CN110641577A - Method for designing rigidity of vehicle body structure - Google Patents
Method for designing rigidity of vehicle body structure Download PDFInfo
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Abstract
The invention discloses a method for designing the rigidity of a vehicle body structure. The method comprises the following steps: dividing a key structure subregion from the whole body region; calculating the mass and the strain energy of the whole vehicle body and the mass and the strain energy of the key structure subarea under the vehicle body loading working condition; calculating the strain energy density and the bearing coefficient of the key structure subregion, and determining a weak region of the vehicle body structure rigidity according to the size of the bearing coefficient of the key structure subregion; the strain energy density of the key structure subarea tends to be uniform by adjusting the mass of the key structure subarea, namely performing weight increasing and weight reducing treatment. According to the method, the weak area of the rigidity of the vehicle body structure can be quickly determined according to the size of the bearing coefficient of the key structure subregion, and the strain energy density of the vehicle body can tend to be uniform by weight increasing and weight reducing treatment, so that the rigidity of the vehicle body structure tends to be uniform; the weight reduction or thickness reduction is mainly performed, which contributes to the weight reduction design.
Description
Technical Field
The invention belongs to the field of vehicle body structure design, and particularly relates to a vehicle body structure rigidity design method.
Background
At present, in the research aiming at the rigidity characteristic of the vehicle body, the bearing size of different key structure areas of the vehicle body and the rigidity contribution of the different key structure areas to the vehicle body are difficult to quantify, and a reasonable basis for the rigidity design of the different key structure areas of the vehicle body is lacked. The following two methods are generally used for evaluating the design of the rigidity of the vehicle body:
thickness sensitive technique: the influence of the rigidity value of the automobile body on the rigidity performance of the automobile body structure is researched by taking the automobile body rigidity value under the unit plate thickness as a research index. The method has the problem that guiding ideas cannot be provided for the rigidity design of key areas of the vehicle body.
Area sensitive techniques: a region variable shared by parts is arranged in the selected region, the thickness change of each part in the region is realized through the change control of the region variable, and the influence of the thickness change on the rigidity performance of the vehicle body is researched. The method has the problem that the bearing conditions of different areas of the vehicle body cannot be intuitively reflected.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a method for designing the rigidity of a vehicle body structure based on uniform strain energy density.
In order to achieve the purpose, the invention adopts the following technical scheme:
a method for designing rigidity of a vehicle body structure comprises the following steps:
step 1, dividing key structure sub-regions from the whole body region of a vehicle body, wherein each key structure sub-region comprises a key bearing component and other components for making the sub-regions complete, and the key bearing component is a component with the rigidity accounting for the whole rigidity of the vehicle body and exceeding a set threshold value;
step 2, calculating the mass and the strain energy under the loading working condition of the vehicle body and the mass and the strain energy of the key structure subarea;
step 3, calculating the strain energy density of the sub-region of the key structure, the strain energy density of the whole body of the vehicle and the bearing coefficient of the sub-region of the key structure, wherein the bearing coefficient of the sub-region of the key structure is equal to the ratio of the strain energy density of the sub-region of the key structure to the strain energy density of the whole body of the vehicle;
and 4, determining a weak rigidity area of the vehicle body structure according to the size of the bearing coefficient of the key structure subregion, and adjusting the mass of the key structure subregion, namely performing weight increasing and weight reducing treatment to enable the strain energy density of the key structure subregion to tend to be uniform.
Further, the key bearing components mainly comprise joints of a vehicle body, front and rear longitudinal beams and a floor cross beam.
Further, the vehicle body loading working condition comprises a whole vehicle torsion working condition and a whole vehicle bending working condition. The whole vehicle torsion working condition is that fixed hinge constraint is applied to the rear wheel suspension mounting point of the lower vehicle body at the rear part of the vehicle body, and loads in opposite directions are applied to the front wheel at the front part of the vehicle body; the bending working condition of the whole vehicle is that fixed hinge constraint is applied to suspension mounting points of front and rear wheels of the vehicle body, and vertical load is symmetrically applied to centers of mounting points of front and rear rows of seats of the vehicle body.
