it should be considered that the positions of the connection points between the vehicle frame and the vehicle body, which are determined on the vehicle frame, should be preferably symmetrically arranged with respect to the center line of the width of the vehicle frame. Furthermore, the selection of the aforementioned region of the frame where the connection point can be arranged should also satisfy at least the following conditions: easily the frame shaping does not influence the automobile body molding does benefit to the frame with assemble between the automobile body to and accord with the motorcycle type function definition.
The vehicle type function definition includes a passenger vehicle or a cargo vehicle, and the vehicle type function definition is considered because the connection point positions corresponding to different vehicle types and the number of the connection points are different. For example, in the case of passenger cars, since the comfort of the passenger car is more of a concern, the vibration and noise of the lower body are less transmitted to the cabin, and therefore, the connection points on the frame should be made of an elastic structure such as suspension, and the number of the connection points is as large as possible. In the case of a truck, such as a pick-up truck, the rear cargo box requires stability due to the major consideration of load-carrying factors, and the comfort requirement is low, so that the connection point of the rear cargo box portion of the pick-up truck can be directly rigidly connected by bolts, and the connection point can be selected according to the load-carrying design.
In addition, it should be noted that, in the embodiment, the selection of the areas for arranging the connection points on the frame based on the conditions of easy forming of the frame, no influence on the shape of the vehicle body, convenient assembly between the frame and the vehicle body, and conformity with the vehicle type function definition is not necessary for determining the positions of the connection points between the frame and the vehicle body, that is, when determining the positions of the connection points, the areas can be arbitrarily specified without considering the above conditions, and the connection point positions of different areas can be finally found by the determination step.
However, it is necessary to preliminarily select an area suitable for arranging the connection point on the vehicle frame through the above conditions, and finally determine a suitable connection point in the determination step combined with the present embodiment, in view of not affecting the vehicle frame structure, not affecting the vehicle body shape, contributing to the improvement of the convenience of the vehicle body and the vehicle frame connection, and effectively reducing the influence of the excitation source on the engine room.
In this embodiment, after the determination of the connection points by the determination step of this embodiment, the connection between the vehicle frame and the vehicle body can be performed by an elastic connection structure such as suspension or a rigid connection structure such as a bolt according to different vehicle types. The connecting points of all the areas are low-modal or node positions of the frame, so that the weakest point of vibration superposition in all the areas of the frame can be used as the connecting point between the frame and the body, the weak vibration of the connecting point can realize high-rigidity connection between the frame and the body, the strength complementation of the frame and the body is realized, the integral bearing stress of the frame and the body can be realized, and the effect of weight reduction design of the whole vehicle is favorably realized.
Example two
The present embodiment relates to a non-self-supporting vehicle frame, the length or width of which is adjustable, and the structure of which can be seen from the description in the first embodiment, wherein a plurality of connecting members for connecting with a vehicle body are arranged on the vehicle frame, and each connecting member is located at the position of the connecting point between the vehicle frame and the vehicle body, which is determined by the determining method in the first embodiment, on the vehicle frame, and the connecting members are elastic connecting members or rigid connecting members, and when the elastic connecting members are selected, the elastic connecting members are preferably suspended.
The embodiment also relates to a non-bearing type automobile, and the non-bearing type automobile frame is arranged on the non-bearing type automobile.
The non-load bearing type automobile frame and the automobile of the embodiment can realize high-rigidity connection between the frame and the automobile body by arranging the connecting piece at the connecting point position determined by the determination method in the first embodiment, so that the strength between the frame and the automobile body is complementary, the frame and the automobile body can bear stress as a whole, the weight of the whole automobile is reduced, and the non-load bearing type automobile frame and the automobile have good practicability.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (13)
1. A length or width adjustable automobile frame connection point determining method is used for determining the position of a connection point for connecting a frame and an automobile body on an automobile frame capable of being adjusted in length or width, and is characterized in that: the connection points on the frame are distributed in different areas of the frame, and the determination method of the positions of the connection points comprises the following steps:
s1, establishing a three-dimensional model of a frame structure according to a development design target of a whole vehicle;
s2, importing the established three-dimensional model of the frame structure into finite element processing software, carrying out finite element gridding processing on the three-dimensional model file of the frame structure by using the finite element processing software, and outputting a gridding processed gridding file;
s3, importing the grid file output in the step S2 into modal simulation software, defining a simulation frequency interval, simulating the frame mode of the frame model under each order frequency in the frequency interval by using the modal simulation software, and outputting a frame mode graph under each order frequency;
and S4, counting modal values of all positions on the frame in the frame modal graph corresponding to all the order frequencies, and taking the position with the maximum low modal coincidence degree in all the regions in the frame modal graph under different order frequencies as the position of a connecting point between the frame and the vehicle body in the region.
