CN111898202A - Automobile frame section optimization design method and system - Google Patents
Automobile frame section optimization design method and system Download PDFInfo
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- CN111898202A CN111898202A CN202010653777.3A CN202010653777A CN111898202A CN 111898202 A CN111898202 A CN 111898202A CN 202010653777 A CN202010653777 A CN 202010653777A CN 111898202 A CN111898202 A CN 111898202A
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Abstract
The invention discloses an automobile frame section optimization design method and system, wherein the method comprises the following steps: performing model-finding analysis on the vehicle frame to be optimally designed to obtain corresponding performance values of the vehicle frame to be optimized; carrying out sectional slicing on each beam to be optimized of the frame at preset distance intervals, and endowing each section of the beam with shell unit attribute with preset material thickness; performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams by taking the global torsional rigidity of the frame formulated by the project as a constraint condition to determine the optimal material thickness of each segment; calculating the inertia moment of the optimized front and rear sections of each section of beam according to the material thickness of each section of beam before and after optimization and the section size of each section of beam before optimization; and according to the calculated inertia moment and the arrangement space feasibility, reducing or amplifying the height and the width of the section of each section of the beam to obtain optimized section parameters, and finishing the optimized design. The invention can solve the problem of long optimization design period of the frame in the prior art.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an automobile frame section optimization design method and system.
Background
With the improvement of the national requirements on energy conservation and emission reduction and the aggravation of the competition of the automobile industry, how to apply an advanced structural design technology to carry out structural design on an automobile frame to further realize the weight reduction and light weight of the frame, thereby meeting the increasingly strict national regulation requirements and improving the product competitiveness, and becoming one of the key factors for the survival of the automobile host factory in the future.
Conventional vehicle frame optimization design techniques generally involve parametric modeling of the vehicle frame (e.g., based on SFE software) and then cross-section optimization of the parametric model based on optimization integration software such as insight. The technical period is long, the optimization period of one frame is usually 40 working days (320 hours)/person, and the fast-changing automobile market is difficult to catch up.
Disclosure of Invention
In view of the above problems, an object of the present invention is to provide an optimal design method for a cross section of an automobile frame, so as to solve the problem of long optimal design period of the frame in the prior art.
An automobile frame section optimization design method comprises the following steps:
performing model analysis on the vehicle frame to be optimally designed to obtain corresponding performance values of the vehicle frame to be optimized, wherein the performance values at least comprise torsional rigidity performance;
carrying out sectional slicing on each beam to be optimized of the frame at preset distance intervals, and endowing each section of the beam with shell unit attribute with preset material thickness;
performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams by taking the global torsional rigidity of the frame formulated by the project as a constraint condition to determine the optimal material thickness of each segment;
calculating the inertia moment of the optimized front and rear sections of each section of beam according to the material thickness of each section of beam before and after optimization and the section size of each section of beam before optimization;
and according to the calculated inertia moment of the optimized front and rear sections of each section of the beam and the feasibility of the layout space, reducing or enlarging the height and width of the section of each section of the beam to obtain optimized section parameters, and finishing the optimized design.
According to the method for optimally designing the cross section of the automobile frame, the position (cross section area) where the cross section of the automobile frame is most sensitive to the designated performance can be quickly found out, so that the frame is quickly optimally designed in a targeted manner, and the problem that the optimization design period of the frame is long in the traditional method is solved. In the development of a new vehicle, by a rapid optimization technology, the optimized lightweight design of a vehicle frame is realized, the weight of the new vehicle is reduced, the fuel economy is improved, the operating performance and the braking performance of the vehicle are improved, the material cost is reduced, and the method has great significance for improving the competitiveness of vehicle products.
