CN113496056A - Automobile front collision front longitudinal beam and design method of M-shaped bend thereof - Google Patents
Automobile front collision front longitudinal beam and design method of M-shaped bend thereof Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 28
- 238000005452 bending Methods 0.000 claims abstract description 94
- 230000003014 reinforcing effect Effects 0.000 claims abstract description 27
- 238000005457 optimization Methods 0.000 claims abstract description 9
- 238000004364 calculation method Methods 0.000 claims description 19
- 230000003313 weakening effect Effects 0.000 claims description 18
- 238000010521 absorption reaction Methods 0.000 claims description 9
- 230000009545 invasion Effects 0.000 claims description 5
- 239000011324 bead Substances 0.000 claims 4
- 230000035515 penetration Effects 0.000 claims 1
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- 239000002131 composite material Substances 0.000 description 2
- 239000003351 stiffener Substances 0.000 description 2
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Abstract
The invention provides a design method of a front longitudinal beam for frontal collision of an automobile and an M-shaped bend of the front longitudinal beam, which comprises the steps of S1, simplifying a front collision finite element model of the whole automobile into a half-automobile front collision finite element model, submitting the half-automobile model for collision operation, and acquiring a longitudinal beam deformation model of a basic model; step S2, a combined reinforcing plate structure of a longitudinal beam inner plate is added, and bending points are sequentially arranged on the longitudinal beam from front to back; and step S3, substituting the scheme of the half vehicle model into the whole vehicle model to be output as the optimal scheme. The invention can reduce the optimization period of the deformation mode of the longitudinal beam, thereby shortening the development period of the collision performance of the whole vehicle.
Description
Technical Field
The invention relates to the field of automobile safety, in particular to a front longitudinal beam for frontal collision of an automobile and a design method of an M-shaped bend of the front longitudinal beam.
Background
With the rapid increase of the quantity of automobiles kept by urban and rural residents, road traffic accidents have become serious public hazards threatening human life worldwide.
The passive safety performance of an automobile refers to a performance that when the automobile has a traffic accident, the automobile can protect passengers in the automobile or pedestrians outside the automobile to prevent injury or minimize the injury. Designers strive to deform the automobile body structure in a preset mode in collision by adopting various methods, so that collision energy is effectively absorbed, good collision deformation is generated to reduce impact injury on passengers, and a foundation is laid for matching of a passenger restraint system. The crashworthiness of the body structure is mainly determined by the frame structure consisting of thin-walled beam-shaped structures and joints, which are also the main means for absorbing the impact energy of a collision during a collision, while providing the majority of the rigidity to the passenger compartment. The front longitudinal beam is an important longitudinal stress component of a passenger car body structure, the basic structure of the front longitudinal beam is in a thin-wall beam shape, generally, a safety car body requires the front longitudinal beam to absorb 30% -50% of energy in frontal collision, and the front longitudinal beam has certain structural stability, so that the front end structure is ensured to deform in a specific mode, and the structural integrity of a passenger compartment is ensured. Therefore, it is the main content of the design of the impact resistance of the vehicle body structure to rationally design the front side member so that it can deform and absorb energy in a predetermined manner.
The automobile front collision safety field is an important field of automobiles, collision safety simulation optimization is an important technical means for researching automobile collision safety, the technology is very effective for reducing the development period of collision performance at present, but how to quickly determine the deformation mode of a longitudinal beam on the premise of ensuring the collision performance is still to be solved, and the existing technical scheme utilizes an entire automobile model for calculation and has low calculation efficiency.
Disclosure of Invention
The technical problem to be solved by the embodiment of the invention is to provide a design method of a front longitudinal beam for frontal collision of an automobile and an M-shaped bend of the front longitudinal beam, and solve the technical problems of more calculation units and long time consumption of a finite element model of the whole automobile for frontal collision.