2. The method for determining the connection point of the automobile frame with the adjustable length or width as claimed in claim 1, wherein: the frame structure three-dimensional model can be established through CATIA, UG or Pro/E, the finite element processing software is ANSA or HypermeSh, and the simulation software is NASTRAN or ABAQUS.
3. The method for determining the connection point of the automobile frame with the adjustable length or width as claimed in claim 1, wherein: the frequency interval is from 1HZ to the natural frequency of a power output device carried by the frame.
4. The method for determining the connection point of the automobile frame with the adjustable length or width as claimed in claim 3, wherein: the power output device is a motor.
5. The method for determining the connection point of the automobile frame with the adjustable length or width as claimed in claim 1, wherein: the positions of the body connecting points of the frames on the frame are symmetrically arranged relative to the width center line of the frame.
6. The method for determining the connection point of the automobile frame with the adjustable length or width as claimed in claim 1, wherein: in step S4, the position of the frame body connection point is the position where the mode nodes in the area overlap most.
7. The method for determining the connection point of the automobile frame with the adjustable length or width as claimed in claim 1, wherein: the finite element gridding processing in the step S2 comprises the following steps:
s21, removing redundant geometric figures including points, lines and round corners;
s22, performing a median plane drawing operation, and performing grid division on the median plane;
s23, creating a gridding division file and a quality inspection file to generate a grid, and inspecting the grid quality, correcting errors and poor-quality grids;
s24, separating the grid from the geometric model, deleting the originally imported frame structure model file, creating a welding unit and a rigid node, defining the material thickness and the material properties including the elastic modulus E, the NU Poisson' S ratio and the RHO density, and exporting the grid file.
8. The method for determining the connection point of the automobile frame with the adjustable length or width as claimed in claim 1, wherein: the simulation in step S3 includes the following steps:
s31, establishing a frame model generated by selecting and importing the attributes of the frame model, and defining the thickness of a material;
s32, endowing the material attribute and the material thickness to the frame model;
s33, creating a simulation environment, and defining a simulation frequency interval;
and S34, the ND calculates the order in the frequency interval, a control guidance calculation link solver is established to carry out corresponding calculation commands, and a simulated vehicle frame modal diagram is derived.
9. The length or width adjustable automobile frame connection point determining method according to any one of claims 1 to 8, characterized in that: the area on the frame, which can be used as a connecting point between the frame and the vehicle body, at least meets the following conditions: easily the frame shaping does not influence the automobile body molding does benefit to the frame with assemble between the automobile body to and accord with the motorcycle type function definition.
10. The length or width adjustable automobile frame connection point determining method as claimed in claim 9, wherein: the vehicle type function definition comprises that the vehicle is a passenger vehicle or a freight vehicle.
11. A non-load bearing type automobile frame is characterized in that: the length or width of the frame is adjustable, and a plurality of connecting pieces for connecting with the vehicle body are arranged on the frame, the connecting pieces are positioned at the connecting points between the frame and the vehicle body determined by the determination method of any one of claims 1 to 10, and the connecting pieces are elastic connecting pieces or rigid connecting pieces.