In addition, according to the automobile frame section optimization design method, the following additional technical characteristics can be provided:
further, the step of performing a background-finding analysis on the vehicle frame to be optimally designed to obtain the corresponding performance value of the vehicle frame to be optimized specifically includes:
and (3) constraint: the method comprises the following steps that (1) at a frame main beam position corresponding to the middle point of a frame rear plate spring, the left end and the right end of a longitudinal beam are respectively provided with an xyz moving degree of freedom and an xz moving degree of freedom, a constraint point is the central point of the plate spring corresponding to the section of the frame main beam, the constraint point is connected to a grid unit of the frame main beam through a rigid unit, and a rigid unit connection area is all nodes in a preset range in the length direction of a frame;
load application: creating a node in the center of the shock absorber tower and then connecting the node to a bolted connection point of the shock absorber tower accessory through a rigid unit; the load is applied to the center point of the previous shock absorber tower, and forces in opposite directions are applied;
solving the rigidity: and reading the Z-direction displacement of the front loading point, and dividing the rotation angle into the sum of the displacement absolute values of the left and right displacement measurement points and the distance between the two displacement measurement points, wherein the rigidity is torsion and the rotation angle.
Further, the step of performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams specifically includes:
defining a displacement response: the Z-direction displacement response DL, DR of the left and right front shock absorber towers; defining a quality response mass;
defining constraints: constraining Z-direction displacement responses DL and DR of the left and right shock absorber towers to be smaller than a specified value;
defining a target: the minimum quality response mass is taken as an optimization target;
and defining design variables, and taking the material thickness of all the sections of the main beam of the frame as the design variables.
Further, when the material thickness optimization analysis based on the sensitivity analysis is performed on all the segmented beams, the variation range of the material thickness variable is 0.5 times to 3.5 times of the original material thickness.
Further, the step of slicing each beam to be optimized of the frame in sections at preset intervals, and giving each section of the beam a shell unit attribute with a preset material thickness specifically comprises the following steps:
each beam to be optimized for the vehicle frame was sectioned every 200mm and each section of the beam was given a shell element attribute of 1mm material thickness.
The invention further aims to provide an automobile frame section optimization design system to solve the problem of long optimization design period of the frame in the prior art.
An automobile frame section optimization design system comprises
The analysis module is used for performing model-based analysis on the vehicle frame to be optimally designed to obtain corresponding performance values of the vehicle frame to be optimized, wherein the performance values at least comprise torsional rigidity performance;
the slicing module is used for carrying out sectional slicing on each beam to be optimized of the frame at preset distance intervals, and endowing each section of the beam with shell unit attribute with preset material thickness;
the optimization module is used for performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams by taking the global torsional rigidity of the frame formulated by the project as a constraint condition so as to determine the optimal material thickness of each segment;
the calculation module is used for calculating the inertia moment of the optimized front and rear sections of each section of beam according to the material thickness of each section of beam before and after optimization and the section size of each section of beam before optimization;
and the adjusting module is used for reducing or amplifying the height and the width of the section of each section of the beam according to the calculated inertia moment of the optimized front and rear sections of each section of the beam and the arrangement space feasibility, so as to obtain optimized section parameters and complete the optimized design.
According to the automobile frame section optimal design system provided by the invention, the position (section area) where the automobile frame section is most sensitive to the designated performance can be quickly found out, so that the frame is quickly optimally designed in a targeted manner, and the problem that the frame optimal design period is long in the traditional method is solved. In the development of a new vehicle, by a rapid optimization technology, the optimized lightweight design of a vehicle frame is realized, the weight of the new vehicle is reduced, the fuel economy is improved, the operating performance and the braking performance of the vehicle are improved, the material cost is reduced, and the method has great significance for improving the competitiveness of vehicle products.
In addition, the automobile frame section optimal design system according to the invention can also have the following additional technical characteristics:
further, the analysis module is specifically configured to:
and (3) constraint: the method comprises the following steps that (1) at a frame main beam position corresponding to the middle point of a frame rear plate spring, the left end and the right end of a longitudinal beam are respectively provided with an xyz moving degree of freedom and an xz moving degree of freedom, a constraint point is the central point of the plate spring corresponding to the section of the frame main beam, the constraint point is connected to a grid unit of the frame main beam through a rigid unit, and a rigid unit connection area is all nodes in a preset range in the length direction of a frame;
load application: creating a node in the center of the shock absorber tower and then connecting the node to a bolted connection point of the shock absorber tower accessory through a rigid unit; the load is applied to the center point of the previous shock absorber tower, and forces in opposite directions are applied;
solving the rigidity: and reading the Z-direction displacement of the front loading point, and dividing the rotation angle into the sum of the displacement absolute values of the left and right displacement measurement points and the distance between the two displacement measurement points, wherein the rigidity is torsion and the rotation angle.
