CN116150884A - Vehicle body structure design method and device based on side collision - Google Patents
Vehicle body structure design method and device based on side collision Download PDFInfo
- Publication number
- CN116150884A CN116150884A CN202310099412.4A CN202310099412A CN116150884A CN 116150884 A CN116150884 A CN 116150884A CN 202310099412 A CN202310099412 A CN 202310099412A CN 116150884 A CN116150884 A CN 116150884A
- Authority
- CN
- China
- Prior art keywords
- vehicle body
- side collision
- energy absorbed
- body structure
- participating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2111/00—Details relating to CAD techniques
- G06F2111/04—Constraint-based CAD
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Geometry (AREA)
- General Physics & Mathematics (AREA)
- Computer Hardware Design (AREA)
- General Engineering & Computer Science (AREA)
- Evolutionary Computation (AREA)
- Aviation & Aerospace Engineering (AREA)
- Pure & Applied Mathematics (AREA)
- Mathematical Optimization (AREA)
- Mathematical Analysis (AREA)
- Computational Mathematics (AREA)
- Automation & Control Theory (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention relates to the technical field of automobiles, and provides a method and a device for designing a vehicle body structure based on side collision, wherein the method comprises the following steps: constructing an energy conversion theoretical model in the side collision process according to the design target of the vehicle body; calculating the energy absorbed by the vehicle body through an energy conversion theoretical model; the energy absorbed by the vehicle body is distributed to all parts participating in stress deformation in the vehicle body, so that the energy absorbed by all parts participating in stress deformation is obtained; determining design parameters of the components participating in the stress deformation according to the energy absorbed by the components participating in the stress deformation; and constructing a CAE model through design parameters of each part participating in stress deformation, and verifying and optimizing the crashworthiness of the vehicle body structure through the CAE model. The invention has the advantages of higher quantization degree, better fitting practical condition, better accuracy and the like, can effectively guide the dimension design work in the early development link of the vehicle, and can rapidly confirm whether the vehicle body structure meets the crashworthiness requirement.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a method and a device for designing a vehicle body structure based on side collision.
Background
The automobile is the most common transportation means in daily life, brings convenience to the life of people, and also brings certain potential safety hazards to passengers in the automobile and pedestrians outside the automobile, and along with the rapid development of the automobile industry, the requirements of markets and related regulations on the safety performance of the automobile are continuously improved.
In order to improve the safety of vehicles, corresponding safety standards are issued in various countries, including technical requirements from NCAP, C-IASI, IIHS and the like, wherein the standards all provide higher requirements on the side collision performance of vehicles, if the structural design of the vehicle body is unreasonable, the problem of deformation of the vehicle body structure easily occurs in the side collision process, when the deformation of the vehicle body structure is serious, the space in the vehicle can be greatly compressed, and the life safety of passengers in the vehicle is further threatened, so that the requirements of the standards are met, the development cost of the vehicle is saved, and a large amount of simulation calculation and optimization of the vehicle body structure are needed in the initial stage of vehicle development.
At present, in the existing vehicle side collision simulation, a commonly adopted quantitative measurement method is relatively simple, when the vehicle side collision happens, only the deformation amount of a single component of a B column (corresponding to the energy absorption of the B column) is considered, and the deformation amount of other components (corresponding to the energy absorption of other components, such as an upper beam, a lower beam and the like) is not fully considered, so that the obtained simulation result is not comprehensive and accurate enough through the existing method, and a certain blindness exists.
In view of this, overcoming the drawbacks of the prior art is a problem to be solved in the art.
Disclosure of Invention
The invention provides a solution to the technical problem that the simulation result of the side collision of the vehicle in the prior art is not comprehensive and accurate enough and has a certain blindness.
In order to solve the technical problems, the invention adopts the following technical scheme:
in a first aspect, the present invention provides a vehicle body structure design method based on a side collision, including:
s100, constructing an energy conversion theoretical model in the side collision process according to the design target of the vehicle body;
s200, calculating the energy absorbed by the vehicle body through an energy conversion theoretical model;
s300, distributing the energy absorbed by the vehicle body to all the parts participating in the stress deformation in the vehicle body to obtain the energy absorbed by all the parts participating in the stress deformation;
s400, determining design parameters of all the parts participating in the forced deformation according to the energy absorbed by all the parts participating in the forced deformation;
s500, constructing a CAE model through design parameters of each part participating in stress deformation, and verifying and optimizing the crashworthiness of the vehicle body structure through the CAE model.
