CN115571221A - Modeling method for bending stiffness of chassis frame structure - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
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- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
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- G06F30/20—Design optimisation, verification or simulation
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Abstract
The invention relates to a chassis frame structure bending rigidity modeling method, which comprises the steps of carrying out geometric processing on the connection position of a frame and a cross beam bolt; carrying out grid division on the frame sheet metal structure by adopting S4 and S3 units; the frame structure is connected by a Rigid unit, and the Rigid unit comprises a bolt, a front supporting point and a rear supporting point; establishing and endowing the frame material and the section attribute; applying vertical load on the upper wing surface of the frame longitudinal beam at the middle points of the front supporting point and the rear supporting point; and submitting ABAQUS software for calculation, checking whether the frame deformation is correct, and reading the vertical displacement of the lower wing surface of the frame longitudinal beam. According to the chassis frame structure bending rigidity modeling method, the Hypermesh software is used for importing the frame structure geometric model and extracting the middle surface of the frame cross beam and the longitudinal beam, so that the frame bending rigidity can be accurately modeled and calculated, and the problems of insufficient frame bending rigidity calculation accuracy and large actual deviation are solved.
Description
Technical Field
The invention belongs to the technical field of chassis frames, and particularly relates to a chassis frame structure bending rigidity modeling method.
Background
The non-bearing type vehicle body is a bearing type chassis frame structure, the upper end of the non-bearing type vehicle body is connected with the vehicle body through a rubber suspension or a bolt, and the lower part of the vehicle frame is connected with a chassis suspension structure. As automobiles are motorized, power batteries need to be connected to the frame in some way, so that the frame structure needs to meet a certain bending rigidity target and have a certain deformation resistance when being designed, and the power batteries, the automobile body and peripheral accessory structures are protected.
When the bending rigidity of the chassis frame is calculated, the traditional constraint method is to constrain the projection points of the front and rear axles on the lower wing surface of the frame longitudinal beam, and the constraint method can cause the bending rigidity result to be higher than the actual result and not accord with the actual situation; when the bending rigidity of the chassis frame is calculated, the traditional reading displacement deformation point is a wing surface loading point on the frame, and the calculation result of the bending rigidity of the frame is smaller due to the larger local deformation of the loading point.
In conclusion, two problems exist in the aspect of the bending stiffness modeling calculation of the chassis frame at present: 1. because the constraint position is often larger than the actual rigidity, the finally calculated bending rigidity result is actually higher; 2. when the deformation result is read, the calculation result of the bending rigidity of the frame is smaller due to the local deformation of the displacement reading point. Based on this, it is urgently needed to develop an accurate vehicle frame bending stiffness modeling calculation method to solve the above problems.
Disclosure of Invention
The invention aims to provide an accurate chassis frame structure bending rigidity modeling method to solve the problems of insufficient frame bending rigidity calculation accuracy and large deviation from the actual frame bending rigidity.
The purpose of the invention is realized by the following technical scheme:
a chassis frame structure bending stiffness modeling method comprises the following steps:
A. performing geometric processing on the connection position of the frame and the cross beam bolt;
B. carrying out grid division on the frame sheet metal structure by adopting S4 and S3 units;
C. connecting the frame structure by a Rigid unit, wherein the Rigid unit comprises a bolt, a front supporting point and a rear supporting point;
D. establishing and endowing a frame material and section properties;
E. applying vertical load on the upper wing surface of the frame longitudinal beam at the middle point of the front supporting point and the rear supporting point;
F. and submitting ABAQUS software for calculation, checking whether the frame deformation is correct, and reading the vertical displacement of the lower wing surface of the frame longitudinal beam.
And step A, carrying out geometric treatment on the positions of the cross beam and the longitudinal beam which are connected by the bolts, wherein the bolt holes are expanded by two circles.
Furthermore, hypermesh software is used for introducing a geometric model of the frame structure, the middle surfaces of the cross beam and the longitudinal beam are extracted, the bolt connection position of the frame is geometrically processed, and the bolt hole is expanded by two circles.