Further, the step 3 specifically includes:
calculating the strain energy density of the key structure subregion, the strain energy density of the whole body and the bearing coefficient of the key structure subregion according to the following formula:
wherein K is 1, 2, …, K is the number of key structural subregions, mk、sk、ukAnd alphakThe mass, the strain energy density and the bearing coefficient of the kth key structure sub-region are respectively, and M, S and U are respectively the mass, the strain energy and the strain energy density of the whole automobile body.
Further, the step 4 specifically includes:
step 4.1, determining that the critical structure subarea with the bearing coefficient larger than a first threshold value Y1 is a vehicle body structure rigidity weak area, wherein Y1> 1;
step 4.2, increasing the mass of the weak rigidity area of the vehicle body structure, reducing the mass of the key structure sub-area with the bearing coefficient smaller than a second threshold value Y2, and calculating the bearing coefficient of each key structure sub-area, wherein Y2 is less than 1 and less than Y1;
step 4.3, repeating step 4.1 and step 4.2 until the alpha isk-1| < δ, wherein αkThe number of the K-th critical structure sub-region is 1, 2, …, K, and δ is a set threshold.
Compared with the prior art, the invention has the following beneficial effects:
according to the method, the key structure subareas are divided from the whole body area of the vehicle body, the mass and the strain energy of the whole vehicle body under the vehicle body loading condition and the mass and the strain energy of the key structure subareas are calculated, the strain energy density and the bearing coefficient of the key structure subareas are calculated, the weak area of the vehicle body structure rigidity is determined according to the size of the bearing coefficient of the key structure subareas, the strain energy density of the key structure subareas tends to be uniform by adjusting the mass of the key structure subareas, namely performing weight increasing and weight reducing treatment, and the design of the vehicle body structure rigidity based on the uniform strain energy density is realized. According to the method, the weak area of the rigidity of the vehicle body structure can be quickly determined according to the size of the bearing coefficient of the key structure subregion, and the strain energy density of the vehicle body can tend to be uniform by weight increasing and weight reducing treatment, so that the rigidity of the vehicle body structure tends to be uniform; the weight reduction or thickness reduction is mainly performed, which contributes to the weight reduction design.
Drawings
FIG. 1 is a flow chart of a method for designing the rigidity of a vehicle body structure according to an embodiment of the invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
The flow chart of the method for designing the rigidity of the vehicle body structure is shown in FIG. 1, and the method comprises the following steps:
s101, dividing key structure sub-regions from the whole region of the vehicle body, wherein each key structure sub-region comprises a key bearing component and other components for making the sub-regions complete, and the key bearing component is a component with the rigidity accounting for the whole rigidity of the vehicle body and exceeding a set threshold value;
in this step, a concept of a key load-bearing member is referred to, and the key load-bearing member refers to a member that contributes significantly to the bending stiffness and the torsional stiffness of the vehicle body, or a member whose stiffness accounts for the stiffness of the entire vehicle body and exceeds a set threshold, for example, a joint portion of the vehicle body has a large influence on the structural stiffness, and should have sufficient stiffness. The rigidity of the vehicle body joint generally accounts for about 60% of the overall rigidity of the vehicle body; meanwhile, in road tests, the vehicle body joint is often the position with the highest fatigue cracking probability. Optimizing joint design is a major approach to improving vehicle body performance. The joint is therefore the main critical load-bearing member in the vehicle body structure. To optimize the structural design of the key load-bearing member, the key structural sub-regions are first divided, that is, all the key structural sub-regions are divided from the whole body region. Each critical structural sub-area is mainly composed of one critical load-bearing member, and in order to make the sub-area a complete sub-area, some other members adjacent to the critical load-bearing member should be included. For example, if the key load bearing member is a joint, to ensure the integrity of the joint, the sub-region containing the joint should also include its stiffening plate, flanges and holes for access or weight reduction.
