CN110941903A - Automobile front bumper beam anti-collision performance optimization method based on DOE - Google Patents
Automobile front bumper beam anti-collision performance optimization method based on DOE Download PDFInfo
- Publication number
- CN110941903A CN110941903A CN201911182098.6A CN201911182098A CN110941903A CN 110941903 A CN110941903 A CN 110941903A CN 201911182098 A CN201911182098 A CN 201911182098A CN 110941903 A CN110941903 A CN 110941903A
- Authority
- CN
- China
- Prior art keywords
- aluminum alloy
- doe
- front bumper
- bumper beam
- scheme
- 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.)
- Granted
Links
Images
Landscapes
- Bending Of Plates, Rods, And Pipes (AREA)
- Body Structure For Vehicles (AREA)
- Vibration Dampers (AREA)
Abstract
A DOE-based optimization method for the anti-collision performance of an automobile front bumper beam belongs to the technical field of automobile front bumper beam structure design and comprises the steps of establishing a three-point bending crushing model, obtaining contact force curves of two front bumper beams, taking the contact force peak value of a rolled front bumper beam as a target, bringing the aluminum alloy front bumper beam with the largest weight reduction ratio into the working condition of the whole automobile for verification, setting a variable range, responding and optimizing calculation, bringing the scheme selected by the optimizing calculation into the working condition of the whole automobile for verification to obtain an optimal scheme, the optimization method has the beneficial effects that the simulation model is compared with a test model, the simulation model is optimized, the multiple groups of variables and responses are optimized and calculated, the obtained scheme is repeatedly verified, the efficiency of model establishment and optimizing calculation is high, and the obtained optimization result of the front bumper beam is more reliable, powerful data support is provided for the production design of the front protection beam, and the product development cost of enterprises is saved.
Description
Technical Field
The invention relates to the technical field of structural design of an automobile front bumper beam, in particular to a DOE-based method for optimizing the anti-collision performance of the automobile front bumper beam.
Background
The DOE (Design of experience) technology searches for key factors and controls the factors related to the key factors through quantitative analysis on product quality and process parameters. According to actual demands, different experimental design types are judged and selected, experimental steps are designed, and how to control various influence factors is found, so that the minimum investment is obtained, the maximum benefit is obtained, the product quality is improved, and the important function can be played in industrial production and engineering design. Meanwhile, the DOE has the advantages of reducing test cost, shortening product test period, prolonging product service life and the like, and the aluminum alloy front protective beam passing through the reasonable DOE is lighter than a steel front protective beam and can absorb more collision energy.
In the positive collision process of the whole vehicle, the front protective beam is a key sheet metal part, and if the front protective beam is bent earlier, the crush of the energy absorption box and the longitudinal beam is insufficient easily, so that the deformation stability of the whole vehicle is influenced. Therefore, how to reasonably optimize and design the structure of the front bumper beam has important significance on deformation and energy absorption of different areas in the collision process. In the offset collision process of the whole vehicle, the front protective cross beam is firstly contacted with the honeycomb aluminum in the barrier and then collides with the rigid wall after a period of time, if the front protective cross beam is bent earlier in the process, the energy absorption box and the longitudinal beam are only bent without crushing, and the design of energy absorption in partial areas is unfavorable. Therefore, before the front protective beam collides with the rigid wall, the front protective beam does not deform or has no large plastic strain, and the deformation is mainly the collapse of the barrier, so that the energy absorption box and the longitudinal beam in the actual collision process can be fully collapsed, and the collision performance of the whole vehicle is improved. In addition, the purpose of light weight needs to be considered when the automobile is designed, so that the weight of the whole automobile can be reduced, the performance of the whole automobile can be improved, and the cost of the whole automobile can be reduced. Therefore, the front bumper beam also needs to be designed with light weight, and the goal to be pursued in the automobile manufacturing industry at present is how to optimize the structure of the front bumper beam, so that the front bumper beam can ensure better collision performance and can achieve optimal weight reduction performance.
