CN114741936A - Frame rigidity optimization method - Google Patents
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Abstract
The invention belongs to the technical field of frame structure design, and discloses a frame stiffness optimization method, which comprises the steps of setting a frame parameter range, a bending stiffness target value and a torsional stiffness target value, selecting a frame parameter value in the frame parameter range, establishing a three-dimensional model, carrying out grid division, determining boundary conditions, calculating a bending stiffness value and a torsional stiffness value, and outputting a frame parameter value when the bending stiffness value and the torsional stiffness value both meet design requirements, namely the bending stiffness value is not less than the bending stiffness target value and the torsional stiffness value is not less than the torsional stiffness target value, so that the frame parameter value capable of meeting the design requirements is obtained. Design parameters such as the section size and the length of the frame longitudinal beam, the section size and the length of the cross beam, and the position of each cross beam relative to the longitudinal beam are all taken into consideration, so that the frame parameter values obtained through calculation better meet the actual design requirements.
Description
Technical Field
The invention relates to the technical field of frame structure design, in particular to a frame rigidity optimization method.
Background
In the design process of the frame structure, the frame is required to be ensured to have proper rigidity so as to ensure that the stress of each part is in a reasonable range under various use working conditions of the frame, thereby reducing the deformation of the vehicle body and improving the running smoothness of the whole vehicle.
The traditional rigidity calculation of the frame system is mainly through manual calculation, and is time-consuming and labor-consuming. The prior art provides a method for calculating the rigidity of a frame system by adopting finite element analysis software, but because the design variables of the frame system are more, the prior analysis method cannot completely consider all the design variables, so that the parameter consideration is incomplete, and the optimal solution is difficult to calculate.
Therefore, a method for optimizing the stiffness of the frame is needed to solve the above problems.
Disclosure of Invention
According to one aspect of the invention, the invention provides a frame stiffness optimization method, which considers the influence of various parameters of a frame on the bending stiffness and the torsional stiffness of the frame, so that the frame parameter values obtained through calculation are more in line with the actual design requirements.
In order to achieve the purpose, the invention adopts the following technical scheme:
a frame rigidity optimization method is implemented through a frame, wherein the frame comprises two longitudinal beams which are arranged in parallel and at intervals and a plurality of cross beams which are arranged between the two longitudinal beams, the plurality of cross beams are arranged in parallel and at intervals, two ends of any cross beam are respectively connected to the two longitudinal beams, and the two longitudinal beams are used for being connected with a suspension;
the method comprises the following steps:
s100: setting the range of frame parameters, a target bending rigidity value and a target torsional rigidity value;
said frame parameters including cross-sectional dimensions and lengths of said side rails, cross-sectional dimensions and lengths of said cross rails, and the position of each of said cross rails relative to said side rails;
s110: selecting a frame parameter value in the frame parameter range;
s120: establishing a three-dimensional model according to the frame parameter values;
s130: carrying out mesh division on the three-dimensional model;
s140: determining a boundary condition;
the boundary conditions include the degree of freedom, load and deflection at the junction of the side member and the suspension, and the concentrated load acting on the side member;
s150: calculating a bending rigidity value and a torsion rigidity value according to the three-dimensional model;
s160: determining that the bending stiffness value is not less than the target bending stiffness value and the torsional stiffness value is not less than the target torsional stiffness value;
s200: and outputting the frame parameter values.
As a preferable scheme of the frame stiffness optimization method, S150 includes:
s1501: substituting the three-dimensional model into a finite element solver to calculate the deflection of the action point of the concentrated load;
s1502: according to the formula EI-FL3The flexural rigidity value is calculated by/48 f, wherein: EI is a bending stiffness value, F is a concentrated load acting on the side member, L is a distance between the front axle and the rear axle in a vehicle traveling direction, and F is a deflection at an acting point of the concentrated load.
As a preferred solution to the method of optimizing the stiffness of the vehicle frame,
s1501 further includes: substituting the three-dimensional model into a finite element solver to calculate the maximum torque of the longitudinal beam;
s1502 further includes: calculating the torsional rigidity value according to the formula GI ═ TL/theta, wherein: GI is a torsional rigidity value, T is a maximum torque of the side member, and θ is a frame torsion angle.