S102, calculating the mass and the strain energy of the whole vehicle body and the mass and the strain energy of the key structure subarea under the vehicle body loading working condition.
The method comprises the following steps of calculating strain energy under the loading condition of the vehicle body. Strain energy is the elastic potential energy stored by a structure under load due to deformation. The magnitude of the strain energy can be used to indicate how much load the structure is carrying. Strain energy calculations are typically performed by modeling each component using a finite element method. The method is mainly used for calculating the strain energy and the mass of the whole body of the vehicle and the strain energy and the mass of each key structure subregion, and is prepared for the next calculation.
S103, calculating the strain energy density of the key structure subregion, the strain energy density of the whole vehicle body and the bearing coefficient of the key structure subregion, wherein the bearing coefficient of the key structure subregion is equal to the ratio of the strain energy density of the key structure subregion to the strain energy density of the whole vehicle body;
in this step, the strain energy density of the whole vehicle body, the strain energy density of the critical structural sub-regions, and the load factor are calculated based on the strain energy and mass of the whole vehicle body and the strain energy and mass of the critical structural sub-regions obtained in S102. The strain energy density is equal to the ratio of strain energy to mass. The bearing coefficient of the key structure subarea is equal to the ratio of the strain energy density of the key structure subarea to the strain energy density of the whole body. The size of the bearing coefficient of the key structure subregion reflects the relative size of the strain energy density phase of the key structure subregion compared with the strain energy density phase of the whole automobile body. The larger the bearing coefficient of the sub-region of the key structure is, the larger the strain energy density is, the smaller the structural rigidity is, and the more the reinforcement is needed; the bearing coefficient of the key structure subarea is larger than 1, which shows that the strain energy density of the key structure subarea is larger than that of the whole vehicle body. And determining the area with weak rigidity of the vehicle body structure according to the magnitude of the load factor.
And S104, determining a weak rigidity area of the vehicle body structure according to the size of the bearing coefficient of the key structure subregion, and adjusting the mass of the key structure subregion, namely performing weight increasing and weight reducing treatment to enable the strain energy density of the key structure subregion to tend to be uniform.
In the step, according to the size of the bearing coefficient of the key structure subregion, a weak rigidity region of the vehicle body structure and a region needing weight increase and weight reduction are determined, and through weight increase and weight reduction treatment, the strain energy density of the key structure subregion tends to be uniform. According to the analysis, the larger the load-bearing coefficient of the critical structural subregion is, the larger the strain energy density thereof is, and the smaller the structural rigidity of the region is. Therefore, the area with weak rigidity of the vehicle body structure should be a key structural subarea with a load-bearing coefficient obviously larger than 1, and weight should be increased, namely mass is increased, so as to reduce the strain energy density of the area; and reducing the weight of the sub-region of the key structure with the bearing coefficient obviously smaller than 1, namely reducing the mass so as to increase the strain energy density of the region and ensure that the strain energy density of the automobile body tends to be uniform, thereby the structural rigidity of the automobile body tends to be uniform. If the weight increasing and reducing treatment is mainly weight reducing (or thickness reducing), the weight of the vehicle body can be reduced, and the light weight design is facilitated.
As an alternative embodiment, the key load-bearing members mainly include joints of the vehicle body, front and rear side members, and floor cross members.
