CN108140065B - Rigidity analysis method for vehicle body - Google Patents
Rigidity analysis method for vehicle body Download PDFInfo
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- CN108140065B CN108140065B CN201680054626.8A CN201680054626A CN108140065B CN 108140065 B CN108140065 B CN 108140065B CN 201680054626 A CN201680054626 A CN 201680054626A CN 108140065 B CN108140065 B CN 108140065B
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Abstract
The rigidity analysis method of a vehicle body of the present invention is a rigidity analysis method of a vehicle body by a computer using a vehicle body skeleton model (1) of an automobile, the vehicle body skeleton model (1) of the automobile having a fixing connection part (3) for fixing or connecting a component or a cover assembly and being configured using at least one of a plane element and a three-dimensional element, the rigidity analysis method including: a mass setting vehicle body skeleton model generation step (S1) for generating a mass setting vehicle body skeleton model (21) by setting a mass corresponding to the mass of the equipment or the cover assembly at a predetermined position in a region of a fixed connection part (3) where the equipment or the cover assembly is fixed or connected to the vehicle body skeleton model (1), and a rigidity analysis step (S3) for performing rigidity analysis with the mass setting vehicle body skeleton model (21) in consideration of an inertial force acting during vehicle running.
Description
Technical Field
The present invention relates to a rigidity analysis method of a vehicle body (automatic body), and more particularly, to a rigidity analysis method of a vehicle body in which the rigidity of a vehicle body frame (automatic body structure) is analyzed in consideration of the influence of inertial force (inertia force) acting in a driving condition of an automobile (automatic).
Background
In recent years, in the automobile industry, weight reduction of vehicle bodies has been advanced for environmental reasons, and CAE analysis (computer aided engineering analysis) is an indispensable technology in designing vehicle bodies. In the CAE analysis, rigidity analysis, collision analysis (vibration analysis), vibration analysis (vibration analysis), and the like are performed, and this contributes to a great extent to improvement of vehicle body performance (automotive body). It has been found that not only the evaluation of the vehicle body performance by the CAE analysis, but also optimization analysis such as mathematical optimization (mathematical optimization), plate thickness optimization (thickness optimization), shape optimization (shape optimization), topology optimization (topology optimization) and the like are performed using the analysis result obtained by the CAE analysis, and it is possible to improve various vehicle body performances and reduce the weight of the vehicle body. For example, patent document 1 discloses a rigidity evaluation support (support for rigidity evaluation) method for evaluating rigidity of a vehicle (automatic) in a traveling state by numerical analysis (numerical analysis).
Documents of the prior art
Patent document
Patent document 1 Japanese patent No. 5203851
Disclosure of Invention
Problems to be solved by the invention
When a state in which the vehicle is actually traveling is considered, for example, when a vehicle body behavior (behavior on automatic body) changes due to lane change or the like, an inertial force acting on accessories (fittings) or lid assemblies (lid assemblies) arranged at positions away from a vehicle center position greatly affects deformation of a vehicle body frame. This is because, even in the case of an equipment or a lid assembly, the mass (mass) of a component (ASSY) formed by combining a plurality of components may be 10kg or more, and may be negligible for a vehicle body frame having a mass of about 100 to 300 kg. Therefore, in evaluating the performance of the vehicle body frame, it is desirable to evaluate the performance in a state in which the inertial force acting on the equipment or the lid assembly during actual running is taken into consideration. In the present invention, the equipment is a generic name of an engine (engine), a transmission (transmission), a seat (sheet), and the like, and the lid assembly is a generic name of a door (door), a trunk (trunk), a hood (hood), and the like.
Here, the rigidity evaluation support method for a vehicle in which an equipment and a cover assembly are disposed is disclosed in patent document 1 for evaluating the rigidity of a vehicle in a freely supported state in which a vehicle body is supported by a shock absorber (shock absorber) and a soft bush (bush).
However, generally, the appearance and graphic design of a vehicle are determined in the early stage of the design of a vehicle body frame, and a cover assembly and an equipment that largely affect the appearance and graphic design of the vehicle are often finally determined in the later stage of the design. Therefore, in a stage before the shape of the equipment and the lid assembly is determined, it is difficult to evaluate the performance of the vehicle body frame by the rigidity evaluation support method for a vehicle disclosed in patent document 1 in consideration of the inertial force acting on the equipment and the lid assembly in the actual running state.
Even when the equipment and the lid assembly are finally determined in the later stage of design, CAE analysis is performed on the vehicle (full body) on which the equipment and the lid assembly are mounted to evaluate the performance of the vehicle body frame, and there is no time left to trace back to the design of the modified vehicle body frame. Therefore, conventionally, only the performance evaluation and design of the vehicle body frame are performed by CAE analysis for the vehicle body frame.
The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle body rigidity analysis method including: in a body skeleton model of an automobile, even before a component or a cover assembly is determined, a mass corresponding to the component or the cover assembly is set in place of the component or the cover assembly, and thus, an inertial force acting during traveling of the automobile is taken into consideration, and rigidity analysis can be performed with high accuracy.