Disclosure of Invention
In order to solve the technical problems, the invention provides a DOE-based automobile front bumper beam anti-collision performance optimization method, a simulation model is compared with a test model, multiple groups of variables and responses are optimized and calculated through Hyperstudy, the obtained scheme is repeatedly verified, and finally the scheme which ensures better collision performance and can achieve the optimal weight reduction performance is obtained.
In order to achieve the purpose, the technical scheme adopted by the invention for solving the technical problems is as follows: the method for optimizing the anti-collision performance of the automobile front bumper beam based on the DOE comprises the following steps:
1) selecting a rolled front protection beam and an aluminum alloy front protection beam as research objects, establishing a test model and a simulation model of three-point bending crushing, and adjusting the simulation model to enable data of the simulation model to be matched with data of the test model;
2) obtaining a contact force curve of the rolled front protection cross beam and contact force curves of aluminum alloy front protection cross beams with different section areas S through a three-point bending crushing simulation model, and taking a contact force peak value F of the rolled front protection cross beam as a set target value to serve as a collision performance judgment standard of the aluminum alloy front protection cross beam;
3) calculating the weight reduction ratio of the aluminum alloy front guard beams with different cross section areas S and the rolled front guard beams, and selecting the aluminum alloy front guard beam with the largest weight reduction ratio from the weight reduction ratios;
4) applying the aluminum alloy front guard beam with the largest weight reduction proportion to the whole vehicle collision working condition for simulation verification to obtain the deformation degree of the aluminum alloy front guard beam at different moments, and observing the state of the aluminum alloy front guard beam before collision with a rigid wall to provide a basis for setting variables in the DOE optimization design in the next step;
5) selecting a peripheral thickness T1, a middle partition thickness T2 and a reduction ratio M of X-direction length of an aluminum alloy front guard beam as variables in the DOE, selecting a contact force peak value F, an integral value A and a section area S of a contact force curve as responses, setting the ranges of the peripheral thickness T1, the middle partition thickness T2 and the reduction ratio M of the X-direction length, simultaneously setting calculation times, submitting an analysis task to a server Altair for Hyperstudy optimization calculation, and selecting a scheme which has the optimal weight reduction ratio in a DOE analysis result and meets the requirement of the contact force peak value F;
6) and 5) carrying out calculation verification by taking the variable of the aluminum alloy front guard beam selected from the scheme in the step 5) into the working condition of the whole automobile, verifying whether the aluminum alloy front guard beam is bent before colliding with the rigid wall, and determining the scheme meeting the bending resistance requirement of the front guard beam.
Further, the three-point bending crushing simulation model in the step 1) comprises two fulcrum constraints and a loading punch, the two fulcrum constraints are fixed with the front protective beam, the span between the two fulcrum constraints is set to be 700-900 mm, the diameter of the loading punch is set to be 250-350 mm, and the movement speed of the loading punch is set to be 0.049-0.051 mm/ms.
Further, the simulation model in the step 1) is established through Hypermesh, and the contact force curve in the step 2) is obtained after 2000 ms-2200 ms is calculated through software DYNA-MPP.
Further, the aluminum alloy front protective beam has the same structure as the rolled front protective beam and comprises a periphery with a rectangular cross section and a plurality of partition plates arranged in the periphery; the lengths and the heights of the aluminum alloy front guard beam and the rolled front guard beam are the same, and the calculation formula of the weight reduction proportion in the step 3) is as follows: the weight reduction ratio is the cross-sectional area S of the rolled front fender beam, the cross-sectional area S of the aluminum alloy front fender beam, and/or the cross-sectional area S of the rolled front fender beam.
Further, in the step 4), a specific judgment method for providing a basis for setting variables in the next DOE optimization design by observing the state of the aluminum alloy front bumper beam before collision with the rigid wall is as follows: if the aluminum alloy front protective beam is bent before colliding with the rigid wall, the bending resistance requirement of collision is not met, the variable in the DOE optimization scheme in the next step is controlled to be higher than that of the aluminum alloy front protective beam, and if the aluminum alloy front protective beam is not bent before colliding with the rigid wall, the variable in the DOE optimization scheme in the next step is controlled to be lower than that of the aluminum alloy front protective beam, and the optimal scheme is searched.
