CN112861265B - White vehicle body torsional rigidity simulation calculation method - Google Patents
White vehicle body torsional rigidity simulation calculation method Download PDFInfo
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- CN112861265B CN112861265B CN202110234155.1A CN202110234155A CN112861265B CN 112861265 B CN112861265 B CN 112861265B CN 202110234155 A CN202110234155 A CN 202110234155A CN 112861265 B CN112861265 B CN 112861265B
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Abstract
The invention relates to the technical field of computer aided engineering, in particular to a white car body torsional rigidity simulation calculation method. A body-in-white model and a torsion frame are built in simulation software, the torsion frame is connected with a suspension mounting position in the body-in-white model to enable the torsion frame and the body-in-white model to be fixed in the X direction and the Y direction, a load in the Z direction is applied to the torsion frame to enable the body-in-white model to be twisted around an X-direction axis along with the torsion frame, the displacement of a connecting point of the torsion frame and the suspension mounting position is recorded, and the torsional rigidity of the body-in-white model is calculated according to the applied load and the displacement of the connecting point. The torsion frame is constructed in the simulation software, the torsion rigidity test working condition of the white automobile body is completely simulated, the torsion rigidity is very convenient and cheap to obtain due to no investment of a real object, the torsion rigidity test method can be widely applied to the design process of the white automobile body, and the used simulation method and the model are very simple and convenient to construct and have great popularization value.
Description
Technical Field
The invention relates to the technical field of computer aided engineering, in particular to a white car body torsional rigidity simulation calculation method.
Background
The body-in-white stiffness is an important index for the design of a vehicle body and determines the ability of the vehicle to resist deformation under the action of external force. Body-in-white stiffness, particularly torsional stiffness, is associated with various properties such as durability, NVH, steering stability, etc. In general, in the case of controlling cost and weight, it is desirable that the torsional rigidity be higher and better, and therefore, it is necessary to perform a test of torsional rigidity of a body-in-white of an automobile. The existing test experiment is to construct a test system, for example, a Chinese invention patent named as an automobile body-in-white torsional rigidity test system with a patent number of CN102455251A, the protected test system of the patent comprises a front suspension rack, a rear suspension rack, a power output device and a loading device, a body-in-white to be tested is placed on the suspension rack, a load is applied to one side of the body-in-white by the loading device, and then the torsional angle of the body-in-white is recorded, so that the torsional rigidity of the body-in-white is measured. The experimental method is simple, and can accurately measure the torsional rigidity of the body-in-white. However, the experimental method needs to construct a physical test system, needs to repeat a large number of experiments, and needs to update and adjust a body-in-white with unreasonable torsional rigidity, which undoubtedly consumes a large amount of manpower, material resources and time, and the experimental cost is too large, so that the experimental method is only suitable for being used as a test tool for mature products, but not as an auxiliary tool for designing new products.
Therefore, a bronze drum simulation method is proposed to perform a white body torsional rigidity test, analysis is performed by a method needing simulation calculation, and white body torsional rigidity characteristics are evaluated, and the main flow of calculating the white body torsional rigidity by using the simulation method is as follows:
1. establishing a body-in-white finite element simulation model;
2. loading unit load and minimum vehicle body constraint;
3. and outputting the torsion angle of the measuring point, and calculating the torsional rigidity according to a formula.
The 2 nd step of load application is the most critical step, and the loading mode directly influences the accuracy of torsional rigidity calculation. The existing or traditional torsional rigidity simulation method directly applies load on the central point of a shock absorber hole without a loading device, and the mode cannot avoid the change of the loading direction and the size of the torque when a vehicle body deforms to a certain extent. More importantly, in the actual test process, the complete antisymmetric concentrated force loading on the left side and the right side cannot be realized.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provide a white vehicle body torsional rigidity simulation calculation method.
The technical scheme of the invention is as follows: a white car body torsional rigidity simulation calculation method is characterized by comprising the following steps: a body-in-white model and a torsion frame are built in simulation software, the torsion frame is connected with a suspension mounting position in the body-in-white model to enable the torsion frame and the body-in-white model to be fixed in the X direction and the Y direction, a load in the Z direction is applied to the torsion frame to enable the body-in-white model to be twisted around an X-direction axis along with the torsion frame, the displacement of a connecting point of the torsion frame and the suspension mounting position is recorded, and the torsional rigidity of the body-in-white model is calculated according to the applied load and the displacement of the connecting point.