Means for solving the problems
In order to solve the above-mentioned problems and achieve the object, a rigidity analysis method for a vehicle body according to the present invention is a rigidity analysis method for a vehicle body using a vehicle body skeleton model of an automobile having a fixing and connecting portion for fixing or connecting a component or a lid assembly and using at least one of plane elements (shell elements) and solid elements (solid elements), the rigidity analysis method including the steps of: a mass setting vehicle body skeleton model generation step of setting a mass corresponding to a mass of an equipment or a cover assembly at a predetermined position in a region where the equipment or the cover assembly is fixed or connected to a fixed connection portion of the vehicle body skeleton model, and generating a mass setting vehicle body skeleton model; and a rigidity analysis step of setting a body skeleton model with respect to the mass, and performing rigidity analysis in consideration of an inertial force acting when the automobile is running.
In the stiffness analysis method for a vehicle body according to the present invention, the predetermined position in the mass setting vehicle body skeleton model generation step is set on a straight line or a curved line connecting the fixed connection portions.
In the rigidity analysis method for a vehicle body according to the present invention, in the above invention, when the equipment or the lid assembly is a rotationally movable member that is rotationally movable, the predetermined position is set to a position other than on a rotationally movable center axis when the equipment or the lid assembly is rotationally movable.
In the stiffness analysis method for a vehicle body according to the present invention, in the above-described invention, the predetermined position in the mass setting vehicle body skeleton model generation step is set on a plane surrounded by a straight line connecting the fixed connection portions, the plane being other than on a line of the straight line, or a curved surface surrounded by a curved line connecting the fixed connection portions, the curved line being other than on a line of the curved line.
In the stiffness analysis method for a vehicle body according to the present invention, in the mass setting vehicle body skeleton model creating step, a mass corresponding to a mass of the equipment or the lid assembly is set using mass elements (masselements) and rigid elements connecting the mass elements and the fixed connection portions.
In the stiffness analysis method for a vehicle body according to the present invention, in the mass setting vehicle body skeleton model creating step, a mass corresponding to a mass of the equipment or the lid assembly is set using a mass element and a tension element (beam elements), and a sum of the masses of the mass element and the tension element corresponds to a mass of the equipment or the lid assembly fixed or connected to the fixed connection portion.
In the rigidity analysis method for a vehicle body according to the present invention, in the mass setting vehicle body skeleton model creating step, a mass corresponding to a mass of the equipment or the lid assembly is set using a tension element having a mass corresponding to a mass of the equipment or the lid assembly.
Effects of the invention
The present invention is a vehicle body skeleton model of an automobile having a fixing connection portion for fixing or connecting an equipment or a cover assembly, and being configured using at least one of a plane element or a three-dimensional element, and includes a mass setting vehicle body skeleton model generating step for generating a mass setting vehicle body skeleton model by setting a mass corresponding to the mass of the equipment or the cover assembly at a predetermined position in a region of the fixing connection portion where the equipment or the cover assembly is fixed or connected to the vehicle body skeleton model, and a rigidity analyzing step for performing rigidity analysis with respect to the mass setting vehicle body skeleton model in consideration of an inertial force acting when the automobile is running, so that the rigidity of the vehicle body skeleton can be evaluated in consideration of the inertial force acting on the equipment or the cover assembly when the automobile is running.
Drawings
Fig. 1 is a flowchart showing a flow of processing in a vehicle body stiffness analysis method according to an embodiment of the present invention.
Fig. 2 is an explanatory diagram for explaining a vehicle body skeleton model used in the method for analyzing the rigidity of a vehicle body according to the embodiment of the present invention.
Fig. 3 is an explanatory diagram for explaining a mass setting vehicle body skeleton model as an analysis target in the rigidity analysis method of a vehicle body according to the embodiment of the present invention.
Fig. 4 is a block diagram showing a configuration of a rigidity analyzing apparatus for carrying out the rigidity analyzing method of the vehicle body according to the embodiment of the present invention.
Fig. 5 is an explanatory diagram for explaining the setting of a predetermined position of the mass in the mass setting body skeleton model generating step in the method for analyzing the rigidity of the vehicle body according to the embodiment of the present invention.
Fig. 6 is an explanatory diagram for explaining a mass setting vehicle body skeleton model for setting mass in the mass setting vehicle body skeleton model generating step in the vehicle body rigidity analyzing method according to the embodiment of the present invention.
Fig. 7 is an explanatory diagram for explaining a method of setting mass in the step of generating a mass-setting body skeleton model in the method of analyzing rigidity of a vehicle body according to the embodiment of the present invention.
Fig. 8 is an explanatory view for explaining load and constraint conditions in the stiffness analysis of static torsion (static torsion) of the vehicle body in the embodiment of the present invention.
Fig. 9 is a graph showing the result of displacement (displacement) in the load direction obtained by the rigidity analysis of the static torsion of the vehicle body in the embodiment of the present invention.
Fig. 10 is a graph showing the results of the average torsional rigidity and the rigidity change rate (rigidity) of the present invention example and the comparative example, which are obtained by the rigidity analysis of the static torsion of the vehicle body in the embodiment of the present invention.
Fig. 11 is an explanatory diagram for explaining a load condition (load condition) in which lane change is assumed in the embodiment of the present invention.
Fig. 12 is a graph of the results of the displacement of the load point and the rigidity change rate in the rigidity analysis in which the lane change is assumed in the embodiment of the present invention.
Fig. 13 is a diagram illustrating a load condition applied to the front side (automatic body) of the vehicle body in the embodiment of the present invention.
Fig. 14 is a diagram showing the results of load-direction displacement under each load condition applied to the front side of the vehicle body in the embodiment of the present invention.