Further, the optimization module is specifically configured to:
defining a displacement response: the Z-direction displacement response DL, DR of the left and right front shock absorber towers; defining a quality response mass;
defining constraints: constraining Z-direction displacement responses DL and DR of the left and right shock absorber towers to be smaller than a specified value;
defining a target: the minimum quality response mass is taken as an optimization target;
and defining design variables, and taking the material thickness of all the sections of the main beam of the frame as the design variables.
Further, when the optimization module performs sensitivity analysis-based material thickness optimization analysis on all the segmented beams, the variation range of the material thickness variable is 0.5 to 3.5 times of the original material thickness.
Further, the slicing module is specifically configured to:
each beam to be optimized for the vehicle frame was sectioned every 200mm and each section of the beam was given a shell element attribute of 1mm material thickness.
Drawings
The above and/or additional aspects and advantages of embodiments of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a flow chart of a method for optimally designing a cross section of an automotive frame according to a first embodiment of the invention;
FIG. 2 is a schematic diagram of boundary condition constraints during torsional stiffness analysis of a vehicle frame;
fig. 3 is a block diagram of a cross-section optimization design system of an automobile frame according to a second embodiment of the invention.
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 of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, a method for optimally designing a cross section of an automobile frame according to a first embodiment of the present invention includes steps S101 to S105.
S101, performing background exploration analysis on the vehicle frame to be optimally designed to obtain corresponding performance values of the vehicle frame to be optimized, wherein the performance values at least comprise torsional rigidity performance.
The torsional rigidity performance is one of the most important performances of the automobile frame, and the torsional rigidity is optimized in the embodiment. Step S1 specifically includes:
frame torsional rigidity analysis boundary conditions: a, constraint (please refer to fig. 2): and the front end and the rear end of the longitudinal beam are respectively applied with an xyz moving degree of freedom and an xz moving degree of freedom at the position of a frame main beam corresponding to the middle point of a frame rear plate spring (in the direction of the automobile body and in the X direction). The constraint point is the central point of the plate spring corresponding to the central point of the section of the main beam of the frame, then the constraint point is connected to the grid unit of the main beam of the frame through the rigid unit, and the connection area of the rigid unit is all nodes within 20mm of the length direction of the frame.
b, load application: creating a node (load point) in the center of the shock tower and then connecting to the bolted connection point of the shock tower attachment through a rigid unit; the load applied to the tower centre point of the shock absorber described previously, applied a force in the opposite direction (resulting moment of 3000Nm), the moment of the present embodiment being converted to a force of 3613.6N (the force being obtained by dividing the moment by the distance of the load point).
And C, solving the rigidity, and reading the Z-direction displacement of the front loading point. The rotation angle is the sum of the absolute values of the displacements of the left and right displacement measurement points divided by the distance between the two displacement measurement points, and the result of this division is the rotation angle in radians, since there is little deformation, where the stiffness is the torsion divided by the rotation angle.
S102, carrying out sectional slicing on each beam to be optimized of the frame at preset intervals, and endowing each section of the beam with shell unit attributes with preset material thickness.
In the embodiment, each beam to be optimized of the frame (in the embodiment, the main beam of the frame is taken as an optimization object) is sliced (segmented) at intervals of 200mm, and each segment of the beam is endowed with a shell unit attribute with the material thickness of 1 mm.
S103, performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams by taking the global torsional rigidity of the frame formulated by the project as a constraint condition to determine the optimal material thickness of each segment.
Wherein, the design is defined by three parts: design variable definition, constraint definition, and target definition.