Further, in the step 5), according to Hyperstudy optimization calculation, sensitivity indexes of multiple variables to multiple responses in multiple schemes are obtained, and a scheme which has the optimal weight reduction ratio and meets the requirement of the contact force peak value F in the DOE analysis result is selected according to the influence degree of the multiple variables to the contact force peak value F and whether the requirement of the contact force peak value F is met or not is considered.
Further, in the step 5), the relation among the reduction ratio M of the X-direction length of the aluminum alloy front fender beam, the peripheral thickness T1, the intermediate partition thickness T2 and the cross-sectional area S is as follows:
s [2 (X-direction length-epsilon. M) + Y-direction length ]. T1 +. number of partitions [ (. X-direction length-epsilon. M). T2 ]
Wherein the range of M is set to be 0-2, and the range of epsilon is set to be 5-9.
Further, in the step 6), the method for determining the scheme meeting the bending resistance requirement of the front bumper beam is that if the aluminum alloy front bumper beam in the selected scheme is bent, the bending resistance requirement of collision is not met, the scheme with the variation higher than that of the aluminum alloy front bumper beam in the DOE scheme is selected in the step 5), and if the aluminum alloy front bumper beam is not bent, the bending resistance requirement of the front bumper beam is met.
Further, in the step 4) and the step 6), the whole vehicle collision working condition comprises a barrier formed by integrally forming honeycomb aluminum and a rigid wall, and the barrier is connected to the fixed wall body in an up-and-down sliding mode.
The invention has the beneficial effects that:
1. according to the method, a rolled front bumper beam and an aluminum alloy front bumper beam are selected as research objects, a three-point bending crushing model is established, a test model is used as a verification standard, a simulation model matched with the test model is established, a contact force peak value F of the rolled front bumper beam is used as a set target value, the contact force peak value F is used as a collision performance judgment standard of the aluminum alloy front bumper beam, two front bumper beams are selected to verify and compare the difference of the data of the simulation model and the data of the test model, the simulation model is adjusted to be matched with the data of the test model, the data of the simulation model obtained on the basis of the test data are more reliable, the reliability of a later optimization result is improved, and powerful data support is provided for the production design of the.
2. The invention analyzes the bending state of the aluminum alloy front protective beam with larger weight reduction ratio before the aluminum alloy front protective beam collides with the rigid wall, and preliminarily sets a plurality of groups of variables in DOE according to the bending state, simultaneously, a plurality of groups of responses of the collision performance are selected, a plurality of groups of data are optimized, calculated and selected through Hyperstudy, then the scheme is further subjected to whole vehicle working condition simulation verification, and finally the scheme which not only ensures better collision performance but also can achieve optimal weight reduction performance is obtained, the optimization scheme is obtained through software optimization design, the efficiency of the optimization process is high, the product development cost of enterprises is saved, and the selected scheme is repeatedly verified through a simulation model, so that the obtained scheme not only ensures better collision performance, but also can achieve optimal weight reduction performance, the optimization result is more reliable, and powerful data support is provided for the production design of the front bumper beam.
3. According to the method, whether the front protective beam meets the requirement of bending resistance is judged by taking whether the aluminum alloy front protective beam is bent before colliding with the rigid wall as a standard, and only a simulation model of the front protective beam and the barrier is needed to be established, and a simulation model of the whole vehicle is not needed to be established, so that DOE optimization calculation is quicker, and the efficiency of optimization design is further improved.
In conclusion, the optimization method provided by the invention compares the simulation model with the test model, optimizes the simulation model, optimizes and calculates multiple groups of variables and responses through Hyperstudy, repeatedly verifies the obtained scheme, and finally obtains the optimal scheme.
Drawings
The contents of the expressions in the various figures of the present specification and the labels in the figures are briefly described as follows:
FIG. 1 is a block flow diagram of the present invention;
FIG. 2 is a schematic structural diagram of a three-point bending crushing model according to the present invention;
FIG. 3 is a cross-sectional view of a front fender beam according to the present invention;
FIG. 4 is a schematic structural diagram of a vehicle crash condition according to the present invention;
the labels in the above figures are: 1. the method comprises the following steps of (1) fulcrum constraint, 2) loading punch, 3. front protective beam, 31. periphery, 32. partition board, 4. barrier, 41. honeycomb aluminum, 42. rigid wall and 5. fixed wall.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and the following embodiments are used for illustrating the present invention and are not intended to limit the scope of the present invention.