Fig. 15 is a graph showing the results of the rigidity change rate under each load condition applied to the front side of the vehicle body in the example of the present invention.
Fig. 16 is a graph showing the correlation between the rigidity value and the rigidity change rate between the present invention example and comparative example 2 under each load condition applied to the front side of the vehicle body in the embodiment of the present invention.
Fig. 17 is a view for explaining a load condition given to the rear side (automatic body) of the vehicle body in the embodiment of the present invention.
Fig. 18 is a diagram showing the results of load-direction displacement under each load condition applied to the rear side of the vehicle body in the embodiment of the present invention.
Fig. 19 is a graph showing the results of the rigidity change rate under each load condition applied to the rear side of the vehicle body in the example of the present invention.
Fig. 20 is a graph showing the correlation between the rigidity value and the rigidity change rate between the present invention example and comparative example 2 under each load condition applied to the rear side of the vehicle body in the embodiment of the present invention.
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings. The rigidity analysis method of a vehicle body according to the present embodiment performs rigidity analysis on a vehicle body skeleton model 1 (see fig. 2) of an automobile having a fixed connection portion 3 for fixing or connecting a component or a cover assembly and configured using at least one of a planar element and a three-dimensional element, with a mass setting vehicle body skeleton model 21 (see fig. 3) for setting mass generation corresponding to the component or the cover assembly as an analysis target. The method for analyzing the rigidity of the vehicle body according to the present embodiment can be performed using a vehicle body rigidity analyzing device 41 (hereinafter, simply referred to as "rigidity analyzing device") configured as a block diagram shown in fig. 4. Hereinafter, the respective configurations of the vehicle body frame model 1 and the rigidity analyzing device 41, which are objects of the present invention, will be described, and then the respective steps in the rigidity analyzing method of the vehicle body according to the present embodiment will be described.
< body skeleton model >
As shown in fig. 2, the vehicle body frame model 1 used in the present invention is constituted only by frame members (structural parts) such as a chassis, and has a fixing and coupling portion 3 for fixing or coupling an equipment or a cover assembly. The vehicle body skeleton model 1 is configured using at least one of a planar element and a solid element, and the element information and the like thereof are stored in a vehicle body skeleton model file 60 (see fig. 4).
As an example of the fixed connection portion 3 of the vehicle body frame model 1, as shown in fig. 2, an upper hinge (hinge)3a, a lower hinge 3b, and a striker (striker)3c, which fix or connect a swing door (swinging door), are exemplified. The fixing and coupling portion 3 is not limited to these, and includes a member for fixing equipment such as an engine mount (engine mount) for fixing an engine, and a member for fixing or coupling a cover assembly such as a sliding door (slide door) or an engine hood (bonnet) other than a swing door.
< analytical device >
The rigidity analyzing device 41 used in the rigidity analyzing method of the vehicle body according to the present embodiment is a device for performing rigidity analysis with the mass setting vehicle body skeleton model 21 as an analysis target, which is an example shown in fig. 3, and is configured by a computer such as a PC (personal computer). As shown in fig. 4, the stiffness analysis device 41 includes a display device (display device)43, an input device (input device)45, a storage device 47, a work data memory 49(work data memory), and an arithmetic processing unit (arithmetic processing unit) 50. The display device 43, the input device 45, the storage device 47, and the work data memory 49 are connected to the arithmetic processing unit 50, and each function is executed by an instruction of the arithmetic processing unit 50.
< display device >
The display device 43 is used for displaying the calculation result, and is constituted by a liquid crystal monitor (LCD monitor) or the like.
< input device >
The input device 45 is used for an operator to instruct the display of the vehicle body skeleton model 1 and the mass setting vehicle body skeleton model 21, to input analysis conditions, and is configured by a keyboard (keyboard), a mouse (mouse), and the like.
< storage device >
The storage device 47 is configured by a hard disk (hard disk) or the like for storing a file (file). The storage device 47 stores at least various files such as a body frame model file 60, and a program (program) executed by the arithmetic processing unit 50.
< working data memory >
The job data memory 49 is used for temporary storage, calculation, and the like of data used in the arithmetic processing unit 50, and is constituted by a ram (random access memory) or the like.
< calculation processing Unit >
The arithmetic processing unit 50 is constituted by a CPU (central processing unit) such as a PC, and includes a mass setting vehicle body skeleton model generating unit 51 and a stiffness analyzing unit 53. The above-described components are realized by executing a predetermined program by a CPU. The configuration of each part in the arithmetic processing unit 50 will be described in detail below with reference to fig. 4.
< Mass setting vehicle body skeleton model creation section >
The mass setting vehicle body skeleton model generating unit 51 sets a mass corresponding to the mass of the equipment or the lid assembly at a predetermined position in a region where the equipment or the lid assembly is fixed or connected to the fixed connection unit 3 of the vehicle body skeleton model 1 to generate the mass setting vehicle body skeleton model 21.
< stiffness analysis section >
The rigidity analyzing unit 53 performs rigidity analysis in consideration of the inertial force acting when the automobile is running on the mass setting body frame model 21 generated by the mass setting body frame model generating unit 51 setting the mass to the body frame model 1.
< method for analyzing rigidity of vehicle body >
As shown in fig. 1, the method for analyzing the rigidity of a vehicle body according to the present embodiment includes a mass setting vehicle body skeleton model generating step S1 of setting a mass corresponding to a mass of a component or a lid assembly in the vehicle body skeleton model 1, and a rigidity analyzing step S3 of analyzing the rigidity in consideration of an inertial force acting when the vehicle is running. Hereinafter, each step will be described. Further, each step is executed by a computer by an instruction of an operator (operator).