The step of performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams specifically comprises the following steps:
defining a displacement response: the Z-direction displacement response DL, DR of the left and right front shock absorber towers; defining a quality response mass;
defining constraints: constraining Z-direction displacement responses DL and DR of the left and right shock absorber towers to be smaller than a specified value;
defining a target: the minimum quality response mass is taken as an optimization target;
and defining design variables, and taking the material thickness of all the sections of the main beam of the frame as the design variables.
In specific implementation, the material thickness analysis can be completed by using CAE optimization software such as hyper works which is mainstream in the industry. When the material thickness optimization analysis based on the sensitivity analysis is carried out on all the sectional beams, the variation range of the material thickness variable is 0.5 to 3.5 times of the original material thickness.
And S104, calculating the inertia moment of the optimized front and rear sections of each section of beam according to the material thickness of each section of beam before and after optimization and the section size of each section of beam before and after optimization.
The automobile frame is generally rectangular in section, and different formulas can be used for different sections.
And S105, according to the calculated inertia moment of the optimized front and rear sections of each section of the beam and the arrangement space feasibility, reducing or amplifying the height and width of the section of each section of the beam to obtain optimized section parameters, and completing the optimized design.
According to the method for optimally designing the cross section of the automobile frame, the position (cross section area) where the cross section of the automobile frame is most sensitive to the designated performance can be found out quickly, so that the frame is optimally designed in a targeted manner, and the problem that the optimization design period of the frame is long in the traditional method is solved. In the development of a new vehicle, by a rapid optimization technology, the optimized lightweight design of a vehicle frame is realized, the weight of the new vehicle is reduced, the fuel economy is improved, the operating performance and the braking performance of the vehicle are improved, the material cost is reduced, and the method has great significance for improving the competitiveness of vehicle products.
Referring to fig. 3, based on the same inventive concept, a second embodiment of the present invention provides a system for optimally designing a cross section of an automobile frame, comprising:
the analysis module is used for performing model-based analysis on the vehicle frame to be optimally designed to obtain corresponding performance values of the vehicle frame to be optimized, wherein the performance values at least comprise torsional rigidity performance;
the slicing module is used for carrying out sectional slicing on each beam to be optimized of the frame at preset distance intervals, and endowing each section of the beam with shell unit attribute with preset material thickness;
the optimization module is used for performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams by taking the global torsional rigidity of the frame formulated by the project as a constraint condition so as to determine the optimal material thickness of each segment;
the calculation module is used for calculating the inertia moment of the optimized front and rear sections of each section of beam according to the material thickness of each section of beam before and after optimization and the section size of each section of beam before optimization;
and the adjusting module is used for reducing or amplifying the height and the width of the section of each section of the beam according to the calculated inertia moment of the optimized front and rear sections of each section of the beam and the arrangement space feasibility, so as to obtain optimized section parameters and complete the optimized design.
In this embodiment, the analysis module is specifically configured to:
and (3) constraint: the method comprises the following steps that (1) at a frame main beam position corresponding to the middle point of a frame rear plate spring, the left end and the right end of a longitudinal beam are respectively provided with an xyz moving degree of freedom and an xz moving degree of freedom, a constraint point is the central point of the plate spring corresponding to the section of the frame main beam, the constraint point is connected to a grid unit of the frame main beam through a rigid unit, and a rigid unit connection area is all nodes in a preset range in the length direction of a frame;
load application: creating a node in the center of the shock absorber tower and then connecting the node to a bolted connection point of the shock absorber tower accessory through a rigid unit; the load is applied to the center point of the previous shock absorber tower, and forces in opposite directions are applied;
solving the rigidity: and reading the Z-direction displacement of the front loading point, and dividing the rotation angle into the sum of the displacement absolute values of the left and right displacement measurement points and the distance between the two displacement measurement points, wherein the rigidity is torsion and the rotation angle.