In the description of the present invention, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The specific implementation scheme of the invention is as follows: as shown in fig. 1 to 4, a method for optimizing the anti-collision performance of a front bumper beam of an automobile based on DOE includes the following steps:
1) the rolled front bumper beam and the aluminum alloy front bumper beam are selected as research objects, as shown in fig. 3, wherein the aluminum alloy front bumper beam and the rolled front bumper beam have the same structure and comprise a periphery 31 with a rectangular cross section and a plurality of partition plates 32 arranged in the periphery 31, and the length and the height of the aluminum alloy front bumper beam and the rolled front bumper beam are the same, so that the weight difference of the aluminum alloy front bumper beam and the rolled front bumper beam is determined by the cross section area S. Establishing a test model and a simulation model of three-point bending crushing, carrying out a loading test on the test model of the three-point bending crushing through a three-point bending tester, wherein test parameters of the test model are the same as those of the simulation model, and obtaining contact force curves of two front protective beams after the three-point bending tester is loaded for a certain time; a three-point bending crushing simulation model is established through Hypermesh, material properties of a rolling front protective beam and an aluminum alloy front protective beam are respectively set in the three-point bending crushing simulation model, as shown in figure 2, parameters of the three-point bending crushing simulation model comprise two fulcrum constraints 1 and a loading punch 2, the two fulcrum constraints 1 are fixed with the front protective beam 3, the span between the two fulcrum constraints 1 is set to be 700-900 mm, optimally, the span is set to be 800mm, the diameter of the loading punch 2 is set to be 250-350 mm, optimally, the diameter of the loading punch 2 is set to be 300mm, the movement speed of the loading punch 2 is set to be 0.049-0.051 mm/ms, optimally, the movement speed of the loading punch 2 is set to be 0.05mm/ms, contact force curves of the two front protective beams are obtained after 2000-2200 ms (optimally set to be 2100ms) are calculated through software DYNA-MPP, the contact force curves obtained through testing are compared with contact force curves obtained through simulation, if the data phase difference is within the controllable range, the simulation model does not need to be adjusted, and if the data phase difference is larger, the simulation model can be adjusted by adjusting the material properties or the loading parameters of three-point bending, and the like, so that the data of the simulation model is matched with the data of the test model;
2) obtaining a contact force curve of the rolled front protection cross beam and contact force curves of aluminum alloy front protection cross beams with different section areas S through a three-point bending crushing simulation model, and taking a contact force peak value F of the rolled front protection cross beam with higher structural strength and better bending resistance as a set target value to serve as a collision performance judgment standard of the aluminum alloy front protection cross beam;
3) calculating the weight reduction proportion of the aluminum alloy front protective beam with different section areas S and the rolled front protective beam through Hypermesh, wherein the calculation formula of the weight reduction proportion is as follows: the weight reduction proportion is equal to the sectional area S of the rolled front protective beam, namely the sectional area S of the aluminum alloy front protective beam/the sectional area S of the rolled front protective beam, and the aluminum alloy front protective beam with the largest weight reduction proportion is selected from the sectional areas S of the rolled front protective beam and S of the rolled front protective beam;