< quality setting vehicle body skeleton model creation step >
The quality setting vehicle body skeleton model generating step S1 is a step of: in a predetermined position in a region where the equipment or the cover assembly is fixed or connected to the fixed connection portion 3 of the vehicle body skeleton model 1, a mass corresponding to the mass of the equipment or the cover assembly is set, and a mass set vehicle body skeleton model 21 is generated. The mass setting vehicle body skeleton model generation step S1 is performed by the mass setting vehicle body skeleton model generation unit 51 of the stiffness analysis device 41.
In the mass setting vehicle body skeleton model creating step S1, the mass element 11 is set at a predetermined position in the region where the equipment or the lid assembly is fixed or connected as shown in fig. 5, and the mass corresponding to the mass of the equipment or the lid assembly can be set.
As shown in fig. 5, the predetermined position of the mass element 11 is set on a straight line L (see fig. 5 a) connecting the plurality of fixed connecting portions 3 (the hinge 3a and the striker 3c, the hinge 3b and the striker 3c, and the hinge 3a and the hinge 3b), or on a curved line connecting the fixed connecting portions 3 along the shape of the vehicle body to which the lid assembly or the like is attached.
As shown in fig. 2, in the equipment or the lid assembly, the rotational movable member is rotationally movable like a rotating door, and the rotational movable center axis when the rotating door is rotationally movable is located on a line connecting the hinge 3a and the hinge 3b of the rotating door. The pivotal center axis is located at substantially the same position as the boundary of the region where the swing door is fixed or coupled to the vehicle body frame model 1.
On the other hand, a straight line connecting the hinge 3a of the swing door and the striker 3c and a straight line connecting the hinge 3b and the striker 3c are located inside a region where the swing door is fixed or connected to the vehicle body frame model 1.
In setting the mass corresponding to the equipment or the lid assembly to the vehicle body skeleton model 1, it is preferable to set the mass to a position inside the boundary of the region in the vehicle body skeleton model 1 to which the equipment or the lid assembly is fixed or connected, in order to take into account the inertial force acting on the equipment or the lid assembly in the stiffness analysis step S3 described later. Therefore, it is desirable to set a predetermined position corresponding to the mass of the equipment or the lid assembly, on a line of the straight line L connecting the plurality of fixed connection portions 3 or on a position on the rotational movement center axis excluding the rotational movement when the equipment or the lid assembly is rotationally moved.
The predetermined position corresponding to the mass of the equipment or the lid assembly is not limited to the line of the straight line L or the line of the curved line, and may be set on a plane P surrounded by the straight line L (see fig. 5 b) or a curved surface surrounded by the curved line (not shown).
Here, the straight line L or the curved line is a boundary of the plane P or the curved surface, and therefore it is desirable to set the mass corresponding to the equipment or the lid assembly inside the boundary. Therefore, it is more preferable that the predetermined position set corresponding to the mass of the equipment or the lid assembly is set on the plane P surrounded by the straight line L (except for the line of the straight line L), or on the curved surface surrounded by the curved line (except for the line of the curved line).
When the equipment items are fixed or connected by the 4-point fixing and connecting portion 3, it is preferable that the fixing and connecting portion 3 is connected by a straight line so that 2 straight lines intersect each other, and the mass element 11 is set on the straight line. In this case, the fixed connection portion 3 may be connected by a curve in accordance with the curvature (curvature) of the vehicle body, and the mass element 11 may be set on the curve.
Here, in the mass setting vehicle body skeleton model generating step S1, specific mass setting methods for setting the mass at the predetermined position include, for example, the following (1), (2), and (3).
(1) A mass element 11 having a mass equivalent to the mass of the equipment or the lid assembly is set at a predetermined position, and the mass element 11 and the fixed connection portion 3 are connected by using a rigid body element 15 (see fig. 6(a) and (b)). Here, fig. 6(a) is an example in which one mass element 11 is set at the center of a straight line L connecting the fixed coupling parts 3, but as shown in fig. 6(b), a plurality of mass elements 11 may be set at points equally dividing the straight line L. When a plurality of mass elements 11 are set in this way, the mass of each mass element 11 may be determined so that the total mass of each mass element 11 corresponds to the mass of the equipment or the lid assembly.
(2) A mass element 11 having a mass equivalent to the mass of the equipment or the lid assembly is set at a predetermined position, and the mass element 11 and the fixed connection portion 3 are connected by a tension element 17 (see fig. 7 (a)). In this case, the sum of the masses of the mass element 11 and the tension element 17 is set to be equivalent to the mass of the equipment or the lid assembly fixed or connected to the fixed connection portion 3.
The quality of the tension element 17 is determined by a cross-sectional area (cross-sectional area) given as a cross-sectional property (cross-sectional property) of the tension element 17 and a material density (material density) given as a material property (material property). The cross-sectional area of the tension element 17 is determined by, for example, the radius (radius) given to the tension element 17.
In the stiffness analysis step S3 described later, it is necessary to appropriately set the cross-sectional properties and material properties required for transmitting the load due to the inertial force acting on the mass element 11 and the tension element 17 to the mass-set vehicle body skeleton model 21, to the tension element 17.