Preferably, in S100, the constructing an energy conversion theoretical model in a side collision process includes:
s110, before side collision occurs, determining initial speeds and initial masses of the trolley and the test vehicle, and calculating initial energies of the trolley and the test vehicle according to the initial speeds and the initial masses of the trolley and the test vehicle;
and S120, after the side collision occurs, calculating residual energy of the trolley and the test trolley when the instant speeds are equal.
Preferably, in S200, the calculating the energy absorbed by the vehicle body includes:
s210, calculating the energy absorbed by the trolley and the test vehicle together according to the initial energy of the trolley and the test vehicle and the residual energy of the trolley and the test vehicle;
s220, separating the energy absorbed by the test vehicle from the energy absorbed by the trolley and the test vehicle together according to a certain proportionality coefficient to obtain the energy absorbed by the test vehicle body.
Preferably, in S300, the distributing the energy absorbed by the vehicle body to each part participating in the stress deformation in the vehicle body to obtain the energy absorbed by each part participating in the stress deformation includes:
s310, obtaining actual measurement test data of a reference vehicle in a side collision process;
s320, acquiring the weight of the energy absorbed by each part of the reference vehicle participating in the stress deformation according to the actual measurement test data;
s330, calculating the energy absorbed by each part of the test vehicle participating in the stress deformation according to the weight of the energy absorbed by each part of the reference vehicle participating in the stress deformation.
Preferably, in S300, the component participating in the stress deformation includes: upper beam, lower beam and B post.
Preferably, in S400, the determining the design parameters of each component involved in the stress deformation includes:
s410, determining the collapsing distance of the upper beam and the lower beam according to the design target of the vehicle body;
s420, calculating the axial average structural force of the upper beam and the lower beam according to the collapsing distance of the upper beam and the lower beam and the energy absorbed by the upper beam and the lower beam;
s430, determining the sizes of the upper cross beam and the lower cross beam according to the axial average structural force of the upper cross beam and the lower cross beam.
Preferably, in S400, the determining the design parameters of each component involved in the stress deformation includes:
s440, calculating the bending resistance of the B column according to the design target of the vehicle body and the energy absorbed by the B column;
s450, determining the size of the B column according to the bending resistance of the B column.
Preferably, in S440, the calculating the bending resistance of the B-pillar includes:
s441, dividing the height of the B column by combining the height of the B column;
s442, calculating bending moment resistance of each height section and rotating angles of each height section in the deformation process;
s443, calculating the bending resistance of the B column through bending moment resistance of each height section and the rotation angle of each height section in the deformation process.
Preferably, the dimensions include: material thickness and cavity size.
In a second aspect, the present invention provides a side collision-based vehicle body structure design apparatus, comprising:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor for performing the side impact based vehicle body structure design method according to the first aspect.
Aiming at the defects in the prior art, the invention has the following beneficial effects:
by combining the working conditions of the vehicle, the invention fully considers the energy absorbed by each part participating in stress deformation in the side collision process of the vehicle, and the constructed simulation model has the advantages of higher quantization degree, better fitting actual conditions, better accuracy and the like, can effectively guide the dimension design work in the early development link of the vehicle, and can rapidly confirm whether the vehicle body structure meets the crashworthiness requirement.
Drawings
In order to more clearly illustrate the technical solution of the embodiments of the present invention, the drawings that are required to be used in the embodiments of the present invention will be briefly described below. It is evident that the drawings described below are only some embodiments of the present invention and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.
FIG. 1 is a schematic flow chart of a method for designing a vehicle body structure based on a side collision according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a side impact process according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart of a method for designing a vehicle body structure based on a side collision according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart of a method for designing a vehicle body structure based on a side collision according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of an energy change during a side impact according to an embodiment of the present invention;
FIG. 6 is a schematic view of a test vehicle body structure according to an embodiment of the present invention;
FIG. 7 is a schematic flow chart of a method for designing a vehicle body structure based on a side collision according to an embodiment of the present invention;
FIG. 8 is a schematic flow chart of a method for designing a vehicle body structure based on a side collision according to an embodiment of the present invention;
FIG. 9 is a schematic illustration of a beam collapse condition during a side impact according to an embodiment of the present invention;
FIG. 10 is a schematic flow chart of a method for designing a vehicle body structure based on a side collision according to an embodiment of the present invention;
FIG. 11 is a schematic flow chart of a method for designing a vehicle body structure based on a side collision according to an embodiment of the present invention;
FIG. 12 is a schematic illustration of a process for highly partitioning a B-pillar according to an embodiment of the present invention;
fig. 13 is a schematic structural view of a vehicle body structural design device based on a side collision according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention. In addition, the technical features of each embodiment or the single embodiment provided by the invention can be combined with each other at will to form a feasible technical scheme, and the combination is not limited by the sequence of steps and/or the structural composition mode, but is necessarily based on the fact that a person of ordinary skill in the art can realize the combination, and when the technical scheme is contradictory or can not realize, the combination of the technical scheme is not considered to exist and is not within the protection scope of the invention claimed.