4) the aluminum alloy front protective beam with the largest weight reduction proportion is applied to the whole vehicle collision working condition for simulation verification, as shown in figure 4, the whole vehicle collision working condition used in the test comprises a barrier 4 formed by integrally molding a honeycomb aluminum 41 and a rigid wall 42, the honeycomb aluminum 41 is used as a buffer layer of the barrier 4 and is used for simulating a collision object made of a non-rigid material, the rigid wall 42 is used for simulating a collision object made of a rigid material, the barrier 4 is connected to a fixed wall 5 in a vertical sliding manner, in the test, the barrier 4 needs to be positioned in front of the aluminum alloy front protective beam in a sliding manner, in the simulation, the whole vehicle working condition is also based on an actual test structure, in the simulation, the barrier 4 formed by the material properties of the honeycomb aluminum 41 and the rigid wall 42 is established, the honeycomb aluminum 41 in the barrier 4 is contacted with the aluminum alloy front protective beam, and then the aluminum alloy front protective beam is endowed with a certain speed in the advancing direction, the deformation degree of the aluminum alloy front protection beam at different moments is obtained, the state of the aluminum alloy front protection beam before collision with the rigid wall 42 is observed, if the aluminum alloy front protection beam is bent before collision with the rigid wall 42, the bending resistance requirement of the collision is not met, the variable in the DOE optimization scheme in the next step is controlled to be higher than that of the aluminum alloy front protection beam, if the aluminum alloy front protection beam is not bent before collision with the rigid wall 42, the variable in the DOE optimization scheme in the next step is controlled to be lower than that of the aluminum alloy front protection beam, and a basis is provided for setting of the variable in the DOE optimization design in the next step;
5) in the DOE, the peripheral thickness T1, the intermediate partition thickness T2, and the reduction ratio M of the X-direction length of the aluminum alloy front bumper beam are selected as variables, and the peak value F of the contact force, the integral value a of the contact force curve, and the cross-sectional area S are selected as responses, and the ranges of the peripheral thickness T1, the intermediate partition thickness T2, and the reduction ratio M of the X-direction length are set, as shown in fig. 3, according to the structure of the front bumper beam 3 including the periphery 31 of a rectangular cross-section and the plurality of partitions 32 provided in the periphery 31, the relationship between the reduction ratio M of the X-direction length of the aluminum alloy front bumper beam, the peripheral thickness T1, the intermediate partition thickness T2, and the cross-sectional area S:
s [2 (X-direction length-epsilon. M) + Y-direction length ]. T1 +. number of partitions [ (. X-direction length-epsilon. M). T2 ]
The method comprises the steps of setting values of M and epsilon according to actual needs, wherein the length in the X direction is the section length of an aluminum alloy front protective crossbeam in the automobile traveling direction, the length in the Y direction is the section length in the direction perpendicular to the length in the X direction, the range of M is set to be 0-2, the range of epsilon is set to be 5-9, the number of calculation times is set to be 50 or more, an analysis task is submitted to a server Altair to perform Hyperstudy optimization calculation, sensitivity indexes of a plurality of variables to a plurality of responses in a plurality of schemes are obtained according to Hyperstudy optimization calculation, and the scheme which has the optimal weight reduction ratio and meets the requirement of a contact force peak value F in a DOE analysis result is selected according to the influence degree of the variables on the contact force peak value F and whether the requirement of the contact force peak value F is met or not.
6) And (3) carrying out calculation verification by taking the variable of the aluminum alloy front protective beam in the scheme selected in the step 5) into the working condition of the whole automobile, verifying whether the aluminum alloy front protective beam is bent before colliding with the rigid wall 42, if the aluminum alloy front protective beam in the selected scheme is bent, the bending resistance requirement of collision is not met, selecting the scheme of the DOE scheme with the variable higher than that of the aluminum alloy front protective beam, if the aluminum alloy front protective beam is not bent, the bending resistance requirement of the front protective beam is met, and determining the scheme meeting the bending resistance requirement of the front protective beam.
In conclusion, the optimization method provided by the invention compares the simulation model with the test model, optimizes the simulation model, optimizes and calculates multiple groups of variables and responses through Hyperstudy, repeatedly verifies the obtained scheme, and finally obtains the optimal scheme.
While the foregoing is directed to the principles of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow.