The tension element 17 is a linear element, but may be rod elements (rod elements) as long as a tensile load (tensile load) and a compressive load (compressive load) acting on the element in the axial direction can be transmitted. The mass of the rod element is determined by the sectional area (or radius) given as the sectional property and the material density given as the material property, as in the case of the tension element 17.
(3) The tension element 17 having a mass equivalent to that of the equipment or the lid assembly is used for setting (see fig. 7 (b)). In this case, the mass of the tension element 17 is determined by the sectional area given as the sectional characteristic of the tension element 17 and the material density given as the material characteristic. The cross-sectional area of the tension element 17 is determined by, for example, the radius given to the tension element 17.
< stiffness analysis step >
The rigidity analyzing step S3 is a step of: the mass-set vehicle body skeleton model 21 or the mass-set vehicle body skeleton model 23 (see fig. 6) with the mass set in the mass-set vehicle body skeleton model generation step S1 is subjected to the stiffness analysis in consideration of the inertial force acting when the automobile is traveling. In the stiffness analysis step S3, when the stiffness analysis is performed, as an analysis condition, a load condition (load limitation condition) is set for the mass-setting vehicle body skeleton model 21 or the mass-setting vehicle body skeleton model 23. In addition, inertia force acting during traveling of the vehicle is considered by using an inertia release method (inertia release method).
Here, the inertial release method is an analysis method as follows: in a state where an object is supported at a support point serving as a reference of coordinates of an inertial force (a free-standing state), stress (stress) and strain (strain) are obtained from a force acting on the object in an equi-acceleration motion (uniform-accelerated motion), and the stress and strain are used for static analysis (static analysis) of an airplane or a ship in motion (see patent document 1).
In this way, by performing the rigidity analysis in the rigidity analysis step S3, the results of displacement, stress, and the like in the mass-set vehicle body framework model 21 can be obtained, and the rigidity of the mass-set vehicle body framework model 21 can be calculated from the results.
Examples
Hereinafter, examples in which the effects of the present invention are confirmed will be described. In the present embodiment, a rigidity analysis is performed on a predetermined position in a region where a rotary door component as a cover assembly is fixed or coupled to the fixing coupling portion 3 of the vehicle body frame model 1 shown in fig. 2, with a mass setting vehicle body frame model in which a mass corresponding to the rotary door component is set as an analysis target.
In the present embodiment, the mass of the vehicle body frame model 1 is about 300kg, and the masses of the swing door constituting members set in the vehicle body frame model 1 are each 10 kg. Therefore, as an example of the invention, a mass setting vehicle body skeleton model 23 (see fig. 6(b)) in which 10 mass elements 11 are uniformly arranged on a straight line connecting an upper side hinge 3a and a striker 3c in a vehicle body skeleton model 1 and the mass elements 11, the hinge 3a, and the striker 3c are connected by a rigid body element 15 is used as an analysis target. Then, the mass of each mass element 11 (1 kg) is set so that the total mass of the mass elements 11 becomes the mass of the rotating door component (the present embodiment).
On the other hand, as comparative examples, the rigidity analysis was also performed for the case where only the vehicle body frame model 1 was set as an analysis target without setting the mass corresponding to the swing door constituting member (comparative example 1), and the case where a vehicle body model (not shown) in which the swing door constituting member model was combined with the vehicle body frame model 1 was set as an analysis target (comparative example 2).
In the present embodiment, first, the stiffness analysis is performed for the static torsion, and the influence of the mass set in the mass setting vehicle body skeleton model 23 is examined. The load limiting conditions are shown in fig. 8. The load point (see a in fig. 8) is a front suspension (front suspension) attachment position of the vehicle body, and a vertically upward load (1000N) is applied thereto. On the other hand, the limit point (constraint point) is set as a front suspension mounting position of the vehicle body (see B in fig. 8) and a rear suspension mounting position of the vehicle body (see C and D in fig. 8).
The stiffness in static torsion was evaluated from the average torsional stiffness determined as follows. First, with reference to a straight line connecting sub-frame mounting positions (see C and D in fig. 8) on the rear side of the vehicle body (angle 0 degrees), the inclination angle of the vehicle body as viewed from the vehicle body front side when a load is applied to a load point (see a in fig. 8) is averaged in the vehicle body front-rear direction, and the average inclination angle is obtained. Then, the average torsional rigidity is obtained by dividing the load applied to the load point by the average inclination angle.
Fig. 9 shows the result of the displacement of the mass setting body frame model 23 in the load direction in the example of the present invention. Fig. 10 shows the average torsional rigidity and the rigidity change rate obtained from the displacement obtained as a result of the rigidity analysis. Here, the rigidity change rate is a relative change of the average torsional rigidity obtained based on the rigidity of the vehicle body frame model 1 (see comparative example 1). The rigidity change rate in the present example can be obtained by, for example, the following formula (1).
Stiffness change ratio (%) (average torsional rigidity of inventive example-average torsional rigidity of comparative example 1)/average torsional rigidity of comparative example 1 × 100 · (1)
In the stiffness analysis for the static torsion, since the limit point is set as the load limit condition, the mass element 11 or the rotary door component is not applied with the inertial force. Therefore, both the present invention example and the comparative example 2 have substantially the same average torsional rigidity as that of the comparative example 1 in which the vehicle body skeleton model 1 is an analysis target, and the rigidity change rate is small.