As a preferable scheme of the frame stiffness optimization method, S110 includes:
s1101: inputting the minimum precision of the frame parameter values;
s1102: exhaustively exhausting all the frame parameter values in the frame parameter range to form a frame parameter table, wherein the frame parameter table comprises all the frame parameter values;
s1103: and selecting the frame parameter values in the frame parameter table.
As a preferable scheme of the frame stiffness optimization method, S160 includes:
s1601: comparing the bending stiffness value with the target value of bending stiffness;
if the bending stiffness value is not less than the target bending stiffness value, S1602 is executed;
s1602: comparing the torsional rigidity value with the target value of torsional rigidity;
if the torsional rigidity value is not less than the target value, S200 is executed.
As a preferable scheme of the frame stiffness optimization method, S1601 further includes:
if the bending rigidity value is smaller than the target bending rigidity value, executing S300;
the frame stiffness optimization method further comprises S300;
s300: determining that the frame parameter values not calculated exist in the frame parameter table, reselecting the frame parameter values from the frame parameter values not calculated, and executing S120.
As a preferable scheme of the frame stiffness optimization method, S1602 further includes:
if the torsional rigidity value is smaller than the target torsional rigidity value, S300 is executed.
As a preferable scheme of the frame stiffness optimization method, S300 includes:
s3001: marking the current frame parameter values, the bending stiffness values and the torsion stiffness values in the frame parameter table;
s3002: judging whether the frame parameter table has the unmarked frame parameter values, if so, executing S3003;
s3003: selecting a new frame parameter value from the unmarked frame parameter values, and executing S120.
As a preferable scheme of the frame stiffness optimization method, S3002 further includes:
if the frame parameter value is not marked, executing S3004;
s3004: comparing all the marked values of the bending rigidity and the torsional rigidity in the frame parameter table, and outputting the frame parameter value when the bending rigidity is maximum and the frame parameter value when the torsional rigidity is maximum.
As a preferable scheme of the frame stiffness optimization method, S3002 further includes:
if the frame parameter values are not marked, executing S3005;
s3005: and outputting alarm information.
The invention has the beneficial effects that:
selecting frame parameter values in the frame parameter range, establishing a three-dimensional model, carrying out grid division, determining boundary conditions, and calculating a bending rigidity value and a torsion rigidity value, wherein when the bending rigidity value and the torsion rigidity value both meet design requirements, namely the bending rigidity value is not less than a bending rigidity target value, and the torsion rigidity value is not less than a torsion rigidity target value, the frame parameter values are output, so that the frame parameter values which can meet the design requirements are obtained. Design parameters such as the section size and the length of the frame longitudinal beam, the section size and the length of the cross beam, and the position of each cross beam relative to the longitudinal beam are all taken into consideration, so that the frame parameter values obtained through calculation better meet the actual design requirements.
Drawings
FIG. 1 is a schematic structural view of a vehicle frame in an embodiment of the present invention;
FIG. 2 is a first flowchart of a method for optimizing frame stiffness according to an embodiment of the present invention;
FIG. 3 is a second flowchart of a method for optimizing stiffness of a vehicle frame according to an embodiment of the present invention.
In the figure:
1. a stringer; 2. a cross member.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not to be construed as limiting the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature "on," "above" and "over" the second feature may include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used based on the orientations and positional relationships shown in the drawings only for convenience of description and simplification of operation, and do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
In the design process of the frame structure, the frame needs to be ensured to have proper rigidity, and the traditional method mainly adopts manual calculation aiming at the rigidity calculation of the frame system, so that the time and the labor are wasted. The prior art provides a method for calculating the rigidity of a frame system by adopting finite element analysis software, but because the design variables of the frame system are more, the prior analysis method cannot completely consider all the design variables, so that the parameter consideration is incomplete, and the optimal solution is difficult to calculate.
In view of the above problems, the embodiment provides a frame stiffness optimization method, which fully considers the influence of various parameters of a frame on the bending stiffness and the torsional stiffness of the frame, so that the frame parameter values obtained through calculation better meet the actual design requirements, and can be used in the technical field of frame structure design.