The present embodiment gives a specific example of a key load-bearing member of a vehicle body. As mentioned above, the key load-bearing member refers to a member that contributes significantly to the rigidity of the vehicle body, and the joint is a main key load-bearing member in the vehicle body structure, and includes the front and rear side members and the floor cross member in addition to the joint. The key load bearing members of different vehicle types may be different, and the embodiment only shows a few common key load bearing members, and does not exclude other key load bearing members meeting the conditions. Preferably, the key load-bearing members of a certain type of automotive body comprise in particular: the structure comprises an A column upper joint, an A column middle joint, an A column lower joint, a B column upper joint, a B column lower joint, a B column middle area, a C column upper joint, a C column lower joint, a D column upper joint, a D column lower joint, a first floor beam, a second floor beam, a third floor beam, a fourth floor beam, a fifth floor beam, a sixth floor beam, a rear beam, a longitudinal beam front section, a longitudinal beam middle section, a longitudinal beam front and rear section and a front partition plate upper part.
As an alternative embodiment, the vehicle body loading condition comprises a vehicle torsion condition and a vehicle bending condition. The whole vehicle torsion working condition is that fixed hinge constraint is applied to the rear wheel suspension mounting point of the lower vehicle body at the rear part of the vehicle body, and loads in opposite directions are applied to the front wheel at the front part of the vehicle body; the bending working condition of the whole vehicle is that fixed hinge constraint is applied to suspension mounting points of front and rear wheels of the vehicle body, and vertical load is symmetrically applied to centers of mounting points of front and rear rows of seats of the vehicle body.
Two common vehicle body loading conditions are given in this embodiment: one is the torsion working condition of the whole vehicle, and the other is the bending working condition of the whole vehicle. The calculation of the strain energy is generally performed for both conditions.
As an optional embodiment, the S103 specifically includes:
calculating the strain energy density of the key structure subregion, the strain energy density of the whole body and the bearing coefficient of the key structure subregion according to the following formula:
wherein K is 1, 2, …, K is the number of key structural subregions, mk、sk、ukAnd alphakThe mass, the strain energy density and the bearing coefficient of the kth key structure sub-region are respectively, and M, S and U are respectively the mass, the strain energy and the strain energy density of the whole automobile body.
The embodiment provides a calculation formula of the strain energy density of the key structure subregion, the strain energy density of the whole body of the vehicle and the bearing coefficient of the key structure subregion. Firstly, calculating the strain energy density of the key structure subregion according to the strain energy and the mass of the key structure subregion obtained in S102 and the formula (1); then calculating the strain energy density of the whole vehicle body according to the formula (2) according to the strain energy and the mass of the whole vehicle body obtained in the step S102; and finally, calculating the bearing coefficient of the key structure subregion according to the formula (3).
As an optional embodiment, the S104 specifically includes:
s1041, determining that the critical structure sub-region with the bearing coefficient larger than a first threshold value Y1 is a vehicle body structure rigidity weak region, wherein Y1> 1;
s1042, increasing the mass of the weak area of the rigidity of the vehicle body structure, reducing the mass of the key structure sub-area with the load factor smaller than a second threshold value Y2, and calculating the load factor of each key structure sub-area, wherein Y2<1< Y1;
s1043, repeating S1041. S1042, up to | αk-1| < δ, wherein αkThe number of the K-th critical structure sub-region is 1, 2, …, K, and δ is a set threshold.
This embodiment shows a specific method for implementing S104. In S1041, the weak rigidity region of the vehicle body structure is determined by comparing whether the load factor of the critical structure subregion is greater than the set first threshold value Y1. Y1 is a value significantly greater than 1, and if the load factor is greater than Y1, the strain energy density of the subregion is significantly greater than that of the vehicle body as a whole, indicating that the subregion is less rigid and therefore belongs to a region of weak structural rigidity of the vehicle body. In S1042, the strain energy density tends to be uniform by weight increase and weight reduction. The strain energy density of the weak rigidity area of the vehicle body structure is high, so that the weight is increased, namely the mass is improved to reduce the strain energy density; for the region where the strain energy density is significantly smaller than the strain energy density of the entire vehicle body, i.e., the critical structural sub-region where the load factor is smaller than the set second threshold value Y2 (significantly smaller than 1), weight reduction, i.e., mass reduction, is performed to increase the strain energy density. Since only one weight increase and weight reduction is not necessarily performed to achieve a satisfactory result, S1041 and S1042 are repeatedly performed in S1043 until the error between the load factor of each critical structure subregion and 1 is smaller than the set threshold δ, that is, the strain energy density of each critical structure subregion is as close as possible to the strain energy density of the whole vehicle body. The value of delta is theoretically as small as possible, but is not suitable to be too small due to the limitation of the actual structure, and is selected according to practical experience.