Further, the method for connecting the torsion frame with the suspension mounting position in the body-in-white model comprises the following steps: the torsion frame is connected with two suspension damper mounting holes in the body-in-white model.
The method for constructing the torsion framework in the simulation software further comprises the following steps: constructing a rectangular frame which can be sleeved on a white automobile body model in simulation software; the rectangular frame comprises two one-dimensional rigid members which are positioned in a YZ-direction plane and arranged along a Z direction, and a rectangular structure formed by fixedly connecting the two one-dimensional rigid members arranged along a Y direction; setting a constraint point on the one-dimensional rigid member arranged along the Y direction, wherein the constraint point enables the one-dimensional rigid member to rotate only around the X-direction axis; two one-dimensional rigid upright columns arranged along the Z direction are built in the rectangular frame, the lower ends of the upright columns are fixed in the rectangular frame, and the upper ends of the upright columns extend along the Z direction to correspond to suspension shock absorber mounting holes in a body-in-white model.
Further said constraint point is located at the midpoint of a one-dimensional rigid member arranged in the Y-direction.
And the two constructed upright posts are symmetrically arranged on two sides of the central line Y direction of the rectangular frame by taking the central line of the rectangular frame as the center.
Further, the method for applying load to the torsion frame comprises the following steps: and applying a load downwards along the Z direction to the upper end of the rectangular frame along the Z direction, wherein the application point of the load is positioned on one side of the upright post on the same side, which is far away from the central line of the rectangular frame along the Y direction.
The further force application point is a corner at one side of the upper end of the rectangular frame.
The further method for twisting the body-in-white model around the X-axis along with the twisting frame comprises the following steps: and applying a load along the Z direction to the rectangular frame to force the rectangular frame to twist around two constraint points in a YZ plane where the rectangular frame is located, so that the two upright posts are driven to rotate, and a torque is applied to a body-in-white model connected with the two upright posts to twist the body-in-white.
Further, the method for recording the displacement of the connecting point of the torsion frame and the two suspension shock absorber mounting holes comprises the following steps: the displacement of the upper ends of the two uprights is recorded.
The method for calculating the torsional rigidity of the body-in-white comprises the following steps: the torsional stiffness was calculated according to the following formula:
E＝(F*L1)/[(L3+L4)/L2*(180/π)]
wherein: e-torsional stiffness;
f-load applied to the rectangular frame;
L1the spacing in the Y-direction between the midpoint of the rigid members arranged in the Y-direction in the rectangular frame and the point of application of force;
L2-distance between the centre points of the two suspension damper mounting holes in the body-in-white model;
L3-absolute value of displacement of an upper end of a column;
L4the absolute value of the displacement of the upper end of the other upright post.
The torsion frame is constructed in simulation software, the torsion frame is used for positioning and connecting the two suspension shock absorber mounting holes in the body-in-white model, the body-in-white model can be forced to generate torsion by applying a load to the torsion frame, the torsional rigidity test working condition of the body-in-white is completely simulated, the torsional rigidity is very convenient and cheap to obtain due to no involvement of the input of a real object, the torsion frame can be widely applied to the design process of the body-in-white, and the used simulation method and the model are very simple and convenient to construct and have great popularization value.
Drawings
FIG. 1: the structure of the torsion frame of the embodiment is schematically shown;
FIG. 2: the connecting structure of the torsion frame and the body-in-white model is schematically shown in the embodiment.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those 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, are not to be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
The invention is described in further detail below with reference to the figures and the specific embodiments.
As shown in fig. 1-2, in the white body torsional rigidity simulation calculation of the present embodiment, a designed white body model is first constructed in simulation software, as shown in fig. 2. The front half part of the body-in-white model comprises two suspension damper mounting holes which are symmetrically arranged by taking an X-direction central line of the body-in-white model as a center.