And step B, adopting S4 four deformation units and S3 triangular units to perform meshing on the frame cross beam and longitudinal beam structures.
And step C, adopting a Rigid Rigid body unit to connect the positions of the bolts and simulate the bolts, wherein the Rigid Rigid body unit is connected with the front support point and the rear support point of the frame.
Furthermore, the two front supporting points of the frame are supporting positions of the shock absorber and the spiral spring, the local connection is carried out by using a Rigid Rigid body unit, the two rear supporting points of the frame are supporting points of the spiral spring, and the connection form of the Rigid Rigid body unit is consistent with that of the front supporting points.
Step E, applying constraint on front and rear support points of the frame, and applying vertical load on the upper wing surface of the frame longitudinal beam;
and step F, reading the displacement deformation result of the longitudinal beam, and calculating the bending rigidity of the frame according to a formula.
Furthermore, when the bending rigidity of the frame is calculated, the displacement deformation result reads the average value of the vertical displacement of the vertical load loading points of the longitudinal beams on the two sides at the lower wing surface projection point of the frame, and the integral deformation condition of the two longitudinal beams is represented.
Furthermore, the frame bending stiffness is calculated in the following way: w = F/A, wherein F is equal to 5000N +5000N =10000N applied to the vertical direction of the frame longitudinal beam, and A represents the average value of the vertical displacement of the vertical load application points of the two side longitudinal beams on the lower wing surface projection point of the frame.
Compared with the prior art, the invention has the beneficial effects that:
according to the chassis frame structure bending rigidity modeling method, after Hypermesh software is used for importing a frame structure geometric model and extracting the middle surface of the frame cross beam and the frame longitudinal beam, the frame bending rigidity modeling calculation can be accurately carried out, and the problems of insufficient frame bending rigidity calculation accuracy and large actual deviation are solved.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a flow chart of a chassis frame bending stiffness modeling calculation;
FIG. 2 is a schematic view of the overall structure of the chassis frame;
FIG. 3 is a partial schematic view of the right front support of the frame;
FIG. 4 is a schematic view of a frame bending stiffness restraint loading position;
FIG. 5 is a schematic view of an airfoil projection point for calculating frame bending stiffness.
Detailed Description
The invention is further illustrated by the following examples:
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 limiting of 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.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined or explained in subsequent figures. Meanwhile, in the description of the present invention, the terms "first", "second", and the like are used only for distinguishing the description, and are not to be construed as indicating or implying relative importance.
The method utilizes Hypermesh software to introduce a frame structure geometric model and extract the middle surface of the frame cross beam and the longitudinal beam. The chassis frame structure bending stiffness modeling method comprises the following steps:
firstly, the bolt connection position of the frame and the cross beam is geometrically processed. Specifically, the method comprises the following steps: performing geometric treatment on the positions of the cross beam and the longitudinal beam which are connected by the bolts, wherein bolt holes are expanded by two circles to ensure that the bolt connection positions are four deformation units;
secondly, adopt S4 and S3 unit to carry out meshing to frame sheet metal structure, specifically: adopting S4 four deformation units and S3 triangular units to perform grid division on the frame cross beam and longitudinal beam structures;
the frame structure is then connected using a Rigid unit, including bolts and front and rear support points. Specifically, the method comprises the following steps: connecting the positions of bolts by a Rigid Rigid body unit, simulating the bolts, and connecting the Rigid Rigid body unit with a front support point and a rear support point of the frame;
establishing and endowing the frame material and the section attribute;
thirdly, vertical loads are applied to the upper airfoil surface of the frame longitudinal beam at the middle points of the front supporting point and the rear supporting point. Specifically, the method comprises the following steps: applying constraint on front and rear support points of the frame, and applying vertical load on the upper wing surface of the frame longitudinal beam;
finally, submitting ABAQUS software for calculation, checking whether the frame deformation is correct, reading the vertical displacement of the lower airfoil surface of the frame longitudinal beam, and specifically: and reading the displacement deformation result of the longitudinal beam, and calculating the bending rigidity of the frame according to a formula. The flow chart is shown in fig. 1.