To demonstrate the effectiveness of the method of the present invention, a set of experimental data is given below. Table 1 shows the bearing coefficient of the critical structure subarea of a certain vehicle body under two different working conditions, which is calculated by adopting a finite element method. The numbers in the table are arranged from large to small in the bearing coefficient.
TABLE 1 load factor of critical structure subregions before weight loss and gain process
| Serial number | Torsional behavior | Coefficient of load | Bending working condition | Coefficient of load |
| 1 | Third floor beam | 3.81 | Third floor beam | 9.89 |
| 2 | Longitudinal beam rear section | 3.52 | Second floor beam | 7.59 |
| 3 | C-column upper joint | 3.42 | Longitudinal beam middle section | 3.32 |
| 4 | B-pillar upper joint | 3.14 | First floor beam | 2.29 |
| 5 | D-column lower joint | 3.01 | Longitudinal beam rear section | 2.22 |
| 6 | D-column upper joint | 1.55 | C-column upper joint | 1.26 |
| 7 | B-pillar lower joint | 1.45 | B-pillar upper joint | 1.02 |
| 8 | A column middle joint | 1.37 | A column middle joint | 0.84 |
| 9 | Second floor beam | 1.25 | Front baffle (Upper) | 0.56 |
| 10 | C-pillar lower joint | 1.19 | C-pillar lower joint | 0.55 |
| 11 | Rear cross member | 1.19 | B-pillar lower joint | 0.55 |
| 12 | A column upper joint | 1.84 | Longitudinal beam front section | 0.38 |
| 13 | Lower joint of A column | 0.71 | Middle area of B column | 0.37 |
| 14 | Longitudinal beam middle section | 0.55 | Fourth floor beam | 0.31 |
| 15 | Front baffle (Upper) | 0.45 | A column upper joint | 0.21 |
| 16 | Middle area of B column | 0.44 | Lower joint of A column | 0.20 |
| 17 | Longitudinal beam front section | 0.40 | D-column upper joint | 0.18 |
| 18 | Fifth floor crossbeam | 0.31 | Fifth floor crossbeam | 0.12 |
| 19 | Fourth floor beam | 0.18 | D-column lower joint | 0.02 |
| 20 | First floor beam | 0.17 | Sixth floor beam | 0.02 |
| 21 | Sixth floor beam | 0.11 | Rear cross member | 0.02 |
As can be seen from Table 1, the bearing coefficient of the sub-regions of the key structure with the serial numbers of 1-5 is too large and larger than 1, which shows that the structural rigidity of the sub-regions is smaller than that of the whole structure of the vehicle body, and the sub-regions can be judged as weak regions of the structural rigidity of the vehicle body; the automobile body structure with the serial number of 17-21 has an excessively small load-bearing coefficient smaller than 1, which shows that the structural rigidity of the subareas is stronger than that of the whole automobile body structure. Therefore, the weight of the subregion No. 1 to 5 was increased by 1kg, and the weight of the subregion No. 17 to 21 was decreased by 1 kg. The sub-areas are increased or reduced by 1kg, and the weight is increased or reduced by different masses according to different bearing coefficients during actual treatment only for simplicity and data neatness. Table 2 shows the load factor of the critical structure sub-region recalculated after the above-mentioned processing and the comparison with the one before the processing. As can be seen from Table 2, the load-bearing coefficients of the sub-regions of the key structures with the serial numbers of 1-5 are all reduced by one degree, which indicates that the rigidity is improved to a certain extent; the bearing coefficients of the key structure subareas with the serial numbers 17-21 are increased to a certain extent, which shows that the rigidity is weakened to a certain extent. After weight increasing and weight reducing treatment, the bearing coefficient and the strain energy density of the key structure subregion are more uniform, and the rigidity of the vehicle body is more uniform.