Claims (9)
1. A DOE-based automobile front bumper beam anti-collision performance optimization method is characterized by comprising the following steps:
1) selecting a rolled front protection beam and an aluminum alloy front protection beam as research objects, establishing a test model and a simulation model of three-point bending crushing, and adjusting the simulation model to enable data of the simulation model to be matched with data of the test model;
2) obtaining a contact force curve of the rolled front protection cross beam and contact force curves of aluminum alloy front protection cross beams with different section areas S through a three-point bending crushing simulation model, and taking a contact force peak value F of the rolled front protection cross beam as a set target value to serve as a collision performance judgment standard of the aluminum alloy front protection cross beam;
3) calculating the weight reduction ratio of the aluminum alloy front guard beams with different cross section areas S and the rolled front guard beams, and selecting the aluminum alloy front guard beam with the largest weight reduction ratio from the weight reduction ratios;
4) applying the aluminum alloy front guard beam with the largest weight reduction proportion to the whole vehicle collision working condition for simulation verification to obtain the deformation degrees of the aluminum alloy front guard beam at different moments, and observing the state of the aluminum alloy front guard beam before collision with a rigid wall (42) to provide a basis for setting variables in the DOE optimization design in the next step;
5) selecting a peripheral thickness T1, a middle partition thickness T2 and a reduction ratio M of X-direction length of an aluminum alloy front guard beam as variables in the DOE, selecting a contact force peak value F, an integral value A and a section area S of a contact force curve as responses, setting the ranges of the peripheral thickness T1, the middle partition thickness T2 and the reduction ratio M of the X-direction length, simultaneously setting calculation times, submitting an analysis task to a server Altair for Hyperstudy optimization calculation, and selecting a scheme which has the optimal weight reduction ratio in a DOE analysis result and meets the requirement of the contact force peak value F;
6) and (3) carrying out calculation verification by taking the variable of the aluminum alloy front guard cross beam in the scheme selected in the step 5) into the working condition of the whole automobile, verifying whether the aluminum alloy front guard cross beam is bent before colliding with the rigid wall (42), and determining the scheme meeting the bending resistance requirement of the front guard cross beam.
2. The DOE-based automobile front bumper beam anti-collision performance optimization method according to claim 1, wherein the three-point bending crush simulation model in the step 1) comprises two fulcrum constraints (1) and a loading punch (2), the two fulcrum constraints (1) are fixed with the front bumper beam (3), the span between the two fulcrum constraints (1) is set to be 700-900 mm, the diameter of the loading punch (2) is set to be 250-350 mm, and the movement speed of the loading punch (2) is set to be 0.049-0.051 mm/ms.
3. The DOE-based optimization method for the anti-collision performance of the front bumper beam of the automobile according to claim 2, wherein the simulation model in the step 1) is established through Hypermesh, and the contact force curve in the step 2) is obtained after 2000ms to 2200ms is calculated through software DYNA-MPP.
4. The DOE-based optimization method for the collision avoidance beam of the automobile is characterized in that the aluminum alloy front guard beam has the same structure as a rolled front guard beam and comprises a periphery (31) with a rectangular cross section and a plurality of baffles (32) arranged in the periphery (31); the lengths and the heights of the aluminum alloy front guard beam and the rolled front guard beam are the same, and the calculation formula of the weight reduction proportion in the step 3) is as follows: the weight reduction ratio is (the cross-sectional area S of the rolled front fender beam-the cross-sectional area S of the aluminum alloy front fender beam)/the cross-sectional area S of the rolled front fender beam.
5. The method for optimizing the crashworthiness of the automobile front bumper beam based on the DOE according to claim 4, wherein in the step 4), by observing the state of the aluminum alloy front bumper beam before collision with the rigid wall (42), a specific judgment method for providing a basis for setting variables in the next DOE optimization design is as follows: if the aluminum alloy front protection beam is bent before colliding with the rigid wall (42), the bending resistance requirement of the collision is not met, the variable in the DOE optimization scheme in the next step is controlled to be higher than that of the aluminum alloy front protection beam, if the aluminum alloy front protection beam is not bent before colliding with the rigid wall (42), the variable in the DOE optimization scheme in the next step is controlled to be lower than that of the aluminum alloy front protection beam, and the optimal scheme is searched.
6. The method for optimizing the anti-collision performance of the automobile front bumper beam based on the DOE according to claim 4, wherein in the step 5), the sensitivity indexes of a plurality of variables in a plurality of schemes to a plurality of responses are obtained according to Hyperstudy optimization calculation, and the scheme which has the optimal weight reduction ratio and meets the requirement of the contact force peak value F is selected according to the influence degree of the plurality of variables to the contact force peak value F and whether the requirement of the contact force peak value F is met or not.