The torsion frame is constructed in simulation software, the torsion frame of this embodiment includes a rectangular frame that can be sleeved on a body-in-white model, the rectangular frame includes two one-dimensional rigid members arranged in the Z direction in the YZ plane and a rectangular structure formed by fixedly connecting two one-dimensional rigid members arranged in the Y direction (as shown in fig. 1, a point 5-point 10 beam and a point 6-point 9 beam are one-dimensional rigid members arranged in the Y direction, the point 5-point 6 beam and the point 9-point 10 beam are one-dimensional rigid members arranged in the Z direction, wherein the point 5, the point 6, the point 9 and the point 10 are fixed points and cannot move), and the rectangular frame can be sleeved on the body-in-white model and is used for simulating a test system for applying torque to the body-in-white model. Two one-dimensional rigid upright columns which are arranged along the Z direction are also constructed in the rectangular frame (as shown in figure 1, a point 3-point 7 beam and a point 4-point 8 beam are upright columns which are arranged along the Z direction, the point 3-point 7 beam and the point 4-point 8 beam are respectively fixed on a point 6-point 9 beam through a point 7 and a point 8, the point 7 and the point 8 are fixed points and cannot move, the point 3 and the point 4 are free points and can move, the point 3 and the point 4 are connecting points with two suspension shock absorber mounting holes), the lower ends of the upright columns are fixed in the rectangular frame, and the upper ends of the upright columns extend along the Z direction to correspond to the suspension shock absorber mounting holes in the white automobile body model; a constraint point which enables the one-dimensional rigid member to rotate only around an X-direction axis is arranged on the one-dimensional rigid member arranged along the Y direction in the rectangular frame, as shown in FIGS. 1 and 2, the constraint point of the embodiment is a point 1 and a point 2, the point 1 and the point 2 constrain all movements of the rectangular frame except for X-direction rotation, namely, the one-dimensional rigid member arranged along the Y direction can only rotate around the X-direction axis passing through the point 1 and the point 2 respectively through a point 5-a point 10 beam and a point 6-a point 9 beam.
During actual test, the torsion frame is sleeved on the body-in-white model, the two stand columns are respectively arranged in the two corresponding suspension shock absorber mounting holes from bottom to top in a penetrating mode, the center lines of the stand columns and the suspension shock absorber mounting holes are overlapped, and the body-in-white model and the stand columns are ensured to be fixed in the X direction and the Y direction.
The load is applied to the torsion frame, the load applied point of the embodiment is point 5 or point 10 (as shown in fig. 1-2, point 5) which is downward along the Z direction is directly applied to the one-dimensional rigid member arranged along the Y direction in the torsion frame, the rectangular frame is forced to twist around the two constraint points (point 1 and point 2) in the YZ direction plane where the rectangular frame is located, and then the two upright posts are driven to rotate, so that the torque is applied to the body-in-white model connected with the two upright posts, and the body-in-white is twisted. In the actual experiment, the load application direction is not limited to downward in the Z direction, and the load application point is not limited to the point 5 or the point 10 as long as the torsion frame can be rotated around the constrained point.
Recording the displacement of the upper ends of the two columns, namely recording the displacement of the point 3 and the point 4 after torsion, and calculating the torsional rigidity according to the following formula:
E＝(F*L1)/[(L3+L4)/L2*(180/π)]
wherein: e-torsional stiffness;
f-load applied to the rectangular frame;
L1the spacing in the Y-direction between the midpoint of the rigid members arranged in the Y-direction in the rectangular frame and the point of application of force;
L2-distance between the centre points of the two suspension damper mounting holes in the body-in-white model;
L3-absolute value of displacement of the upper end (point 3) of a column;
L4the absolute value of the displacement of the upper end (point 4) of the other column.
The X direction refers to the front-rear direction of the automobile (i.e., the body-in-white of the present embodiment), such as the direction perpendicular to the paper in FIG. 1, the Y direction refers to the left-right direction of the automobile, such as the left-right direction in FIG. 1, the Z direction refers to the up-down direction of the automobile, such as the up-down direction in FIG. 1, the YZ plane, and a plane perpendicular to the X direction, such as a plane parallel to the paper in FIG. 1.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are given by way of illustration of the principles of the present invention, and that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (10)
1. A white car body torsional rigidity simulation calculation method is characterized by comprising the following steps: constructing a white body model and a torsion frame in simulation software, connecting the torsion frame with a suspension mounting part in the white body model to enable the torsion frame and the white body model to be fixed in the X direction and the Y direction, applying a load along the Z direction to the torsion frame to enable the white body model to be twisted around an X-direction axis along with the torsion frame, recording the displacement of a connecting point of the torsion frame and the suspension mounting part, and calculating the torsional rigidity of the white body model according to the applied load and the displacement of the connecting point;
the X direction is the front-back direction of the body in white, the Y direction is the left-right direction of the body in white, and the Z direction is the up-down direction of the body in white.