TABLE 2 comparison of the load factors of the critical structural subregions before and after weight loss and gain enhancement
The above description is only for the purpose of illustrating a few embodiments of the present invention, and should not be taken as limiting the scope of the present invention, in which all equivalent changes, modifications, or equivalent scaling-up or down, etc. made in accordance with the spirit of the present invention should be considered as falling within the scope of the present invention.
Claims (5)
1. A method for designing rigidity of a vehicle body structure is characterized by comprising the following steps:
step 1, dividing key structure sub-regions from the whole body region of a vehicle body, wherein each key structure sub-region comprises a key bearing component and other components for making the sub-regions complete, and the key bearing component is a component with the rigidity accounting for the whole rigidity of the vehicle body and exceeding a set threshold value;
step 2, calculating the mass and the strain energy under the loading working condition of the vehicle body and the mass and the strain energy of the key structure subarea;
step 3, calculating the strain energy density of the sub-region of the key structure, the strain energy density of the whole body of the vehicle and the bearing coefficient of the sub-region of the key structure, wherein the bearing coefficient of the sub-region of the key structure is equal to the ratio of the strain energy density of the sub-region of the key structure to the strain energy density of the whole body of the vehicle;
and 4, determining a weak rigidity area of the vehicle body structure according to the size of the bearing coefficient of the key structure subregion, and adjusting the mass of the key structure subregion, namely performing weight increasing and weight reducing treatment to enable the strain energy density of the key structure subregion to tend to be uniform.
2. The method for designing the rigidity of a vehicle body structure according to claim 1, wherein the key load-bearing members mainly include a vehicle body joint, front and rear side members, and a floor cross member.
3. The method for designing the rigidity of the vehicle body structure according to the claim 1, wherein the vehicle body loading working condition comprises a whole vehicle torsion working condition and a whole vehicle bending working condition; the whole vehicle torsion working condition is that fixed hinge constraint is applied to the rear wheel suspension mounting point of the lower vehicle body at the rear part of the vehicle body, and loads in opposite directions are applied to the front wheel at the front part of the vehicle body; the bending working condition of the whole vehicle is that fixed hinge constraint is applied to suspension mounting points of front and rear wheels of the vehicle body, and vertical load is symmetrically applied to centers of mounting points of front and rear rows of seats of the vehicle body.
4. The method for designing the rigidity of the vehicle body structure according to claim 1, wherein the step 3 specifically comprises:
calculating the strain energy density of the key structure subregion, the strain energy density of the whole body and the bearing coefficient of the key structure subregion according to the following formula:
wherein K is 1, 2, …, K is the number of key structural subregions, mk、sk、ukAnd alphakThe mass, the strain energy density and the bearing coefficient of the kth key structure sub-region are respectively, and M, S and U are respectively the mass, the strain energy and the strain energy density of the whole automobile body.
5. The method for designing the rigidity of the vehicle body structure according to any one of claims 1 to 4, wherein the step 4 specifically comprises:
step 4.1, determining that the critical structure subarea with the bearing coefficient larger than a first threshold value Y1 is a vehicle body structure rigidity weak area, wherein Y1> 1;
step 4.2, increasing the mass of the weak rigidity area of the vehicle body structure, reducing the mass of the key structure sub-area with the bearing coefficient smaller than a second threshold value Y2, and calculating the bearing coefficient of each key structure sub-area, wherein Y2 is less than 1 and less than Y1;
step 4.3, repeating step 4.1 and step 4.2 until the alpha isk-1| < δ, wherein αkThe number of the K-th critical structure sub-region is 1, 2, …, K, and δ is a set threshold.
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