7. The DOE-based automobile front bumper beam anti-collision performance optimization method according to claim 6, wherein in the step 5), the relation among the reduction ratio M of the X-direction length, the peripheral thickness T1, the middle partition thickness T2 and the section area S of the aluminum alloy front bumper beam is as follows: s [2(X to length-Epsilon M) + Y to length ]. times T1+ number of partitions (X to length-Epsilon M). times T2, wherein M is set to 0-2, and Epsilon is set to 5-9.
8. The method for optimizing the anti-collision performance of the automobile front bumper beam based on the DOE according to claims 1-7, wherein in the step 6), the method for determining the scheme meeting the bending resistance requirement of the front bumper beam is that if the bending of the aluminum alloy front bumper beam in the selected scheme occurs, the bending resistance requirement of collision is not met, then in the step 5), the scheme with the deformation higher than that of the aluminum alloy front bumper beam in the DOE scheme is selected, and if the bending DOEs not occur, the bending resistance requirement of the front bumper beam is met.
9. The optimization method of the automobile front bumper beam anti-collision performance based on the DOE according to claim 8, characterized in that in the step 4) and the step 6), the whole automobile collision condition comprises a barrier (4) formed by integrally molding honeycomb aluminum (41) and a rigid wall (42), and the barrier (4) is connected to the fixed wall (5) in an up-and-down sliding mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911182098.6A CN110941903B (en) | 2019-11-27 | 2019-11-27 | Automobile front bumper beam anti-collision performance optimization method based on DOE |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911182098.6A CN110941903B (en) | 2019-11-27 | 2019-11-27 | Automobile front bumper beam anti-collision performance optimization method based on DOE |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110941903A true CN110941903A (en) | 2020-03-31 |
| CN110941903B CN110941903B (en) | 2021-06-29 |
Family
ID=69908217
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911182098.6A Active CN110941903B (en) | 2019-11-27 | 2019-11-27 | Automobile front bumper beam anti-collision performance optimization method based on DOE |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110941903B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112464382A (en) * | 2020-11-30 | 2021-03-09 | 奇瑞汽车股份有限公司 | Automobile instrument board beam size optimization design method |
| CN113656893A (en) * | 2021-08-19 | 2021-11-16 | 奇瑞汽车股份有限公司 | Pedestrian protection checking method and device and computer storage medium |
| CN114047001A (en) * | 2021-10-28 | 2022-02-15 | 中汽研汽车检验中心（天津）有限公司 | Honeycomb aluminum barrier and design method and application thereof |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8662566B1 (en) * | 2013-03-15 | 2014-03-04 | Honda Motor Co., Ltd. | Multi extension front bumper beam |
| CN106184085A (en) * | 2016-06-30 | 2016-12-07 | 南京航空航天大学 | A kind of closed loop negative poisson's ratio construction car security system and method for designing |
| CN106740620A (en) * | 2016-12-27 | 2017-05-31 | 南京航空航天大学 | Vehicle energy absorption box and its Multipurpose Optimal Method based on negative poisson's ratio structure filling |
| CN107600182A (en) * | 2017-08-28 | 2018-01-19 | 奇瑞汽车股份有限公司 | Be advantageous to the longeron reinforcement structure of automotive front collision |
| CN109063389A (en) * | 2018-09-28 | 2018-12-21 | 重庆长安汽车股份有限公司 | A kind of vehicle structure lightweight forward design method and system based on more performance constraints |
-
2019
- 2019-11-27 CN CN201911182098.6A patent/CN110941903B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8662566B1 (en) * | 2013-03-15 | 2014-03-04 | Honda Motor Co., Ltd. | Multi extension front bumper beam |
| CN106184085A (en) * | 2016-06-30 | 2016-12-07 | 南京航空航天大学 | A kind of closed loop negative poisson's ratio construction car security system and method for designing |
| CN106740620A (en) * | 2016-12-27 | 2017-05-31 | 南京航空航天大学 | Vehicle energy absorption box and its Multipurpose Optimal Method based on negative poisson's ratio structure filling |