Example 1:
in order to solve the technical problems that the simulation result of the side collision of the vehicle in the prior art is not comprehensive and accurate enough and has a certain blindness, the invention provides a vehicle body structure design method based on the side collision, as shown in fig. 1, which comprises the following steps:
s100, constructing an energy conversion theoretical model in the side collision process according to the design target of the vehicle body.
The design targets of the vehicle body include, but are not limited to, NCAP, C-IASI, IIHS and other technical requirements, wherein the C-IASI (CHINA INSURANCE AUTOMOTIVE SAFETY INDEX, china insurance automobile safety index) tests and evaluates the vehicle from four aspects of crashworthiness and maintenance economy index, in-vehicle passenger safety index, out-vehicle pedestrian safety index and vehicle auxiliary safety index, and the final evaluation results are in visual grades: the forms of excellent (G), good (A), general (M) and poor (P) are released outwards periodically.
As a side collision test, which is one of the in-vehicle occupant safety indexes, a test protocol is compiled with reference to IIHS (Insurance Institute for Highway Safety, american highway safety insurance association) and the test uses a movable deformable barrier (Moving Deformable Barrier, hereinafter abbreviated as MDB or dolly) with a front-end mounted IIHS crash block to strike the driver side of the test car, the MDB traveling direction being perpendicular to the longitudinal center plane of the test car, the MDB longitudinal center line being aligned with the test car collision reference line, the collision speed being 50±1km/h. And the driver position and the second row of seats of the test vehicle are respectively provided with a SID-IIs (D version) type dummy for measuring the injury condition of passengers in the vehicle in the side collision process.
In the step, taking the C-IASI technical requirement as an example, after the side collision occurs, the living space of passengers in the vehicle is more than or equal to 125mm, and in order to ensure that the design target of the vehicle body is achieved, the design target of the vehicle body is preferably as follows: the living space of passengers in the vehicle is more than or equal to 150mm, and when the vehicle is calculated:
MDB intrusion distance d=door to occupant seat centerline distance-150-D
D is the space occupied by the crumple residues of sheet metal parts such as a vehicle door, a B column, an upper beam, a lower beam and the like.
Fig. 2 is a schematic diagram of a side collision process according to an embodiment of the present invention.
As one implementation manner, in S100, the construction of the energy conversion theoretical model in the side collision process, as shown in fig. 3, includes:
and S110, before the side collision occurs, determining initial speeds and initial masses of the trolley and the test vehicle, and calculating initial energies of the trolley and the test vehicle according to the initial speeds and the initial masses of the trolley and the test vehicle.
In the side collision test, the initial velocity v of the carriage is assumed 1 The initial mass of the trolley is m 1 Initial speed v of test vehicle 2 The initial mass of the test car is m 2 Wherein the initial velocity v of the test car is equal to the stationary state since the traveling direction of the trolley is perpendicular to the longitudinal center plane of the test car 2 ＝0。
According to an energy formula, before side collision occurs, the initial energy of the trolley is as follows:
according to an energy formula, before a side collision occurs, the initial energy of the test vehicle is as follows:
it can be seen that the total energy is the initial energy E of the trolley before the surface collision occurs 1 。
And S120, after the side collision occurs, calculating residual energy of the trolley and the test trolley when the instant speeds are equal.
Initial velocity v of the truck after side collision 1 The initial speed v of the test car is reduced under the impact of the trolley 2 When the speed reaches the time t, the instantaneous speeds of the trolley and the test trolley are equal, and the speed at the moment is v t The deformation of the test vehicle reaches the maximum at this time, and according to the law of conservation of momentum, there are:
m 1 v 1 ＝(m 1 +m 2 )v t
after the side collision occurs, the residual energy of the trolley and the test trolley when the instant speeds are equal is as follows:
s200, calculating the energy absorbed by the vehicle body through an energy conversion theoretical model.