In the invention, the restraint positions of the front and rear support points restrain the spring or the shock absorber support point instead of the vertical projection point of the front and rear shafts on the lower airfoil of the frame when the bending rigidity of the frame is calculated, so that the calculation result of the bending rigidity of the frame is more consistent with the actual situation. When the bending deformation displacement result of the frame is read, the projection point of the frame longitudinal beam loading point on the lower wing surface of the frame is read, and the influence of local deformation of the upper wing surface loading point is eliminated. When the bending rigidity of the frame is calculated, the displacement deformation result reads the average value of the vertical displacement of the vertical load loading points of the longitudinal beams on the two sides at the lower wing surface projection point of the frame, the integral deformation condition of the two longitudinal beams is represented, and the integral deformation condition is more consistent with the actual condition.
Example 1
Description of the coordinate system of the whole vehicle: the whole vehicle points to the tail from the vehicle head to the vehicle tail and is in the X-axis positive direction (1 direction), the vertical direction is in the Z-axis positive direction (3 direction), the Y-axis positive direction of the whole vehicle coordinate system is combined with the right-hand spiral rule, and the rotating directions around the X, Y and Z axes respectively represent the directions of 4, 5 and 6.
The implementation steps of the invention are described in detail by taking the chassis frame structure of a certain vehicle type as a figure.
Firstly, introducing a geometric model of a frame structure by using Hypermesh software, extracting the middle surfaces of a cross beam and a longitudinal beam, carrying out geometric processing on the bolt connection position of the frame, and expanding two circles of bolt holes to ensure that the periphery of the bolt holes is a quadrilateral unit.
And secondly, adopting an S4 quadrilateral unit and an S3 triangular unit to perform meshing on the frame structure, simulating the bolt connection position by using a Rigid Rigid body unit, and simultaneously connecting the front support point position and the rear support point position of the frame by using the Rigid Rigid body unit, as shown in figure 2. Two front supporting points of the frame are supporting positions of the shock absorber and the spiral spring, and the two front supporting points are partially connected by a Rigid Rigid body unit, as shown in figure 3. Two back support points of the frame are spiral spring support points, and the connection form of the Rigid Rigid body unit is consistent with that of the front support point.
Thirdly, establishing the properties of the cross beam and the longitudinal beam of the frame and the section, and endowing the frame with the properties;
and fourthly, constraining the degrees of freedom of 1, 2 and 3 at the front left supporting point of the frame, constraining the degrees of freedom of 1 and 3 at the front right supporting point of the frame, constraining the degrees of freedom of 2 and 3 at the rear left supporting point of the frame, and constraining the degrees of freedom of 3 at the rear right supporting point of the frame. And (3) respectively applying vertical downward loads 5000N to the upper wing surfaces of the longitudinal beams on the two sides of the frame, wherein if the distance between the front and rear support points of the frame along the X direction of the whole vehicle is L, the vertical downward load loading position of the upper wing surfaces of the frame is L/2, as shown in figure 4. The traditional vehicle frame bending rigidity calculation front and rear constraint points are not support points of springs and dampers, but projection points of support points of the springs and the dampers on lower wing surfaces of a vehicle frame, the projection point rigidity of the lower wing surfaces is different from the local rigidity of actual support points, so that the vehicle frame bending rigidity calculation result is not accordant with the reality, the local rigidity of the projection points of the lower wing surfaces is usually larger than the local rigidity of the support points, namely the local deformation is small, and the vehicle frame bending rigidity calculation result is larger than the reality. As shown in fig. 5.