| CN107600182A (en) * | 2017-08-28 | 2018-01-19 | 奇瑞汽车股份有限公司 | Be advantageous to the longeron reinforcement structure of automotive front collision |
| CN109063389A (en) * | 2018-09-28 | 2018-12-21 | 重庆长安汽车股份有限公司 | A kind of vehicle structure lightweight forward design method and system based on more performance constraints |
Non-Patent Citations (2)
| Title |
|---|
| 张克鹏: "基于DOE技术的某牵引车横梁优化分析", 《CAD/CAM与制造业信息化》 * |
| 王智文等: "铝合金前保险杠横梁的应用研究", 《汽车工程》 * |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112464382A (en) * | 2020-11-30 | 2021-03-09 | 奇瑞汽车股份有限公司 | Automobile instrument board beam size optimization design method |
| CN113656893A (en) * | 2021-08-19 | 2021-11-16 | 奇瑞汽车股份有限公司 | Pedestrian protection checking method and device and computer storage medium |
| CN113656893B (en) * | 2021-08-19 | 2024-03-26 | 奇瑞汽车股份有限公司 | Pedestrian protection checking method and device and computer storage medium |
| CN114047001A (en) * | 2021-10-28 | 2022-02-15 | 中汽研汽车检验中心（天津）有限公司 | Honeycomb aluminum barrier and design method and application thereof |
| CN114047001B (en) * | 2021-10-28 | 2024-05-07 | 中汽研汽车检验中心（天津）有限公司 | Honeycomb aluminum barrier, design method and application thereof |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110941903B (en) | 2021-06-29 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110941903B (en) | Automobile front bumper beam anti-collision performance optimization method based on DOE | |
| KR101070163B1 (en) | Method and device for designing member, and computer-readable recording medium recording a computer program | |
| CN108595898B (en) | Finite element modeling method and system based on automobile collision simulation | |
| CN106202758B (en) | Bionic negative Poisson ratio structure automobile protection system and design method | |
| EP3611057B1 (en) | A structural member for automobiles and method for producing the same. | |
| Wang et al. | Structure-material-performance integration lightweight optimisation design for frontal bumper system | |
| Wu et al. | Research on application of electric vehicle collision based on reliability optimization design method | |
| Yang et al. | Lightweight design of B-pillar with TRB concept considering crashworthiness | |
| CN113190917A (en) | Multi-cell energy absorption structure combination optimization design method | |
| CN111475977A (en) | Automobile body-in-white lightweight design method based on collision performance optimization | |
| Öztürk et al. | Design of vehicle parts under impact loading using a multi-objective design approach | |
| Gao et al. | Multi–disciplinary optimisation for front auto body based on multiple optimisation methods | |
| CN109657279A (en) | A kind of hot forming part performance reliability design method considering manufacture factor | |
| CN112016160A (en) | Design and optimization method for side impact resistance of automotive aluminum alloy thin-wall beam | |
| CN114996994B (en) | Anti-collision beam energy absorption box structure capable of improving collision compatibility and design method thereof | |
| Chen et al. | Stamping and crush performance of dual phase steel | |
| CN112199876B (en) | Energy absorption structure optimization method with expected force response course as target | |
| CN114896688A (en) | Design method of energy absorption box of vehicle body structure | |
| CN111661163B (en) | B-pillar assembly, design method thereof and automobile comprising B-pillar assembly | |
| CN113312827A (en) | Multi-objective optimization method for automobile framework | |
| Hasegawa et al. | Enhancement of longitudinal energy absorption efficiency in FMVSS 301 | |
| Chen et al. | Cross-section optimization for axial and bending crushes using dual phase steels | |
| Chen et al. | Optimization of longitudinal beam for improvement of crashworthiness in frontal and offset impacts | |
| CN214121554U (en) | Collision test tool based on T-shaped deformation caused by impact on honeycomb aluminum barrier | |
| Ma et al. | Multi-objective crashworthiness design optimization of a rollover protective structure by an improved constraint-handling technique |
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 |