In this step, the principle of the energy conservation theorem is that the energy is transferred before the side collision and after the side collision, and the total energy remains unchanged.
Specifically, in S200, the calculating the energy absorbed by the vehicle body, as shown in fig. 4, includes:
s210, calculating the energy absorbed by the trolley and the test trolley together according to the initial energy of the trolley and the test trolley and the residual energy of the trolley and the test trolley.
In S110, the initial energy E of the carriage and the test carriage before the side collision occurs 1 And, in S120, residual energy E of the carriage and the test carriage after the side collision occurs t The energy absorbed by the trolley and the test trolley together can be calculated:
E A ＝E 1 -E t
s220, separating the energy absorbed by the test vehicle from the energy absorbed by the trolley and the test vehicle together according to a certain proportionality coefficient to obtain the energy absorbed by the test vehicle body.
The proportionality coefficient can be obtained by referring to the same category, the same grade or the same series of vehicle types.
Let the proportionality coefficient be k, then the energy absorbed by the test car body:
E v ＝kE A
FIG. 5 is a schematic view of an energy change process in a side collision process according to an embodiment of the present invention; wherein the vertical axis represents the stress conditions of the barrier and the test body during a side collision, and the horizontal axis represents the deformation conditions of the barrier and the test body during a side collision, and the area portions are the energy absorbed by the barrier during a side collision and the energy absorbed by the body during a side collision, respectively.
And S300, distributing the energy absorbed by the vehicle body to each part participating in the stress deformation in the vehicle body to obtain the energy absorbed by each part participating in the stress deformation.
In combination with the working condition of the vehicle, in the body of the experimental vehicle, the component participating in the forced deformation is not only the B column, after the side collision occurs, the energy of the collision is transmitted to the B column, the B column deforms and absorbs part of energy, and as the body is of an assembled integrated structure, after the side collision occurs, the energy of the collision is also transmitted to other components in the body of the experimental vehicle.
In S300, the component involved in the stress deformation includes: upper beam, bottom end rail and B post, wherein, the upper beam includes: upper cross member 1, upper cross member 2, the lower cross member includes: a lower beam 1, a lower beam 2 and a lower beam 3.
Fig. 6 is a schematic view of a body structure of a test vehicle according to an embodiment of the present invention.
In S300, the distributing the energy absorbed by the vehicle body to each component participating in the stress deformation in the vehicle body, to obtain the energy absorbed by each component participating in the stress deformation, as shown in fig. 7, includes:
s310, obtaining actual measurement test data of the reference vehicle in the side collision process.
In the implementation process, the actual measurement test data of the reference vehicle in the side collision process is preferably obtained through actual measurement of the vehicle types from the same category, the same grade or the same series.
S320, according to the actual measurement test data, the weight of the energy absorbed by each part of the reference vehicle participating in the stress deformation is obtained.
Taking measured test data of a reference vehicle in the side collision process as a reference, aiming at the components participating in the stress deformation, the weights of the energy absorbed by the upper cross beam 1, the upper cross beam 2, the lower cross beam 1, the lower cross beam 2 and the lower cross beam 3 are respectively k u1 、k u2 、k f1 、k f2 And k f3 Correspondingly, the energy absorbed by each part participating in stress deformation is E u1 、E u2 、E f1 、E f2 And E is f3 。
S330, calculating the energy absorbed by each part of the test vehicle participating in the stress deformation according to the weight of the energy absorbed by each part of the reference vehicle participating in the stress deformation.
By calculation, the energy absorbed by each part participating in the forced deformation is respectively as follows:
E i ＝k i ·E v
s400, determining design parameters of the components participating in the stress deformation according to the energy absorbed by the components participating in the stress deformation.
As described above, the component involved in the forced deformation includes: the upper cross beam (comprising the upper cross beam 1, the upper cross beam 2), the lower cross beam (comprising the lower cross beam 1, the lower cross beam 2, the lower cross beam 3) and the B column are greatly different in structural force conditions born by the upper cross beam, the lower cross beam and the B column after side collision occurs, specifically, the stress direction of the upper cross beam and the lower cross beam is consistent with the running direction of the trolley, the upper cross beam and the lower cross beam can be subjected to crumple deformation, the stress direction of the B column is perpendicular to the running direction of the trolley, and the B column can be subjected to bending deformation, so that the upper cross beam, the lower cross beam and the B column need to be treated differently when determining design parameters of each part participating in the stress deformation.