FIG. 1 is a schematic structural view of a vehicle frame in an embodiment of the invention. Referring to fig. 1, the method for optimizing the rigidity of the vehicle frame is implemented by the vehicle frame, specifically, the vehicle frame includes two longitudinal beams 1 arranged in parallel and at an interval and a plurality of cross beams 2 arranged between the two longitudinal beams 1, the plurality of cross beams 2 are arranged in parallel and at an interval, two ends of any cross beam 2 are respectively connected to the two longitudinal beams 1, and the two longitudinal beams 1 are used for being connected with a suspension.
Fig. 2 shows a first flowchart of a frame stiffness optimization method in an embodiment of the invention. Referring to fig. 1-2, a frame stiffness optimization method includes the following main steps.
S100: and setting the range of the frame parameters, the target bending rigidity value and the target torsional rigidity value.
The frame parameters include the section size and length of the longitudinal beam 1, the section size and length of the cross beams 2, and the position of each cross beam 2 relative to the longitudinal beam 1. The sectional size of the longitudinal beam 1 refers to the sectional shape of the longitudinal beam 1 and the size parameter of the sectional shape, and may refer to a specific parameter, or may refer to a combination of multiple parameters, for example, when the longitudinal beam 1 is rectangular, the sectional size of the longitudinal beam 1 refers to the width and height of the section, and when the longitudinal beam 1 is i-shaped, the sectional size of the longitudinal beam 1 refers to the width and height of the entire section, and the groove depth and the groove width of the grooves on both sides, and the like. The cross-sectional dimension of the cross beam 2 is the cross-sectional shape of the cross beam 2 and the dimension parameter of the cross-sectional shape, and is similar to the longitudinal beam 1 and will not be described again. The position parameter of each cross beam 2 relative to the longitudinal beams 1 can be represented by coordinates, and optionally, the connection position of two ends of each cross beam 2 and the corresponding longitudinal beam 1 is represented by coordinates by taking one end of one longitudinal beam 1 as an origin, taking the length direction of the longitudinal beam 1 as an X axis, taking the length direction of the cross beam 2 as a Y axis, taking the direction perpendicular to the X axis and the Y axis as a Z axis. The range of the frame parameters is reasonably set according to actual conditions, and the parameters and specifications of a suspension system and a brake system of the vehicle are fully considered. In addition, the target values of bending stiffness and torsional stiffness should be set reasonably according to the range of the vehicle frame parameters and the available materials of the vehicle frame, and the excessive target values of bending stiffness and torsional stiffness may result in that the optimal solution cannot be obtained within the range of the vehicle frame parameters. Design parameters such as the section size and the length of the longitudinal beam 1, the section size and the length of the cross beam 2, and the position of each cross beam 2 relative to the longitudinal beam 1 of the frame are taken into consideration, so that the frame parameter values obtained through calculation more accord with actual design requirements, and an optimal solution is obtained through calculation easily.
S110: and selecting the frame parameter value in the frame parameter range.
For each frame parameter, selecting an initial value in the range of the corresponding frame parameter, and combining to obtain a frame parameter value serving as the initial value.
S120: and establishing a three-dimensional model according to the frame parameter values.
And establishing a three-dimensional model according to the frame parameter values to obtain an initial three-dimensional model, wherein the three-dimensional model can be established through three-dimensional modeling software such as CATIA (computer-aided three-dimensional Interactive application), 3ds MAX (maximum numerical control) and the like, or can be established through other modeling software, and is opened by using the required three-dimensional modeling software through converting formats. When the parameters of the vehicle frame change and the three-dimensional model needs to be modified, the three-dimensional model can be re-modeled in a manual modification mode, and the parameters of the model can be modified through related computer programs to complete the modification of the three-dimensional model, and the computer programs are widely applied to engineering modeling and are not described in detail herein.
S130: and carrying out meshing on the three-dimensional model.
S140: a boundary condition is determined.
Adding constraints and loads to the three-dimensional model. The boundary conditions include the degree of freedom, load and deflection of the joint of the longitudinal beam 1 and the suspension, that is, the stress information and the generated displacement of the joint of the longitudinal beam 1 and the suspension are preset, and the information and the displacement can be used as known quantities to perform subsequent step calculation or obtain parameters required by the subsequent calculation. The boundary conditions further include a concentrated load acting on the longitudinal beam 1, the parameter information of the concentrated load includes the size, the direction and the position coordinates of the concentrated load, in this embodiment, the size of the load is preset, the direction is perpendicular to the longitudinal beam 1 and the cross beam 2, that is, along the Z-axis direction, the load generally acts on the middle section of the longitudinal beam 1 to meet the actual working conditions, and of course, the load can also act on other positions according to the actual requirements.