2. The method for simulating and calculating the torsional rigidity of the body in white according to claim 1, wherein: the method for connecting the torsion frame with the suspension mounting position in the body-in-white model comprises the following steps: the torsion frame is connected with two suspension damper mounting holes in the body-in-white model.
3. The method for simulating and calculating the torsional rigidity of the body in white according to claim 2, wherein: the method for constructing the torsion framework in the simulation software comprises the following steps: constructing a rectangular frame which can be sleeved on a white automobile body model in simulation software; the rectangular frame comprises two one-dimensional rigid members which are positioned in a YZ-direction plane and arranged along a Z direction, and a rectangular structure formed by fixedly connecting the two one-dimensional rigid members arranged along a Y direction; a restraining point which enables the one-dimensional rigid member to rotate only around the X-direction axis is arranged on the one-dimensional rigid member arranged along the Y direction; two one-dimensional rigid upright columns arranged along the Z direction are built in the rectangular frame, the lower ends of the upright columns are fixed in the rectangular frame, and the upper ends of the upright columns extend along the Z direction to correspond to mounting holes of suspension shock absorbers in the body-in-white model;
the YZ plane and the plane perpendicular to the X direction.
4. The method for simulating and calculating torsional rigidity of a body in white according to claim 3, characterized in that: the constraint point is located at a midpoint of the one-dimensional rigid member arranged in the Y direction.
5. The method for simulating and calculating torsional rigidity of a body in white according to claim 3 or 4, characterized in that: the two constructed upright posts are symmetrically arranged on two sides of the center line Y direction of the rectangular frame by taking the center line of the rectangular frame as the center.
6. The method for simulating and calculating torsional rigidity of a body in white according to claim 5, characterized in that: the method for applying load to the torsion frame comprises the following steps: and applying a load downwards along the Z direction to the upper end of the rectangular frame along the Z direction, wherein the application point of the load is positioned on one side of the upright post on the same side, which is far away from the central line of the rectangular frame along the Y direction.
7. The method for simulating and calculating torsional rigidity of a body in white according to claim 6, characterized in that: the force application point is a corner at one side of the upper end of the rectangular frame.
8. The method for simulating and calculating torsional rigidity of a body in white according to claim 3 or 4, characterized in that: the method for twisting the body-in-white model around the X-direction axis along with the twisting frame comprises the following steps: and applying a load along the Z direction to the rectangular frame to force the rectangular frame to twist around two constraint points in a YZ plane where the rectangular frame is located, so that the two upright posts are driven to rotate, and a torque is applied to a body-in-white model connected with the two upright posts to twist the body-in-white.
9. The method for simulating and calculating torsional rigidity of a body in white according to claim 8, characterized in that: the method for recording the displacement of the connecting point of the torsion frame and the two suspension shock absorber mounting holes comprises the following steps: the displacement of the upper ends of the two uprights is recorded.
10. The method for simulating and calculating the torsional rigidity of the body in white according to claim 9, wherein: the method for calculating the torsional rigidity of the body in white comprises the following steps: the torsional stiffness was calculated according to the following formula:
E＝(F*L1)/[(L3+L4)/L2*(180/π)]
wherein: e-torsional stiffness;
f-load applied to the rectangular frame;
L1the spacing in the Y-direction between the midpoint of the rigid members arranged in the Y-direction in the rectangular frame and the point of application of force;
L2-distance between the centre points of the two suspension damper mounting holes in the body-in-white model;
L3-absolute value of displacement of an upper end of a column;
L4the absolute value of the displacement of the upper end of the other upright post.
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| EP2762829B1 (en) * | 2013-02-05 | 2020-05-27 | Hexagon Technology Center GmbH | Variable modelling of a measuring device |
| CN112414652B (en) * | 2020-11-30 | 2021-09-07 | 东风汽车集团有限公司 | Efficient high-precision white car body static rigidity measurement system and test method |
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