Fifthly, deriving a frame bending stiffness calculation file ([ inp file) from the Hypermesh software, submitting ABAQUS to solve calculation, and obtaining a frame displacement deformation cloud picture result ([ odb file);
and sixthly, opening a frame displacement deformation result cloud graph ([ odb ] file) by using ABAQUS software, and reading the vertical displacement of the frame longitudinal beam vertical load loading point on the lower wing surface projection point of the frame, wherein the vertical displacement is shown in figure 5. The traditional method reads the displacement of a vertical load loading point, and the local deformation of the loading point can not accurately reflect the whole bending deformation condition of the frame, so that the bending rigidity calculation result of the frame is smaller than the actual bending rigidity calculation result;
and seventhly, calculating a formula according to the bending rigidity of the frame: w = F/A, wherein F is equal to 5000N +5000N =10000N applied load vertically on the longitudinal beam of the frame, and A represents the average value of the vertical displacement of the vertical load application points of the longitudinal beams on the two sides on the lower wing surface projection point of the frame.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in some detail by the above embodiments, the invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the invention, and the scope of the invention is determined by the scope of the appended claims.
Claims (10)
1. A chassis frame structure bending stiffness modeling method is characterized by comprising the following steps:
A. performing geometric processing on the connection position of the frame and the cross beam bolt;
B. carrying out grid division on the frame sheet metal structure by adopting S4 and S3 units;
C. the frame structure is connected by a Rigid unit, and the Rigid unit comprises a bolt, a front supporting point and a rear supporting point;
D. establishing and endowing a frame material and section properties;
E. applying vertical load on the upper wing surface of the frame longitudinal beam at the middle points of the front supporting point and the rear supporting point;
F. and submitting ABAQUS software for calculation, checking whether the frame deformation is correct, and reading the vertical displacement of the lower wing surface of the frame longitudinal beam.
2. The chassis frame structure bending stiffness modeling method according to claim 1, characterized in that: and step A, performing geometric treatment on the positions of the cross beam and the longitudinal beam which are connected by the bolts, and expanding the bolt holes by two circles.
3. The chassis frame structure bending stiffness modeling method according to claim 2, characterized in that: and (3) introducing a geometric model of the frame structure by using Hypermesh software, extracting the middle surfaces of the cross beam and the longitudinal beam, carrying out geometric processing on the bolted connection position of the frame, and expanding the bolt hole by two circles.
4. The chassis frame structure bending stiffness modeling method according to claim 1, characterized in that: and step B, adopting S4 four-deformation units and S3 triangular units to perform grid division on the frame cross beam and longitudinal beam structures.
5. The chassis frame structure bending stiffness modeling method according to claim 1, characterized in that: and step C, connecting the positions of the bolts by using a Rigid Rigid body unit, simulating the bolts, and connecting the Rigid Rigid body unit with the front supporting point and the rear supporting point of the frame.
6. The chassis frame structure bending stiffness modeling method according to claim 5, characterized in that: the two front supporting points of the frame are supporting positions of the shock absorber and the spiral spring, the Rigid Rigid body units are locally connected, the two rear supporting points of the frame are supporting points of the spiral spring, and the connecting form of the Rigid Rigid body units is consistent with that of the front supporting points.
7. The chassis frame structure bending stiffness modeling method according to claim 1, characterized in that: and E, applying constraint on the front and rear support points of the frame, and applying vertical load on the upper airfoil surface of the frame longitudinal beam.
8. The chassis frame structure bending stiffness modeling method according to claim 1, characterized in that: and F, reading the displacement deformation result of the longitudinal beam, and calculating the bending rigidity of the frame according to a formula.
9. The chassis frame structure bending stiffness modeling method according to claim 8, characterized in that: and when the bending rigidity of the frame is calculated, the displacement deformation result reads the average value of the vertical displacement of the vertical load loading points of the longitudinal beams on the two sides at the lower wing surface projection point of the frame, and the integral deformation condition of the two longitudinal beams is represented.
10. The chassis frame structure bending stiffness modeling method according to claim 9, characterized in that the frame bending stiffness is calculated in a manner that: w = F/A, wherein F is equal to 5000N +5000N =10000N applied load vertically on the longitudinal beam of the frame, and A represents the average value of the vertical displacement of the vertical load application points of the longitudinal beams on the two sides on the lower wing surface projection point of the frame.
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