Next, in the present example, a rigidity analysis of the automobile in which the running state was assumed was performed, and the influence of the inertial force on the rigidity of the vehicle body was verified. Here, assuming that the vehicle in the traveling state performs lane change, as shown in fig. 11, 4 load points ("RH front", "LH front", "RH rear", and LH rear ") are set at the sub-frame attachment position on the rear side of the vehicle body. Then, a load of 1000N was applied to each load point in the vehicle width direction, and a stiffness analysis was performed, and a value obtained by dividing the load by the displacement of each load point was obtained as the stiffness of the vehicle body.
In the present example, similarly to the above-described static torsion, a case where a mass equivalent to that of a revolving door component is set (present invention example), a case where only the vehicle body skeleton model 1 is an analysis target (comparative example 1), and a case where a vehicle body model obtained by combining a revolving door component model is an analysis target (comparative example 2) were examined.
Fig. 12 shows the results of the rate of change in displacement and rigidity in the present invention example, comparative example 1, and comparative example 2. Here, the rigidity change rate is determined based on the rigidity determined by using the vehicle body frame model 1 as an analysis target (comparative example 1) as the same as the rigidity change rate in the static torsion.
In the present example, an inertial force acts on the mass element 11 having a mass equivalent to the mass of the revolving door component, and this inertial force is transmitted to the mass setting vehicle body frame model 23 via the rigid body element 15. Therefore, the displacement of the example of the present invention is increased by about 30% as compared with comparative example 1 in which the rotary door constituting member is not considered (see fig. 12(a)), and as a result, the rigidity is reduced by about 20% (see fig. 12 (b)). The present invention example shows the results of the displacement and rigidity change rates substantially matching those of comparative example 2 in which the revolving door component model was considered as it is. Therefore, the results of the present example are found to be appropriate.
In the present embodiment, the method for analyzing the rigidity of the vehicle body according to the present invention is applied to the load conditions corresponding to various driving states of the vehicle. Here, similarly to the rigidity analysis in which a load is applied to the front side or the rear side of the vehicle body and the static torsion and lane change are assumed, the rigidity analysis is performed using the rigidity analysis method of the present invention for the case where a mass corresponding to the mass of the swing door component is set (the present invention example), the case where only the vehicle body skeleton model 1 is an analysis target (the comparative example 1), and the case where a vehicle body model obtained by combining the swing door component models is an analysis target (the comparative example 2).
Fig. 13 shows a load condition in which a load is applied to the front side of the vehicle body. The front bending (bending to as "front-bending") shown in fig. 13(a) applies a load directed upward in the vertical direction to both the right and left front suspension mounting positions (see "RH" and "LH" in fig. 13 (a)) of the vehicle body. In addition, the front torsion (referred to as "front-torsion") shown in fig. 13(b) applies a load directed vertically upward to one of the front suspension mounting positions on the right and left sides of the vehicle body (see "RH" and "LH" in fig. 13 (b)), and applies a load directed vertically downward to the other.
A front one-side torsion (referred to as "one-side front-torsion") shown in fig. 13(c) applies a load directed upward in the vertical direction to one of the front suspension mounting positions on the right and left sides of the vehicle body (see "RH" or "LH" in fig. 13 (c)). Further, the lateral bending (lateral bending) shown in fig. 13(d) applies a load to the subframe attachment position on the front side of the vehicle body (see "before RH", "before LH", "after RH", and "after LH" in fig. 13 (d)) to the left or right in the vehicle width direction.
Fig. 14 shows the results of the displacement in the load direction obtained by the stiffness analysis in the present invention example, and fig. 15 shows the stiffness change rates of the present invention example and comparative example 2. "bending" and "lateral bending" shown on the horizontal axis in fig. 15 correspond to the load conditions shown in fig. 13(a) and 13(d), respectively. These stiffness change rates were determined based on the stiffness in comparative example 1 by removing the difference between the stiffness determined by the load at each load point and the stiffness of comparative example 1 by the position of each load point and dividing by the stiffness of comparative example 1.
The "torsion" and the "single turn" shown on the horizontal axis of fig. 15 correspond to the load conditions shown in fig. 13(b) and 13(c), respectively, and the rigidity change rate under each load condition is obtained as follows. First, with a straight line connecting sub-frame attachment positions on the rear side of the vehicle body as a reference (angle 0 degrees), the inclination angle of the vehicle body as viewed from the vehicle body front side when a load is applied to a load point (at least one of "RH" or "LH" in fig. 13) in the vehicle body front-rear direction is averaged, and the average inclination angle is obtained. Then, the average torsional rigidity is obtained by dividing the load applied to the load point by the average inclination angle. Then, the difference between the average torsional rigidity and the average torsional rigidity of comparative example 1 was divided by the average torsional rigidity of comparative example 1, and the rigidity change rate was determined based on the average torsional rigidity of comparative example 1.
The "reverse" shown on the horizontal axis of fig. 15 is a result of applying a load in a direction opposite to the direction of the load applied to the load point (see "RH" and "LH") shown in fig. 13 b. Similarly, "lateral bending (reverse)" shown on the horizontal axis of fig. 15 is a result of applying a load in a direction opposite to the load direction applied to the load point (see "before RH", "before LH", "after RH", and "after LH") shown in fig. 13 (d).