In this embodiment, the optimization module is specifically configured to:
defining a displacement response: the Z-direction displacement response DL, DR of the left and right front shock absorber towers; defining a quality response mass;
defining constraints: constraining Z-direction displacement responses DL and DR of the left and right shock absorber towers to be smaller than a specified value;
defining a target: the minimum quality response mass is taken as an optimization target;
and defining design variables, and taking the material thickness of all the sections of the main beam of the frame as the design variables.
In this embodiment, when the optimization module performs sensitivity analysis-based material thickness optimization analysis on all the segmented beams, the variation range of the material thickness variable is 0.5 to 3.5 times of the original material thickness.
In this embodiment, the slicing module is specifically configured to:
each beam to be optimized for the vehicle frame was sectioned every 200mm and each section of the beam was given a shell element attribute of 1mm material thickness.
According to the automobile frame section optimal design system provided by the embodiment, the position (section area) where the automobile frame section is most sensitive to the designated performance can be found out quickly, so that the frame is designed quickly and optimally in a targeted manner, and the problem that the frame optimal design period is long in the traditional method is solved. In the development of a new vehicle, by a rapid optimization technology, the optimized lightweight design of a vehicle frame is realized, the weight of the new vehicle is reduced, the fuel economy is improved, the operating performance and the braking performance of the vehicle are improved, the material cost is reduced, and the method has great significance for improving the competitiveness of vehicle products.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit of a logic gate circuit specifically used for realizing a logic function for a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. An automobile frame section optimization design method is characterized by comprising the following steps:
performing model analysis on the vehicle frame to be optimally designed to obtain corresponding performance values of the vehicle frame to be optimized, wherein the performance values at least comprise torsional rigidity performance;
carrying out sectional slicing on each beam to be optimized of the frame at preset distance intervals, and endowing each section of the beam with shell unit attribute with preset material thickness;
performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams by taking the global torsional rigidity of the frame formulated by the project as a constraint condition to determine the optimal material thickness of each segment;
calculating the inertia moment of the optimized front and rear sections of each section of beam according to the material thickness of each section of beam before and after optimization and the section size of each section of beam before optimization;
and according to the calculated inertia moment of the optimized front and rear sections of each section of the beam and the feasibility of the layout space, reducing or enlarging the height and width of the section of each section of the beam to obtain optimized section parameters, and finishing the optimized design.
2. The method for optimally designing the cross section of the automobile frame according to claim 1, wherein the step of performing a background analysis on the frame to be optimally designed to obtain the corresponding performance value of the frame to be optimally designed specifically comprises the following steps:
and (3) constraint: the method comprises the following steps that (1) at a frame main beam position corresponding to the middle point of a frame rear plate spring, the left end and the right end of a longitudinal beam are respectively provided with an xyz moving degree of freedom and an xz moving degree of freedom, a constraint point is the central point of the plate spring corresponding to the section of the frame main beam, the constraint point is connected to a grid unit of the frame main beam through a rigid unit, and a rigid unit connection area is all nodes in a preset range in the length direction of a frame;
load application: creating a node in the center of the shock absorber tower and then connecting the node to a bolted connection point of the shock absorber tower accessory through a rigid unit; the load is applied to the center point of the previous shock absorber tower, and forces in opposite directions are applied;
solving the rigidity: and reading the Z-direction displacement of the front loading point, and dividing the rotation angle into the sum of the displacement absolute values of the left and right displacement measurement points and the distance between the two displacement measurement points, wherein the rigidity is torsion and the rotation angle.
3. The method for optimally designing the cross section of the automobile frame according to claim 1, wherein the step of performing sensitivity analysis-based material thickness optimal analysis on all the segmented beams specifically comprises the following steps:
defining a displacement response: the Z-direction displacement response DL, DR of the left and right front shock absorber towers; defining a quality response mass;
defining constraints: constraining Z-direction displacement responses DL and DR of the left and right shock absorber towers to be smaller than a specified value;
defining a target: the minimum quality response mass is taken as an optimization target;
and defining design variables, and taking the material thickness of all the sections of the main beam of the frame as the design variables.