S150: and calculating a bending rigidity value and a torsion rigidity value according to the three-dimensional model.
This step is generally performed using a finite element solver, and specifically, S150 includes:
s1501: substituting the three-dimensional model into a finite element solver to calculate the deflection of the action point of the concentrated load and the maximum torque of the longitudinal beam 1;
the finite element solver comprises finite element analysis software such as ABAQUS or ANSYS and the like, and after the three-dimensional model is solved, the deformation of the longitudinal beam 1 and the cross beam 2 of the frame, namely the displacement of the longitudinal beam 1 and the cross beam 2, is obtained, and further the deflection of the action point of the concentrated load can be obtained. When a load is applied to the middle section of the longitudinal beam 1, the maximum torque of the longitudinal beam 1 is generally located at the connection of the longitudinal beam 1 and the suspension.
S1502: according to the formula EI-FL3The flexural rigidity value is calculated by/48 f, wherein: EI is a bending stiffness value, F is a concentrated load acting on the longitudinal beam 1, L is a distance between the front axle and the rear axle along the driving direction of the vehicle, and F is deflection at the acting point of the concentrated load;
calculating the torsional rigidity value according to the formula GI ═ TL/theta, wherein: GI is the torsional stiffness value, T is the maximum torque of the side member 1, and θ is the frame torsion angle.
The method is characterized in that a concentrated load F acting on a longitudinal beam 1 is input when a boundary condition is determined, a distance L between a front axle and a rear axle along the driving direction of a vehicle is a design parameter of the vehicle, and a bending rigidity value of a frame can be calculated according to a formula because a finite element solver obtains the deflection F at an acting point of the concentrated load. The maximum torque T of the longitudinal beam 1 is obtained through a finite element solver, the frame torsion angle theta is obtained by removing the position of the joint of the longitudinal beam 1 and the suspension through the frame width, the displacement of the joint of the longitudinal beam 1 and the suspension can be obtained because the deflection of the joint of the longitudinal beam 1 and the suspension is known, the frame width is the distance between the two longitudinal beams 1, the frame width can be determined when the frame parameter value is selected, and therefore the frame torsion angle theta can be calculated, and the frame torsion rigidity value can be calculated according to a formula.
S160: determining that the bending rigidity value is not less than the target bending rigidity value and the torsional rigidity value is not less than the target torsional rigidity value;
namely, the calculated bending rigidity value of the frame can meet the target design requirement, the torsion rigidity value can meet the target design requirement, and the frame parameter value corresponding to the three-dimensional model can meet the design requirement at the moment.
S200: and outputting the frame parameter values.
And outputting the frame parameter values meeting the design requirements.
Fig. 3 is a second flowchart of a frame stiffness optimization method in an embodiment of the present invention, and referring to fig. 1-2, the frame stiffness optimization method includes the following detailed steps.
S100: and setting the range of the frame parameters, the target bending rigidity value and the target torsional rigidity value.
S110: and selecting the frame parameter value within the frame parameter range. Specifically, S110 includes S1101-S1103:
s1101: inputting the minimum precision of the frame parameter value.
The minimum precision of each vehicle frame parameter is set, so that the quantity of each vehicle frame parameter value in the corresponding parameter range is limited, and the parameter values can be completely listed through an exhaustive method, so that the subsequent parameter selection and calculation are facilitated.
S1102: exhaustive listing all frame parameter values within the frame parameter range to form a frame parameter table;
according to the minimum precision of the frame parameters, all frame parameter values in the frame parameter range are exhausted, so that the frame parameter table contains all frame parameter values.
S1103: and selecting the frame parameter values in the frame parameter table.
S120: and establishing a three-dimensional model according to the frame parameter values.
S130: and carrying out meshing on the three-dimensional model.
S140: a boundary condition is determined.
S150: and calculating a bending rigidity value and a torsion rigidity value according to the three-dimensional model.
S1601: and comparing the bending rigidity value with the target value of the bending rigidity.
If the bending stiffness value is not less than the target bending stiffness value, S1602 is executed; if the bending stiffness value is smaller than the target bending stiffness value, S300 is performed.