The invention provides a design method for an M-shaped bend of a front longitudinal beam of a frontal collision of an automobile, which comprises the following steps:
step S1, simplifying a finished automobile front collision finite element model into a half automobile front collision finite element model, submitting the half automobile front collision model for collision operation, and obtaining a longitudinal beam deformation model of a basic model;
step S2, adding a combined reinforcing plate structure of a longitudinal beam inner plate on a longitudinal beam deformation model of the basic model, sequentially setting bending points on the longitudinal beam from front to back and optimizing the bending points to obtain optimized bending point positions;
and step S3, substituting the half-vehicle frontal collision finite element model with the optimized bending point position into the whole-vehicle frontal collision finite element model to be output as an optimal scheme.
Further, in the step S1, the step of simplifying the finite element model for front collision of the whole vehicle into the finite element model for front collision of the half vehicle is to simplify all the cells at the rear part of the B-pillar of the vehicle body into the concentrated mass points, and connect the concentrated mass points with the model for front part of the vehicle body by using the rigid cells, so that the model for front part of the vehicle body and the concentrated mass points form the finite element model for front collision of the half vehicle.
Further, in step S2, the combined gusset structure of the side member inner panel includes a side member inner panel gusset and a side member root gusset, the strength of the side member is gradually increased from front to back, and the position of the bending point of the side member to be set is optimized using the front end position of the combined gusset structure as a variable.
Further, in step S2, optimizing the set bending point, and obtaining the determined bending point position specifically includes: and determining the position of the optimized first bending point by changing the length of the longitudinal beam inner plate reinforcing plate and performing first round of collision calculation.
Further, the length of the longitudinal beam inner plate reinforcing plate is changed, and the optimized first bending point position is determined through a first round of collision calculation, namely, the first bending point of the longitudinal beam deformation model of the basic model is taken as an optimized initial position, the longitudinal beam inner plate reinforcing plate is lengthened and shortened by 10mm in a single variable mode at the first bending point position, three collision finite element models are obtained and submitted to a first round of collision calculation, a candidate first bending point is obtained, and the bending point position where the maximum invasion amount of the coaming is minimum and the absorption energy of the longitudinal beam is maximum is selected as the optimized first bending point position.
Further, in step S2, optimizing the set bending point, and obtaining the determined bending point position specifically includes: and determining a better second bending point position through weakening the local characteristics of the longitudinal beam inner plate reinforcing plate and second round calculation.
Further, the optimal second bending point position is determined through local characteristics of the reinforcing plate of the inner plate of the weakened longitudinal beam and second round of calculation, specifically, the second bending point of the deformation model of the basic model is used as an optimization initial position, a weakening groove is added at the position, the position of the weakening groove is moved back and forth by 10mm, second round of collision operation is submitted, candidate second bending points are obtained, and the bending point position where the maximum invasion amount of the coaming is minimum and the absorption energy of the longitudinal beam is maximum is selected as the optimized second bending point position.
Further, in step S2, optimizing the set bending point, and obtaining the determined bending point position specifically includes: and determining the optimal position of a third bending point through the weakening guide characteristics of different positions of the root part of the outer plate of the longitudinal beam and the third round of calculation.
Further, the optimal third bending point position is determined through the weakening guide characteristics of different positions of the root of the outer plate of the longitudinal beam and third round calculation, namely, three positions which are 10mm apart are selected in the root area of the outer plate of the longitudinal beam for weakening guide to obtain 3 collision models, the collision models are submitted to the third round collision operation to obtain candidate third bending points, and the position of the optimized bending point position is selected as the position of the third bending point, wherein the maximum invasion amount of the coaming is minimum and the absorption energy of the longitudinal beam is maximum.
Accordingly, in still another aspect of the present invention, there is provided a front side member for a frontal collision of an automobile, which is manufactured by a method comprising:
step S1, simplifying a finished automobile front collision finite element model into a half automobile front collision finite element model, submitting the half automobile front collision model for collision operation, and obtaining a longitudinal beam deformation model of a basic model;
step S2, adding a combined reinforcing plate structure of a longitudinal beam inner plate on a longitudinal beam deformation model of the basic model, sequentially setting bending points on the longitudinal beam from front to back and optimizing the bending points to obtain optimized bending point positions;
and step S3, substituting the half-vehicle frontal collision finite element model with the optimized bending point position into the whole-vehicle frontal collision finite element model to be output as an optimal scheme.