4. The method for optimally designing the cross section of the automobile frame according to claim 3, wherein when the material thickness optimization analysis based on the sensitivity analysis is performed on all the sectional beams, the variation range of the material thickness variable is 0.5 times to 3.5 times of the original material thickness.
5. The method for optimally designing the section of the automobile frame according to claim 1, wherein the step of slicing each beam to be optimized of the automobile frame at intervals of a preset distance in sections and giving each section of the beam a shell unit attribute with a preset material thickness specifically comprises the steps of:
each beam to be optimized for the vehicle frame was sectioned every 200mm and each section of the beam was given a shell element attribute of 1mm material thickness.
6. An automobile frame section optimal design system is characterized by comprising:
the analysis module is used for performing model-based analysis on the vehicle frame to be optimally designed to obtain corresponding performance values of the vehicle frame to be optimized, wherein the performance values at least comprise torsional rigidity performance;
the slicing module is used for carrying out sectional slicing on each beam to be optimized of the frame at preset distance intervals, and endowing each section of the beam with shell unit attribute with preset material thickness;
the optimization module is used for performing sensitivity analysis-based material thickness optimization analysis on all the segmented beams by taking the global torsional rigidity of the frame formulated by the project as a constraint condition so as to determine the optimal material thickness of each segment;
the calculation module is used for calculating the inertia moment of the optimized front and rear sections of each section of beam according to the material thickness of each section of beam before and after optimization and the section size of each section of beam before optimization;
and the adjusting module is used for reducing or amplifying the height and the width of the section of each section of the beam according to the calculated inertia moment of the optimized front and rear sections of each section of the beam and the arrangement space feasibility, so as to obtain optimized section parameters and complete the optimized design.
7. The system of claim 6, wherein the analysis module is specifically configured to:
and (3) constraint: the method comprises the following steps that (1) at a frame main beam position corresponding to the middle point of a frame rear plate spring, the left end and the right end of a longitudinal beam are respectively provided with an xyz moving degree of freedom and an xz moving degree of freedom, a constraint point is the central point of the plate spring corresponding to the section of the frame main beam, the constraint point is connected to a grid unit of the frame main beam through a rigid unit, and a rigid unit connection area is all nodes in a preset range in the length direction of a frame;
load application: creating a node in the center of the shock absorber tower and then connecting the node to a bolted connection point of the shock absorber tower accessory through a rigid unit; the load is applied to the center point of the previous shock absorber tower, and forces in opposite directions are applied;
solving the rigidity: and reading the Z-direction displacement of the front loading point, and dividing the rotation angle into the sum of the displacement absolute values of the left and right displacement measurement points and the distance between the two displacement measurement points, wherein the rigidity is torsion and the rotation angle.
8. The automobile frame cross-section optimization design system of claim 6, wherein the optimization module is specifically configured to:
defining a displacement response: the Z-direction displacement response DL, DR of the left and right front shock absorber towers; defining a quality response mass;
defining constraints: constraining Z-direction displacement responses DL and DR of the left and right shock absorber towers to be smaller than a specified value;
defining a target: the minimum quality response mass is taken as an optimization target;
and defining design variables, and taking the material thickness of all the sections of the main beam of the frame as the design variables.
9. The system of claim 8, wherein the optimization module performs a material thickness optimization analysis based on sensitivity analysis on all the segmented beams, and the variation range of the material thickness variable is 0.5 to 3.5 times of the original material thickness.
10. The automobile frame cross-section optimal design system of claim 6, wherein the slicing module is specifically configured to:
each beam to be optimized for the vehicle frame was sectioned every 200mm and each section of the beam was given a shell element attribute of 1mm material thickness.
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| CN113312701A (en) * | 2021-04-30 | 2021-08-27 | 中铝材料应用研究院有限公司 | Method for designing all-aluminum passenger car body door upright post structure based on topology and size optimization |
| CN116205088A (en) * | 2023-05-05 | 2023-06-02 | 苏州上舜精密工业科技有限公司 | Intelligent evaluation method and system for damping performance of transmission module |
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