S1602: and comparing the torsional rigidity value with the torsional rigidity target value.
If the torsional rigidity value is not less than the target value, S200 is executed. If the torsional rigidity value is less than the target value, S300 is performed.
That is, S200 is performed when both the bending stiffness value and the torsional stiffness value satisfy the design requirements, and S300 is performed when one of the bending stiffness value and the torsional stiffness value does not satisfy the design requirements.
S200: and outputting the frame parameter values.
S300: and determining that the frame parameter values which are not calculated exist in the frame parameter table, reselecting the frame parameter values from the frame parameter values which are not calculated, and executing S120.
The step has the effect that when the calculated bending rigidity value or the calculated torsion rigidity value of the frame cannot meet the design requirement, the frame parameter value is changed to execute the calculation process again, and the calculation process is stopped until the bending rigidity value and the torsion rigidity value meet the requirement. Since the frame parameter values are changed, when S120 is executed, that is, when the three-dimensional model is built according to the frame parameter values, the model can be re-modeled by manually modifying the frame parameter values of the model, or the parameters of the model can be modified by a related computer program to complete the modification of the three-dimensional model.
Specifically, S300 includes:
s3001: and marking the current frame parameter value, the bending rigidity value and the torsion rigidity value in the frame parameter table.
The mark is used for indicating that the parameter value of the frame is calculated and the calculated result does not meet the requirement.
S3002: judging whether the frame parameter table has unmarked frame parameter values, if so, executing S3003; if there are no unmarked frame parameter values, S3004 is executed.
S3003: and selecting a new frame parameter value from the unmarked frame parameter values, and executing S120.
If the frame parameter table has unmarked frame parameter values, namely the frame parameter values which are not calculated still exist, selecting new frame parameter values from the frame parameter values which are not calculated for recalculation. The selection operation can be realized by manual selection or by a neural network algorithm by adopting a computer program, for example, MATLAB software is used for establishing a BP neural network model for training, specifically, each frame parameter is used as a neural network training sample, a random value is used as a weight value during training, an output value is a bending rigidity value and a torsion rigidity value which are obtained through calculation in the calculation process, in the subsequent iteration process, according to the error between the bending rigidity value and the target value of the bending rigidity and the error between the torsional rigidity value and the target value of the torsional rigidity, the weight is modified layer by adopting the combination of the momentum steepest descent BP method and the quasi-Newton method, only when the bending rigidity value is not less than the target value of the bending rigidity, and when the torsional rigidity value is not less than the torsional rigidity target value, finishing the training, otherwise, continuously correcting the weight value to reach the target value.
S3004: and comparing the sizes of all marked bending rigidity values and torsional rigidity values in the frame parameter table, and outputting the frame parameter value when the bending rigidity value is maximum and the frame parameter value when the torsional rigidity value is maximum.
That is, when the bending stiffness value and the torsion stiffness value calculated by all the frame parameter values in the frame parameter table can not meet the design requirement, the frame parameter value when the bending stiffness value is maximum and the frame parameter value when the torsion stiffness value is maximum are output and provided for the relevant personnel for reference.
Alternatively, in S3002, it is determined whether there are unmarked frame parameter values in the frame parameter table, and if there are no unmarked frame parameter values, S3005 is executed, and S3004 is not executed again.
S3005: and outputting alarm information.
The result is informed to the user by outputting alarm information, and the user can manually select the frame parameter value as an output value, or readjust the parameter range or reset the rigidity target value to recalculate.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, adaptations and substitutions will occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A frame stiffness optimization method is implemented through a frame, the frame comprises two longitudinal beams (1) which are arranged in parallel at intervals and a plurality of cross beams (2) which are arranged between the two longitudinal beams (1), the plurality of cross beams (2) are arranged in parallel at intervals, two ends of any cross beam (2) are respectively connected to the two longitudinal beams (1), and the two longitudinal beams (1) are used for being connected with a suspension;
it is characterized by comprising the following steps:
s100: setting the range of frame parameters, a target bending rigidity value and a target torsional rigidity value;
the frame parameters comprise the section size and the length of the longitudinal beam (1), the section size and the length of the cross beam (2) and the position of each cross beam (2) relative to the longitudinal beam (1);
s110: selecting a frame parameter value in the frame parameter range;
s120: establishing a three-dimensional model according to the frame parameter values;
s130: meshing the three-dimensional model;
s140: determining a boundary condition;
the boundary conditions comprise the degrees of freedom, load and deflection of the connection part of the longitudinal beam (1) and the suspension, and concentrated load acting on the longitudinal beam (1);
s150: calculating a bending rigidity value and a torsion rigidity value according to the three-dimensional model;
s160: determining that the bending stiffness value is not less than the bending stiffness target value and the torsional stiffness value is not less than the torsional stiffness target value;
s200: and outputting the frame parameter values.