In summary, the embodiment of the invention has the following beneficial effects:
according to the design method for the front longitudinal beam for the frontal collision of the automobile and the M-shaped bending of the front longitudinal beam, the complete structure of the front part of the finite element model is reserved in the simplification process, because the rear part of the B column of the automobile is not deformed in the frontal collision, the simplification treatment is only carried out on the non-deformed area of the rear part of the model, and the mass center, the mass and the inertia of the whole automobile model and the simplified model are ensured to be consistent under the action of gravity; the deformation mode of the longitudinal beam is quickly determined through three-wheel calculation based on the simplified model, so that the development period of the collision performance of the automobile is shortened; the longitudinal beam combined reinforcing plate structure can ensure that the longitudinal beam is sequentially bent and deformed in frontal collision, so that a longitudinal beam deformation model is stable; the optimization period of the deformation mode of the longitudinal beam can be reduced, and the development period of the collision performance of the whole vehicle is shortened.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is within the scope of the present invention for those skilled in the art to obtain other drawings based on the drawings without inventive exercise.
FIG. 1 is a main flow chart of a design method for M-shaped bending of a front longitudinal beam for frontal collision of an automobile, which is provided by the invention;
fig. 2 is a schematic diagram of a simplified model of a semi-vehicle provided by the invention.
FIG. 3 is a schematic diagram of a composite stiffener structure according to the present invention.
FIG. 4 is a schematic diagram of a composite stiffener structure according to the present invention.
Fig. 5 is a schematic view of a folding point of a longitudinal beam provided by the invention.
Fig. 6 is a schematic view of a folding point of a longitudinal beam provided by the invention.
Fig. 7 is a schematic view of a second fold point weakening groove of a stringer according to the present invention.
Fig. 8 is a top view of a stringer outer panel provided in accordance with the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings.
The design method for the M-shaped bending of the front longitudinal beam for the frontal collision of the automobile, provided by the application, provides a method for accurately and comprehensively calculating and expressing the efficiency of the front longitudinal beam.
Fig. 1 is a main flow diagram illustrating an embodiment of a method for designing an M-shaped bend of a front side member of a frontal collision of an automobile according to the present invention. In this embodiment, the method comprises the steps of:
step S1, as shown in FIG. 2, simplifying the whole vehicle frontal collision finite element model into a half vehicle frontal collision finite element model, submitting the half vehicle frontal collision model to perform collision operation, and acquiring a longitudinal beam deformation model of the basic model;
in a specific embodiment, the step of simplifying the finished automobile frontal collision finite element model into the half automobile frontal collision finite element model is to simplify all the units at the rear part of the B column of the automobile body into concentrated mass points, and connect the concentrated mass points with the automobile body front model by using rigid units, so that the automobile body front model and the concentrated mass points form the half automobile frontal collision finite element model. It should be noted that, in this embodiment, when the finite element model for front collision of the entire vehicle is simplified into the finite element model for front collision of the half vehicle, the mass, the centroid position, and the moment of inertia of the model before and after the simplification are kept consistent under the action of gravity, so that the simplified finite element model for front collision of the half vehicle can be consistent with the finite element model for front collision of the entire vehicle in accuracy, and the calculation time is reduced.
Step S2, adding a combined reinforcing plate structure of a longitudinal beam inner plate on a longitudinal beam deformation model of the basic model, sequentially setting bending points on the longitudinal beam from front to back and optimizing the bending points to obtain optimized bending point positions;
in a specific embodiment, as shown in fig. 3 and 4, the combined reinforcing plate structure 1 of the stringer inner plate includes a stringer inner plate reinforcing plate 11 and a stringer root reinforcing plate 12, the strength of the stringer is gradually increased from front to back, the bending point position of the set stringer is optimized by using the front end position of the combined reinforcing plate structure 1 as a variable, and the combined reinforcing plate structure 1 of the stringer inner plate 101 is arranged between the stringer inner plate 101 and the stringer outer plate 102;
as shown in fig. 5 and 6, specifically, by changing the length of the side rail inner panel reinforcing plate 11, adding a combined reinforcing plate on a base model, taking a side rail first bending point 21 of the base model as an optimization starting position, and univariate lengthening and shortening the length of the side rail inner panel reinforcing plate 11 by 10mm at the position of the first bending point 21, obtaining three collision finite element models and submitting the three collision finite element models to a first round of collision operation to obtain a candidate first bending point 21, selecting a bending point position where the boarding maximum intrusion amount is minimum and the side rail absorption energy is maximum as the optimized first bending point 21 position, and determining a better first bending point 21 position;
specifically, as shown in fig. 7, by weakening local features of the inner plate reinforcing plate 11 of the longitudinal beam, the second bending point 22 of the longitudinal beam of the basic model is used as an optimization starting position, a second bending point weakening groove 202 is added at the position, the position of the second bending point weakening groove 202 is moved back and forth by 10mm, a second round of collision operation is submitted, a candidate second bending point 22 is determined, the position of the second bending point 22 of the longitudinal beam with the smallest maximum enclosure plate intrusion amount and the largest longitudinal beam absorption energy is selected as a better position of the second bending point 22 of the longitudinal beam, and a better position of the second bending point 22 is determined;
specifically, as shown in fig. 8, through the weakening guide features of different positions at the root of the stringer outer plate 102, three positions separated by 10mm are selected for the root region of the stringer outer plate 102 to perform weakening guide, so as to obtain 3 collision models, a third wheel of collision operation is submitted, a candidate stringer third bending point 23 is determined, the third bending point 23 position with the smallest coaming intrusion amount and the largest stringer absorption energy is selected as a better third bending point 23 position, and an optimal third bending point 23 position is determined.
And step S3, substituting the scheme of the half vehicle model into the whole vehicle model to be output as the optimal scheme.
In another aspect, the present invention further provides a front side member for a frontal collision of an automobile, which is manufactured by the method as follows:
step S1, simplifying a finished automobile front collision finite element model into a half automobile front collision finite element model, submitting the half automobile front collision model for collision operation, and obtaining a longitudinal beam deformation model of a basic model;
step S2, adding a combined reinforcing plate structure of a longitudinal beam inner plate on a longitudinal beam deformation model of the basic model, sequentially setting bending points on the longitudinal beam from front to back and optimizing the bending points to obtain optimized bending point positions;
and step S3, substituting the half-vehicle frontal collision finite element model with the optimized bending point position into the whole-vehicle frontal collision finite element model to be output as an optimal scheme.
In summary, the embodiment of the invention has the following beneficial effects:
according to the design method for the front longitudinal beam for the frontal collision of the automobile and the M-shaped bending of the front longitudinal beam, the complete structure of the front part of the finite element model is reserved in the simplification process, because the rear part of the B column of the automobile is not deformed in the frontal collision, the simplification treatment is only carried out on the non-deformed area of the rear part of the model, and the mass center, the mass and the inertia of the whole automobile model and the simplified model are ensured to be consistent under the action of gravity; the deformation mode of the longitudinal beam is quickly determined through three-wheel calculation based on the simplified model, so that the development period of the collision performance of the automobile is shortened; the longitudinal beam combined reinforcing plate structure can ensure that the longitudinal beam is sequentially bent and deformed in frontal collision, so that a longitudinal beam deformation model is stable; the optimization period of the deformation mode of the longitudinal beam can be reduced, and the development period of the collision performance of the whole vehicle is shortened.
While the invention has been described in connection with what is presently considered to be the most practical and preferred embodiment, it is to be understood that the invention is not to be limited to the disclosed embodiment, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.
Claims (10)
1. A design method for M-shaped bending of a front longitudinal beam of a frontal collision of an automobile is characterized by comprising the following steps:
step S1, simplifying a finished automobile front collision finite element model into a half automobile front collision finite element model, submitting the half automobile front collision model for collision operation, and obtaining a longitudinal beam deformation model of a basic model;
step S2, adding a combined reinforcing plate structure of a longitudinal beam inner plate on a longitudinal beam deformation model of the basic model, sequentially setting bending points on the longitudinal beam from front to back and optimizing the bending points to obtain optimized bending point positions;
and step S3, substituting the half-vehicle frontal collision finite element model with the optimized bending point position into the whole-vehicle frontal collision finite element model to be output as an optimal scheme.
2. The method according to claim 1, wherein in the step S1, the step of reducing the finite element model of front collision of the whole vehicle into the finite element model of front collision of the half vehicle is to reduce all the elements at the rear part of the B-pillar of the vehicle body into concentrated mass points, and connect the concentrated mass points with the model of front part of the vehicle body by using rigid elements, so that the model of front part of the vehicle body and the concentrated mass points form the finite element model of front collision of the half vehicle.
3. The method according to claim 2, wherein in step S2, the combined bead plate structure of the side member inner plate includes a side member inner plate bead plate and a side member root bead plate, the strength of the side member is gradually increased from front to back, and the position of the bending point of the side member is optimized by using the front end position of the combined bead plate structure as a variable.
4. The method according to claim 3, wherein in step S2, the optimizing the set bending point, and the obtaining the determined bending point position specifically includes: and determining the position of the optimized first bending point by changing the length of the longitudinal beam inner plate reinforcing plate and performing first round of collision calculation.
5. The method according to claim 4, wherein the optimized first bending point position is determined by changing the length of the longitudinal beam inner plate reinforcing plate and performing the first round of collision calculation, specifically, the first bending point of the longitudinal beam deformation model of the base model is taken as an optimization starting position, the longitudinal beam inner plate reinforcing plate is lengthened and shortened by 10mm in a univariate mode at the first bending point position, three collision finite element models are obtained and submitted to the first round of collision operation, a candidate first bending point is obtained, and the bending point position where the maximum boarding invasion amount is minimum and the longitudinal beam absorption energy is maximum is selected as the optimized first bending point position.
6. The method according to claim 3, wherein in step S2, the optimizing the set bending point, and the obtaining the determined bending point position specifically includes: and determining a better second bending point position through weakening the local characteristics of the longitudinal beam inner plate reinforcing plate and second round calculation.
7. The method of claim 6, wherein the optimal second bending point position is determined through the local characteristics of the inner plate reinforcing plate of the weakened longitudinal beam through a second round of calculation, specifically, a second bending point of a deformation model of a basic model is used as an optimization starting position, a weakening groove is added at the position, the position of the weakening groove is moved back and forth by 10mm, a second round of collision operation is submitted, a candidate second bending point is obtained, and a bending point position where the maximum invasion amount of the coaming is minimum and the absorption energy of the longitudinal beam is maximum is selected as the optimized second bending point position.
8. The method according to claim 3, wherein in step S2, the optimizing the set bending point, and the obtaining the determined bending point position specifically includes: and determining the optimal position of a third bending point through the weakening guide characteristics of different positions of the root part of the outer plate of the longitudinal beam and the third round of calculation.
9. The method according to claim 8, wherein the optimal third bending point position is determined through the weakening guide features at different positions of the root of the outer plate of the longitudinal beam through the third round of calculation, specifically, three positions which are 10mm apart are selected in the root area of the outer plate of the longitudinal beam for weakening guide to obtain 3 collision models, the collision models are submitted to the third round of collision operation to obtain candidate third bending points, and the position of the optimized third bending point position is selected as the position of the bending point with the smallest maximum penetration amount of the coaming and the largest absorption energy of the longitudinal beam.
10. A front longitudinal beam for a motor vehicle, characterized in that it has a bending point position determined by the method according to any one of claims 1 to 9.
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| CN202010249337.1A CN113496056A (en) | 2020-04-01 | 2020-04-01 | Automobile front collision front longitudinal beam and design method of M-shaped bend thereof |
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| CN202010249337.1A CN113496056A (en) | 2020-04-01 | 2020-04-01 | Automobile front collision front longitudinal beam and design method of M-shaped bend thereof |
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