Fig. 16 shows the correlation between the rigidity values obtained in the present invention example and comparative example 2 (see fig. 16(a)) and the correlation between the rigidity change rates obtained in the present invention example and comparative example 2 (see fig. 16(b)) under the respective load conditions shown in fig. 13. In fig. 16, the x-axis shows the rigidity value or the rigidity change rate obtained by the inventive example, and the y-axis shows the rigidity value or the rigidity change rate obtained by comparative example 2.
As shown in fig. 16, the rigidity value and the rigidity change rate of the present invention example are almost 1: 1 (R2 ═ 1.000 and 0.993). Fig. 15 and 16 show that the rigidity change rate of the example of the present invention is well matched with that of comparative example 2 in which the rotary door constituting member was modeled as it is under each load condition.
Next, in this embodiment, the rigidity analysis was also performed in the case where a load was applied to the rear side of the vehicle body. Fig. 17 shows a load condition when a load is applied to the rear side of the vehicle body. The rear bending (bending to as "rear-bending") shown in fig. 17(a) applies a load directed upward in the vertical direction to both the right and left rear suspension mounting positions (see "RH" and "LH" in fig. 17 (a)) of the vehicle body. In addition, the rear torsion (referred to as "rear-torsion") shown in fig. 17(b) applies a vertically upward load to one of the rear suspension mounting positions on the right side and the left side of the vehicle body (see "RH" and "LH" in fig. 17 (b)), and applies a vertically downward load to the other.
A rear one-wheel torsion (referred to as "one-side torsion") shown in fig. 17(c) applies a load directed upward in the vertical direction to one of the rear suspension mounting positions on the right and left sides of the vehicle body (see "RH" or "LH" in fig. 17 (c)). Further, the rear transverse bend (lateral bending) shown in fig. 17(d) applies a load to the sub-frame attachment position on the rear side of the vehicle body (see "before RH", "before LH", "after RH", and "after LH" in fig. 17 (d)) to the left or right in the vehicle width direction.
The results of the displacement in the load direction obtained by the stiffness analysis in the example of the invention are shown in fig 18,
fig. 19 shows the rigidity change rates of the inventive example and comparative example 2. "bending" and "lateral bending" shown on the horizontal axis in fig. 19 correspond to the load conditions shown in fig. 17(a) and 17(d), respectively. These stiffness change rates were determined based on the stiffness of comparative example 1 by removing the difference between the stiffness determined by the load at each load point and the stiffness of comparative example 1 at each load point, and dividing the difference by the stiffness of comparative example 1.
The "torsion" and the "single turn" shown on the horizontal axis of fig. 19 correspond to the load conditions shown in fig. 17(b) and 17(c), respectively, and the rigidity change rate under each load condition is obtained as follows. First, with a straight line connecting the front suspension mounting positions of the vehicle body as a reference (angle 0 degrees), the inclination angles of the vehicle body viewed from the vehicle body front side when a load is applied to a load point (at least one of "RH" or "LH" in fig. 17) in the vehicle body front-rear direction are averaged, and an average inclination angle is obtained. Then, the average torsional rigidity is obtained by dividing the load applied to the load point by the average inclination angle. The difference between the average torsional rigidity and the average torsional rigidity of comparative example 1 was divided by the average torsional rigidity of comparative example 1, and the rigidity change rate was determined based on the average torsional rigidity of comparative example 1.
The "reverse" shown on the horizontal axis of fig. 19 is a result of applying a load in a direction opposite to the direction of the load applied to the load point (see "RH" and "LH") shown in fig. 17 b. Similarly, "lateral bending (reverse)" shown on the horizontal axis of fig. 19 is a result of applying a load in a direction opposite to the load direction applied to the load point (see "before RH", "before LH", "after RH", and "after LH") shown in fig. 17 (d).
Fig. 20 shows the correlation between the rigidity values obtained in the present invention example and comparative example 2 (see fig. 20(a)) and the correlation between the rigidity change rates obtained in the present invention example and comparative example 2 (see fig. 20(b)) under the respective load conditions shown in fig. 17. In fig. 20, the x-axis shows the rigidity value or the rigidity change rate obtained by the inventive example, and the y-axis shows the rigidity value or the rigidity change rate obtained by comparative example 2.
As shown in fig. 20, the rigidity value and the rigidity change rate of the present invention example are almost 1: 1 (R2 ═ 0.9998 and 0.993). Fig. 19 and 20 show that the present invention example satisfactorily matches the load condition of comparative example 2 in which the rotary door constituting member was modeled as it is. Thus, it is shown that the stiffness analysis method of the present invention is effective.
As described above, the rigidity analysis method of a vehicle body according to the present invention confirms that the rigidity of the vehicle body frame in a high-travel state can be accurately obtained by setting the mass corresponding to the equipment or the cover assembly in the vehicle body frame model of the vehicle having the fixing connection portion for fixing or connecting the equipment or the cover assembly of the vehicle, and performing the rigidity analysis in consideration of the inertial force acting on the equipment or the cover assembly when the vehicle travels.
Industrial applicability of the invention
The present invention can accurately determine the rigidity of the vehicle body frame in the traveling state, and therefore can be applied to rigidity analysis of the vehicle body.