12. A non-load bearing vehicle frame as in claim 11, wherein: the elastic connecting piece is suspended.
13. A non-load bearing type automobile is characterized in that: the non-passenger vehicle having a non-passenger vehicle frame according to claim 11 or 12.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811648818.9A CN111400821B (en) | 2018-12-30 | 2018-12-30 | Length or width adjustable automobile frame connection point determination method, non-load bearing type automobile frame and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811648818.9A CN111400821B (en) | 2018-12-30 | 2018-12-30 | Length or width adjustable automobile frame connection point determination method, non-load bearing type automobile frame and automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111400821A CN111400821A (en) | 2020-07-10 |
| CN111400821B true CN111400821B (en) | 2023-04-07 |
Family
ID=71435908
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811648818.9A Active CN111400821B (en) | 2018-12-30 | 2018-12-30 | Length or width adjustable automobile frame connection point determination method, non-load bearing type automobile frame and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111400821B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112319618B (en) * | 2020-11-05 | 2021-11-30 | 湖南武陵机械制造有限公司 | A frame assembly for multi-vehicle type |
| CN115959200A (en) * | 2023-01-06 | 2023-04-14 | 北京汽车集团越野车有限公司 | Non-bearing vehicle body suspension, frame assembly and vehicle with non-bearing vehicle body suspension |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102945307A (en) * | 2012-11-27 | 2013-02-27 | 北京汽车股份有限公司 | Automobile chassis key structural member structure optimization design method |
| CN104731991A (en) * | 2013-12-19 | 2015-06-24 | 广州汽车集团股份有限公司 | Bushing modeling method |
| CN106126849A (en) * | 2016-07-04 | 2016-11-16 | 上海迅仿工程技术有限公司 | The non-linear Topology Optimization Method that a kind of vehicle body solder joint is arranged |
| CN108776768A (en) * | 2018-04-19 | 2018-11-09 | 广州视源电子科技股份有限公司 | Image-recognizing method and device |
| CN108875123A (en) * | 2018-04-25 | 2018-11-23 | 江铃控股有限公司 | White body modal analysis method and system |
| CN108920735A (en) * | 2018-04-23 | 2018-11-30 | 江铃控股有限公司 | Rigidity of automobile body optimization method and system |
-
2018
- 2018-12-30 CN CN201811648818.9A patent/CN111400821B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102945307A (en) * | 2012-11-27 | 2013-02-27 | 北京汽车股份有限公司 | Automobile chassis key structural member structure optimization design method |
| CN104731991A (en) * | 2013-12-19 | 2015-06-24 | 广州汽车集团股份有限公司 | Bushing modeling method |
| CN106126849A (en) * | 2016-07-04 | 2016-11-16 | 上海迅仿工程技术有限公司 | The non-linear Topology Optimization Method that a kind of vehicle body solder joint is arranged |
| CN108776768A (en) * | 2018-04-19 | 2018-11-09 | 广州视源电子科技股份有限公司 | Image-recognizing method and device |
| CN108920735A (en) * | 2018-04-23 | 2018-11-30 | 江铃控股有限公司 | Rigidity of automobile body optimization method and system |
| CN108875123A (en) * | 2018-04-25 | 2018-11-23 | 江铃控股有限公司 | White body modal analysis method and system |
Non-Patent Citations (1)
| Title |
|---|
| 宋桂霞 ; .某大客车车架结构模态分析.计算机辅助工程.2011,(第02期),27-30. * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111400821A (en) | 2020-07-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104112050A (en) | Optimum design method of non-bearing frame structure of light vehicle | |
| CN105740499A (en) | Structure design and optimization method for light and simple wheel type conveyor rack in hillside orchard | |
| CN111400821B (en) | Length or width adjustable automobile frame connection point determination method, non-load bearing type automobile frame and automobile | |
| CN108520119A (en) | The analysis method of automobile accessory frame installation point intensity | |
| De et al. | Unconventional truck chassis design with multi-functional cross members | |
| Zhou et al. | The lightweight of auto body based on topology optimization and sensitivity analysis | |
| De et al. | Structural design and optimization of commercial vehicles chassis under multiple load cases and constraints | |
| CN111400817B (en) | Method for determining automobile frame connection point with modular structure, non-bearing automobile frame and automobile | |
| CN113449376B (en) | Method, system and equipment for selecting shock absorber of suspension equipment under train | |
| CN112257189B (en) | Multidisciplinary optimization method for light weight of passenger car framework | |
| CN108875188B (en) | Method and device for optimizing a body joint of a motor vehicle | |
| CN111400816B (en) | Method for determining X-shaped frame connection point of non-bearing type automobile, non-bearing type automobile frame and automobile | |
| CN111400815B (en) | Method for determining automobile frame connection point formed by staggered cross members, non-load-bearing automobile frame and automobile | |
| CN111400819B (en) | Method for determining automobile frame connection point with plate-shaped main structure, non-bearing automobile frame and automobile | |
| CN112257188A (en) | Lightweight design method for hybrid power bus framework | |
| CN111400940B (en) | Method for determining connection point of rear end structure of vehicle frame | |
| CN113806858B (en) | Motor train unit body design method based on structural topology optimization | |
| CN111400813B (en) | Method for determining connection point of front end structure of vehicle frame | |
| CN111400814B (en) | Method for determining connection point of frame middle structure | |
| Deulgaonkar et al. | Modal Analysis of Bus Body Structure using Finite Element Analysis Technique. | |
| CN111400818B (en) | Method for determining connection point of non-bearing type electric automobile frame, non-bearing type electric automobile frame and electric automobile | |
| CN111400820B (en) | Method for determining connection point of non-bearing type electric automobile frame, non-bearing type electric automobile frame and electric automobile | |
| CN112329316B (en) | Torsion beam strength analysis method based on multi-body dynamics | |
| CN113361038A (en) | Converter lightweight method, system, server and computer readable storage medium | |
| CN117113539B (en) | Vehicle body aluminum profile extrusion section design method based on topology optimization method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |