CN113806971A - SUV (vehicle speed Up Voltage) frontal collision test and analysis method based on vehicle finite element - Google Patents
SUV (vehicle speed Up Voltage) frontal collision test and analysis method based on vehicle finite element Download PDFInfo
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Abstract
The invention discloses a vehicle finite element-based SUV (vehicle front collision) frontal collision test and analysis method, which comprises the following steps: step 1, establishing a finite element model of a vehicle by referring to actual vehicle parameters of an SUV based on a finite element theory of automobile collision; step 2, carrying out parameter configuration on a finite element model of the vehicle; step 3, performing forward collision test on the finite element model after parameter configuration and generating a collision test file; and 4, analyzing the collision test file and evaluating the safety of the whole vehicle. Aiming at the actual vehicle parameter test of the SUV, the safety performance test accuracy of the SUV is improved, the damage and loss of road traffic accidents can be effectively reduced, and the method is simple, good in implementation and high in practicability and popularization.
Description
Technical Field
The invention belongs to the automobile collision test technology, and particularly relates to a SUV front collision test and analysis method based on vehicle finite elements.
Background
The automobile is a main vehicle, the automobile holding capacity is increased year by year, and by 6 months of 2019, according to measurement and calculation, the holding capacity of thousands of automobiles in China at present reaches 179, which exceeds the average 170 automobile holding capacity of thousands of automobiles in the world, and the SUV accounts for a large proportion, so that the safety performance of the SUV in the collision process is more and more emphasized.
In order to improve the safety of the automobile in the collision process, firstly, in the automobile design process, the automobile needs to be subjected to a collision simulation test, and the vehicle structure can be improved by analyzing test data, so that the aim of improving the safety of the automobile is fulfilled, and therefore the accuracy and the usability of the data of the collision simulation test of the automobile are very important.
The existing collision simulation test uses a three-dimensional simulation technology on a computer to simulate the impact of a car and a dummy on the car when the car and the dummy are collided, or analyzes the deformation degree of a test sample in the collision process and after the collision of the test sample by a collision mechanism, and then improves the car structure, but the collision simulation tests do not specially carry out simulation tests on the car body characteristics of the SUV, and the SUV use ratio is increased year by year, so the collision simulation test aiming at the SUV is a problem which needs to be solved urgently by technical personnel in the field.
Disclosure of Invention
The invention aims to provide a vehicle finite element-based SUV (sports utility vehicle) frontal collision test and analysis method, which refers to C-NCAP (computer-network-computer-aided application) and US-NCAP (US-computer-network-computer-aided application) to carry out 100% rigid wall collision simulation test on the front side of a vehicle, ensures the safety performance test of the SUV to be accurate, and effectively reduces the damage and loss of road traffic accidents.
The technical solution for realizing the purpose of the invention is as follows: a SUV frontal collision test and analysis method based on vehicle finite elements comprises the following steps:
step 1, establishing a finite element model of a vehicle by referring to actual vehicle parameters of an SUV based on a finite element theory of automobile collision;
step 2, carrying out parameter configuration on a finite element model of the vehicle;
step 3, performing forward collision test on the finite element model after parameter configuration and generating a collision test file;
and 4, analyzing the collision test file and evaluating the safety of the whole vehicle.
Compared with the prior art, the invention has the following remarkable advantages: the invention is based on the finite element theory of vehicle collision, and carries out 100% rigid wall collision simulation test on the front surface of the SUV vehicle by referring to C-NCAP and US-NCAP.
The present invention is described in further detail below with reference to the attached drawing figures.
Drawings
FIG. 1 is a flow chart of a method for frontal crash testing and analysis of an SUV vehicle according to the present invention.
FIG. 2 is a schematic view of the A-pillar of the SUV vehicle of the present invention.
FIG. 3 is a finite element-based mesh model diagram of the SUV of the present 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 embodiments of the present invention.
An embodiment is a vehicle finite element based SUV frontal crash test and analysis method for 100% rigid wall crash simulation testing of a vehicle frontal with reference to C-NCAP and US-NCAP, as shown in FIG. 1, the embodiment method comprising the steps of:
step 1, establishing a finite element model of a vehicle by referring to actual vehicle parameters of an SUV based on a finite element theory of automobile collision;
step 2, carrying out parameter configuration on a finite element model of the vehicle;
step 3, performing forward collision test on the finite element model after parameter configuration and generating a collision test file;
and 4, analyzing the collision test file and evaluating the safety of the whole vehicle.
Further, the finite element theory of the automobile collision in the step 1 is as follows:
the deformation process of an object is essentially the change in the shape of a figure from one form to another in space, the spatial position of the figure being represented by the particles that make up the object, the spatial region of the object at time t-0 being the reference configuration, t-tiThe space occupied by the object at the moment is taken as the current configuration, and the particle vector in the object can be expressed as:
X＝Xi ei,i＝1,2,3 (1-1)
in the formula, eiIs a unit basis vector, X, of a rectangular coordinate systemiFor components of a vector X of location of a centroid in a reference configuration, where X is independent of time t and XiCalled the material or lagrange coordinates, the change in position of the particle over time is represented by x: x ═ xiei,xiDefining as space coordinates or Euler's coordinates;
the conservation equation satisfied during collision is:
1. conservation of mass equation:
ρ＝Jρ0 (1-2)
where ρ is the mass density at a time, ρ0Is the initial moment mass density, J is the relative volume factor
2. Conservation of momentum equation:
wherein sigmaijIn order to achieve the cauchy stress,
is the velocity of the mass point, and is,
3. energy conservation equation:
wherein,
energy of a certain time configuration, V volume of a certain time configuration, SijIn order to bias the stress tensor,
is the strain rate tensor, p is the pressure, q is the volume viscous drag, δijIs the kronecker coefficient.
Further, the step 1 of establishing a finite element model of the vehicle specifically includes:
step 1-1: as shown in fig. 3, a vehicle finite element mesh is established according to the following rule:
1. positioning holes and general connecting holes, neglecting holes with the diameter less than 5mm, neglecting holes with the diameter between 5mm and 10 mm, arranging four uniform nodes around the holes and drawing a quadrangle; for holes with a diameter greater than 10 mm, please arrange six or more uniform nodes around the hole for division;
2. the bolt connecting holes with the diameter less than 5mm are ignored; the diameter of the bolt connecting hole is 5mm to 12 mm, and 6 nodes are arranged around the hole; a hole with the diameter of the bolt between 12 mm and 18 mm, and 8 nodes are arranged around the hole;
3. chamfering, namely neglecting chamfering with the radius less than 5 mm; the chamfer with the radius of 5mm to 8 mm is transited through a row of units; the chamfer with the radius larger than 8 mm is transited into two or more rows;
4. the flanging is in an initial shape for ensuring the welding of the flanging, and the welding flanging unit is not required to have an overlarge angle which is not more than 90 degrees; the welding flange is at least divided into two rows of units;
5. the edge is covered, one row of units are used for simulation, the pixel thickness is T2T 1+ T2, T1 is the thickness of an outer plate, and T2 is the thickness of an inner plate;
6. the use of rigid element simulations for these components, which eliminate other components that affect the results by less than 3%, can reduce the computational effort, such as the engine, gearbox, wheels and steering column.
Step 1-2: modeling the connection of the parts;
connection modeling of different parts can be roughly divided into three types: connections between flexible bodies (deformable bodies); and the connection between the flexible and rigid bodies; connecting rigid bodies;
1. connection between flexible bodies: when the connection between the flexible bodies is processed, if a common node exists between the flexible bodies, the flexible bodies are connected through the common node; if the common node does not exist, the connection is realized by adding a rigid body between the two nodes, so that the nodes at the two ends of the rigid body are overlapped with the nodes of the flexible body to be connected;
2. connection between flexible body and rigid body: if a common node exists between the flexible body and the rigid body, connection is realized through the common node;
3. connecting rigid bodies;
step 1-3: setting material properties;
assigning the correct material properties to the component parts during the frontal crash simulation has a significant impact on the calculation results.
The most common material models used in vehicle crash simulation are MAT20, MAT24 and MAT 100;
step 1-4: setting the contact type of the automobile parts;
due to the large number of automotive parts, the collision process is accompanied by contact. By defining the contact, adjacent portions can be prevented from penetrating each other; there are three types of contacts: point-to-surface contact, surface-to-surface contact and single-sided self-contact; surface-to-surface contact and single-sided self-contact are the most common contacts used during collisions.
Further, the parameter configuration in step 2 includes initial state parameter setting, process control key parameter setting, and simulation output file setting.
Further, the setting of the initial state parameters includes:
1. setting modeling parameters of the rigid wall and the floor: in the vehicle collision simulation process, a method of creating a rigid wall is generally used instead of a rigid barrier in a frontal collision;
2. when loading the speed load, a set is first created that contains all the components of the entire vehicle.
Further, the process control parameter setting mainly includes:
1. calculating time and step length control, reasonably setting the time step length which is the length of finite element integration in each step can not only ensure the stability of the model in calculation, but also improve the calculation efficiency;
2. an hourglass control, which is set to a proper IHQ and activates warp stiffness to obtain an accurate solution since the element type of the large deformation part of the front end of the automobile is a 16-in-one shell unit;
3. energy control, in the vehicle collision simulation process, energy change is an important index of the accuracy of a calculation result;
4. and unit control, in the vehicle structure, the ELFORM16 and 5 points are used as large-deformation parts, the planar single-point integration speed is higher, and the rigid body elements are selected to be single-point integration.
Further, the setting of the test output file specifies that the output content set of the output file is: boundary forces and energies, geometric information and discrete cell force information of deformation, cell computation results, geometric contact entity forces, model energy information, part and material related information, node interface forces (NCFORC), node forces, and the like.
Further, the step 4 of analyzing the crash simulation test file specifically includes: crash dynamic deformation analysis of a vehicle, vehicle energy change and mass gain analysis, bumper deformation analysis, front rail crush analysis, a-pillar bend analysis, B-pillar velocity and acceleration analysis, front panel intrusion analysis, door frame deformation analysis, wherein:
1. quality analysis, and the completion of modeling simulation can not ensure that the calculation result is completely accurate and reliable, so that the calculation result must be analyzed in the collision simulation calculation due to finite elements, and a quality increase curve in a calculation result file is an important index for judging the accuracy of the calculation result;
2. the vehicle energy change analysis is that the energy is mainly converted into the internal energy in the form of kinetic energy, and only a small part of the energy is consumed in other forms;
b-pillar acceleration change analysis, wherein the B-pillar is a pillar between a front door and a rear door of a vehicle body, deformation generally occurs in a portion before the B-pillar, and deformation amounts behind the B-pillar and at the lower end of the B-pillar are small;
4. front panel intrusion analysis, in which a key location point of an occupant is usually selected, a point ahead of which a hard object can be pressed, and a point which is easily deformed, and therefore, it is necessary to analyze intrusion of the front panel, which is a main cause of injury to a driver and an occupant, and also a main factor of evaluation of frontal collision of the vehicle;
the bending analysis of the a-pillar, as shown in fig. 2, in the case of a 100% collision in the front of the vehicle, the upper portion of the a-pillar may be bent due to the impact force, and at the same time, the a-pillar itself may be deformed backward due to the influence of the engine compartment;
6. the deformation analysis of the door frame is carried out by selecting two points at the upper and lower hinges of the left and right door frames, one is a reference point and the other is a measuring point, analyzing the deformation of the door frame by analyzing the displacement change of the measuring point relative to the reference point in the X direction, and the coordinate information and the reference point information of the measuring point relative to the reference point are shown in the following table 1.
TABLE 1 doorframe Measure M Point information
The collision analysis relates to deep nonlinear finite element theories involved in automobile collision, including an equation of motion of an object in the automobile collision and three laws, time integration, time step control and hourglass control which must be followed, and the knowledge of the finite element theories provides a theoretical basis for setting relevant parameters in subsequent collision simulation (such as hourglass control, time step control and the like) and is helpful for better understanding of the process and the source of the automobile collision simulation; and comparing the safety standards of the frontal collision of the automobile and judging the reliability of the simulation effect.
Claims (8)
1. A vehicle finite element-based SUV frontal collision test and analysis method is characterized by comprising the following steps:
step 1, establishing a finite element model of a vehicle by referring to actual vehicle parameters of an SUV based on a finite element theory of automobile collision;
step 2, carrying out parameter configuration on a finite element model of the vehicle;
step 3, performing forward collision test on the finite element model after parameter configuration and generating a collision test file;
and 4, analyzing the collision test file and evaluating the safety of the whole vehicle.
2. The SUV frontal crash testing and analysis method based on vehicle finite elements according to claim 1, wherein the finite element theory in the crash process in step 1 is specifically:
the spatial position of the pattern is represented by the mass points constituting the object, the spatial region of the object at the time t-0 is used as the reference configuration, t-tiThe space occupied by the object at the time is taken as the current configuration, and the particle radial in the object is expressed as:
X＝Xiei，i＝1，2，3 (1-1)
in the formula, eiIs a unit basis vector, X, of a rectangular coordinate systemiFor components of a vector X of location of a centroid in a reference configuration, where X is independent of time t and XiThe change in position of the particle over time is represented by x as a material coordinate or lagrange coordinate: x ═ xiei，xiDefining as space coordinates or Euler's coordinates;
the conservation equation satisfied during collision is:
(1) conservation of mass equation:
ρ＝Jρ0 (1-2)
where ρ is the mass density at a time, ρ0The mass density at the initial moment, and J is a relative volume coefficient;
(2) conservation of momentum equation:
wherein sigmaijIn order to achieve the cauchy stress,
is particle velocity, is force per unit mass and volume, fjIs a unit mass volume force;
(3) energy conservation equation:
wherein
The acceleration of the mass point is taken as the acceleration,
the energy of the configuration at a certain time, V is the volume of the configuration at a certain time,
is a first derivative of V, SijIn order to bias the stress tensor,
is the strain rate tensor, p is the pressure, g is the volume viscous drag, δijIs the kronecker coefficient.
3. The SUV frontal crash testing and analysis method based on vehicle finite elements as claimed in claim 1, wherein the step 1 establishes a finite element model of the vehicle, specifically:
step 1-1: establishing a vehicle finite element grid, wherein the established rule is as follows:
(1) positioning holes and connecting holes, wherein holes with the diameter less than 5mm and holes with the diameter between 5mm and 10 mm are ignored, four uniform nodes are arranged around the holes, and a quadrangle is drawn; more than six uniform nodes are distributed around the hole with the diameter larger than 10 millimeters for division;
(2) the bolt connecting holes with the diameter less than 5mm are ignored; the diameter of the bolt connecting hole is 5mm to 12 mm, and 6 uniform nodes are arranged around the hole; a hole with the diameter of the bolt between 12 mm and 18 mm, and 8 nodes are arranged around the hole;
(3) chamfering, namely neglecting chamfering with the radius less than 5 mm; the chamfer with the radius of 5mm to 8 mm is transited through a row of units; the chamfers with the radius larger than 8 mm are transited by more than two rows;
(4) flanging, wherein the angle of the welding flanging unit is not more than 90 degrees; the welding flange is at least divided into two rows of units;
(5) the edge is covered, one row of units are used for simulation, the pixel thickness is T2T 1+ T2, T1 is the thickness of an outer plate, and T2 is the thickness of an inner plate;
(6) other parts which have less than 3% influence on the result are deleted, and the calculated amount is reduced by using rigid element simulation on the parts, wherein the parts comprise an engine, a gearbox, wheels and a steering rod;
step 1-2: modeling the connection of parts, comprising:
(1) modeling the connection between the flexible bodies: if a common node exists between the two nodes, the two nodes are connected through the common node; if no common node exists, the connection is realized by adding a rigid body between the two nodes, so that the nodes at the two ends of the rigid body are overlapped with the nodes of the flexible body to be connected;
(2) modeling the connection between the flexible body and the rigid body: if a common node exists between the flexible body and the rigid body, connection is realized through the common node;
(3) connection modeling between rigid bodies;
step 1-3: setting material properties, wherein a material model in the vehicle collision simulation is MAT20, MAT24 or MAT 100;
step 1-4: the contact type of the automobile parts is set to be point-to-surface contact, surface-to-surface contact or single-sided self-contact.
4. The vehicle finite element-based SUV frontal collision test and analysis method according to claim 1, wherein the parameter configuration in step 2 is specifically initial state parameter setting, process control parameter setting and test output file setting.
5. The vehicle finite element-based SUV frontal crash testing and analysis method of claim 4, wherein the initial state parameter setting comprises:
(1) setting modeling parameters of the rigid wall and the floor as a method for creating the rigid wall;
(2) when a speed load is loaded, a set is created that contains all the components of the entire vehicle.
6. The vehicle finite element-based SUV frontal crash testing and analysis method of claim 4, wherein the process control parameters comprise time step control, hourglass control, energy control and unit control.
7. The vehicle finite element-based SUV head-on collision testing and analyzing method according to claim 4, wherein the test output file is set, specifically, the output content set of the specified output file is: boundary forces and energies, geometric information of deformation and discrete unit force information, unit calculation results, geometric contact entity forces, model energy information, part and material related information, node interface forces, node forces.
8. The SUV frontal crash testing and analysis method based on vehicle finite elements as claimed in claim 1, wherein analyzing the crash test file in step 4 specifically comprises: analysis of dynamic deformation of a vehicle in a collision, analysis of energy change and mass increase of the vehicle, analysis of deformation of a bumper, analysis of front rail crush, analysis of a-pillar bending, analysis of B-pillar velocity and acceleration, analysis of front panel intrusion, analysis of door frame deformation.
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