Description of the reference numerals
1 vehicle body skeleton model
3 fixing the joint
3a hinge (upside)
3b hinge (lower side)
3c collision plate
11 mass element
15 rigid body element
17 element of tension
21. 23 quality setting vehicle body framework model
41 rigidity analysis device
43 display device
45 input device
47 storage device
49 work data memory
50 arithmetic processing unit
51 mass setting vehicle body skeleton model generating part
53 rigidity analysis unit
60 vehicle body skeleton model file
Claims (6)
1. A rigidity analysis method of a vehicle body, which uses a vehicle body frame model of an automobile having a fixing and connecting portion for fixing or connecting a component or a cover assembly and configured using at least one of a plane element and a solid element, and performs rigidity analysis by a computer, comprising the steps of:
a mass setting vehicle body skeleton model generation step of setting a mass corresponding to a mass of an equipment or a cover assembly at a predetermined position in a region where the equipment or the cover assembly is fixed or connected to a fixed connection portion of the vehicle body skeleton model, and generating a mass setting vehicle body skeleton model;
a rigidity analysis step of setting a body skeleton model with respect to the mass, performing rigidity analysis in consideration of an inertial force acting when the automobile is running,
the predetermined position in the mass setting vehicle body skeleton model generating step is set on a straight line or a curved line connecting the fixed connecting portions.
2. The rigidity analysis method of a vehicle body according to claim 1,
when the equipment or the lid assembly is a rotationally movable member that is rotationally movable, the predetermined position is set to a position other than on a rotationally movable center axis when the equipment or the lid assembly is rotationally movable.
3. A rigidity analysis method of a vehicle body, which uses a vehicle body frame model of an automobile having a fixing and connecting portion for fixing or connecting a component or a cover assembly and configured using at least one of a plane element and a solid element, and performs rigidity analysis by a computer, comprising the steps of:
a mass setting vehicle body skeleton model generating step of setting a mass corresponding to a mass of an equipment or a cover assembly on a plane surrounded by a straight line connecting the fixed coupling portions, excluding a line of the straight line, or on a curved surface surrounded by a curved line connecting the fixed coupling portions, excluding a line of the curved line, in a region where the equipment or the cover assembly is fixed or connected to the fixed coupling portions of the vehicle body skeleton model, and generating a mass setting vehicle body skeleton model;
and a rigidity analysis step of setting a body skeleton model with respect to the mass, and performing rigidity analysis in consideration of an inertial force acting when the automobile is running.
4. The rigidity analysis method of a vehicle body according to any one of claims 1 to 3,
in the mass setting body skeleton model creating step, a mass corresponding to a mass of the equipment or the lid assembly is set using a mass element and a rigid body element connecting the mass element and the fixed connection portion.
5. The rigidity analysis method of a vehicle body according to any one of claims 1 to 3,
in the mass setting body skeleton model generating step, a mass corresponding to a mass of the equipment or the lid assembly is set using a mass element and a tension element,
the sum of the masses of the mass element and the tension element corresponds to the mass of the equipment or the lid assembly fixed or connected to the fixed connection portion.
6. The rigidity analysis method of a vehicle body according to any one of claims 1 to 3,
in the mass setting body skeleton model generating step, a mass corresponding to a mass of the equipment or the lid assembly is set using a tension element having a mass corresponding to a mass of the equipment or the lid assembly.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
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| JP2015189498A JP6090400B1 (en) | 2015-09-28 | 2015-09-28 | Body rigidity analysis method |
| JP2015-189498 | 2015-09-28 | ||
| PCT/JP2016/070406 WO2017056627A1 (en) | 2015-09-28 | 2016-07-11 | Vehicle body stiffness analysis method |
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| CN108140065B true CN108140065B (en) | 2021-07-13 |
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| JP (1) | JP6090400B1 (en) |
| KR (1) | KR101974892B1 (en) |
| CN (1) | CN108140065B (en) |
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| CN108959748B (en) * | 2018-06-22 | 2024-06-25 | 上海思致汽车工程技术有限公司 | Rigidity analysis method for attachment points for flexible connection of auxiliary frame and vehicle body |
| JP6614301B1 (en) * | 2018-09-14 | 2019-12-04 | Ｊｆｅスチール株式会社 | Method and apparatus for optimization of vibration characteristics of vehicle body |
| CN111027131B (en) * | 2018-10-08 | 2023-09-15 | 上海汽车集团股份有限公司 | Method and device for determining target torsional rigidity |
| CN112504693B (en) * | 2020-11-25 | 2023-01-24 | 东风柳州汽车有限公司 | Static rigidity test device for body-in-white structure |
| CN112699460B (en) * | 2020-12-29 | 2023-04-25 | 东风汽车集团有限公司 | Method for analyzing and evaluating rigidity of rear part of white car body |
| KR102526014B1 (en) | 2021-04-14 | 2023-04-26 | 공주대학교 산학협력단 | Method for analyzing stiffness change of trunk exchange vehicle after collision and method for evaluating safety of repaired vehicle using therof |
| KR102526015B1 (en) | 2021-04-14 | 2023-04-26 | 공주대학교 산학협력단 | Method for analyzing stiffness change of vehicle front frame before and after accident repair and method for evaluating safety of repaired vehicle using thereof |
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| MX2018003733A (en) | 2018-06-18 |
| WO2017056627A1 (en) | 2017-04-06 |
| JP2017068320A (en) | 2017-04-06 |
| KR20180041735A (en) | 2018-04-24 |
| CN108140065A (en) | 2018-06-08 |
| KR101974892B1 (en) | 2019-05-03 |
| MX369124B (en) | 2019-10-30 |
| JP6090400B1 (en) | 2017-03-08 |
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