2. The frame stiffness optimization method of claim 1, wherein S150 comprises:
s1501: substituting the three-dimensional model into a finite element solver to calculate the deflection of the action point of the concentrated load;
s1502: according to the formula EI-FL3The flexural rigidity value is calculated by/48 f, wherein: EI is the bending stiffness value, F is the concentrated load acting on the longitudinal beam (1), L is the front axleAnd f is the deflection of the action point of the concentrated load.
3. The frame stiffness optimization method of claim 2,
s1501 further includes: substituting the three-dimensional model into a finite element solver to calculate the maximum torque of the longitudinal beam (1);
s1502 further includes: calculating the torsional rigidity value according to the formula GI ═ TL/theta, wherein: GI is the torsional rigidity value, T is the maximum torque of the longitudinal beam (1), and theta is the frame torsional angle.
4. The frame stiffness optimization method according to any one of claims 1 to 3, wherein S110 comprises:
s1101: inputting the minimum precision of the frame parameter value;
s1102: exhaustively exhausting all the frame parameter values in the frame parameter range to form a frame parameter table, wherein the frame parameter table comprises all the frame parameter values;
s1103: and selecting the frame parameter values in the frame parameter table.
5. The frame stiffness optimization method according to claim 4, wherein S160 comprises:
s1601: comparing the bending stiffness value with the target value of the bending stiffness;
if the bending stiffness value is not less than the target bending stiffness value, S1602 is executed;
s1602: comparing the torsional rigidity value with the torsional rigidity target value;
if the torsional rigidity value is not less than the target value, S200 is executed.
6. The frame stiffness optimization method of claim 5, wherein S1601 further comprises:
if the bending stiffness value is smaller than the bending stiffness target value, executing S300;
the frame stiffness optimization method further comprises S300;
s300: and determining that the frame parameter values which are not calculated exist in the frame parameter table, reselecting the frame parameter values from the frame parameter values which are not calculated, and executing S120.
7. The frame stiffness optimization method according to claim 6, wherein S1602 further comprises:
if the torsional rigidity value is smaller than the target torsional rigidity value, executing S300.
8. The frame stiffness optimization method according to claim 6, wherein S300 comprises:
s3001: marking the current frame parameter value, the bending rigidity value and the torsion rigidity value in the frame parameter table;
s3002: judging whether the frame parameter table has the unmarked frame parameter values or not, and executing S3003 if the frame parameter table has the unmarked frame parameter values;
s3003: and selecting one frame parameter value from the unmarked frame parameter values, and executing S120.
9. The frame stiffness optimization method according to claim 8, wherein S3002 further comprises:
if the frame parameter values are not marked, executing S3004;
s3004: and comparing the sizes of all the marked bending rigidity values and the sizes of the torsional rigidity values in the frame parameter table, and outputting the frame parameter value when the bending rigidity value is maximum and the frame parameter value when the torsional rigidity value is maximum.
10. The frame stiffness optimization method according to claim 8, wherein S3002 further comprises:
if the frame parameter values are not marked, S3005 is executed;
s3005: and outputting alarm information.
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| CN104112050A (en) * | 2014-07-23 | 2014-10-22 | 中国人民解放军装甲兵工程学院 | Optimum design method of non-bearing frame structure of light vehicle |
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| CN104112050A (en) * | 2014-07-23 | 2014-10-22 | 中国人民解放军装甲兵工程学院 | Optimum design method of non-bearing frame structure of light vehicle |
| EP3168071A1 (en) * | 2015-06-08 | 2017-05-17 | FCA Italy S.p.A. | A crossmember of a torsion bar rear suspension for a motor vehicle, and process for designing such cross member |
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