For the upper beam and the lower beam, in S400, the determining design parameters of each component participating in the stress deformation, as shown in fig. 8, includes:
s410, determining the collapsing distance of the upper beam and the lower beam according to the design target of the vehicle body.
The collapsing distance of the upper beam and the lower beam is S i The following steps are:
S i ＝X i -d i
wherein X is i D is the distance from the edge contour line of the upper beam and the lower beam to the target line of intrusion i Is the crumple residue of the upper beam and the lower beam metal plates.
FIG. 9 is a schematic diagram of a beam collapse state during a side impact according to an embodiment of the present invention; wherein the upper beam 1 (X u1 ) And lower cross member 1 (X) f1 ) Schematically represented by way of example.
S420, calculating the axial average structural force of the upper beam and the lower beam according to the collapsing distance of the upper beam and the lower beam and the energy absorbed by the upper beam and the lower beam.
The axial average structural force of the upper cross beam and the lower cross beam is F i The following steps are:
E i ＝F i ·S i
due to E i And S is i The axial average structural forces of the upper and lower beams are known to be calculated.
Specifically, as shown in fig. 6, the upper beam has an axial average structural force F u1 、F u2 The corresponding axial average structural force of the lower cross beam is F f1 、F f2 And F f3 Can be calculated separately.
S430, determining the sizes of the upper cross beam and the lower cross beam according to the axial average structural force of the upper cross beam and the lower cross beam.
After the axial average structural forces of the upper beam and the lower beam are calculated, the sizes of the upper beam and the lower beam can be further calculated through simulation software, wherein the sizes comprise the material thickness of the upper beam and the lower beam and the size of the cavity.
For the B-pillar, in S400, the determining design parameters of each component involved in the stress deformation, as shown in fig. 10, includes:
s440, calculating the bending resistance of the B column according to the design target of the vehicle body and the energy absorbed by the B column.
In S440, the calculating the bending resistance of the B-pillar, as shown in fig. 11, includes:
s441, the heights of the B pillars are divided in combination with the heights of the B pillars.
FIG. 12 is a schematic diagram of a process for highly partitioning a B-pillar according to an embodiment of the present invention; in the figure, the height of the B column is approximately divided into 5 height sections, which correspond to 5 height sections respectively, and after side collision occurs, the section of the B column has different technical requirements on bending moment resistance.
It can be understood that the height of the B column can be finely divided by combining the actual working conditions of the vehicle, so that more height sections can be obtained, and the design parameters of the B column are more accurate.
S442, bending moment resistance of each height section and the rotation angle of each height section in the deformation process are calculated.
The bending moment is a moment, and is a kind of internal moment on the section of the stressed member, namely the resultant moment of the internal force system perpendicular to the section. In this step, for a bending moment of a certain height section on the B-pillar, the magnitude of the bending moment is the algebraic sum of all external forces on the B-pillar taken by the section and the centroid moment of the section.
S443, calculating the bending resistance of the B column through bending moment resistance of each height section and the rotation angle of each height section in the deformation process.
Let the bending moment of each height section of the B column be M i The rotation angle in the deformation process of each height section is theta i Specifically, the bending resistance of the B column is calculated by:
s450, determining the size of the B column according to the bending resistance of the B column.
Similarly, after calculating the bending resistance of the B-pillar, the size of the B-pillar can be further calculated by simulation software, wherein the size comprises the material thickness and the cavity size of the B-pillar.
S500, constructing a CAE model through design parameters of each part participating in stress deformation, and verifying and optimizing the crashworthiness of the vehicle body structure through the CAE model.
In the step, the mechanical property of the vehicle body structure is solved by constructing a CAE model and the mechanical property of the vehicle body structure is optimized by utilizing the assistance of a computer, the vehicle body structure is organically organized, the vehicle body structure can be checked and calculated in a large quantity and quickly, and the dimension design work in the early development link of the vehicle is guided in real time.
In this step, after the design parameters of the upper beam (including the upper beam 1 and the upper beam 2), the lower beam (including the lower beam 1, the lower beam 2 and the lower beam 3) and the B-pillar are determined, the crashworthiness of the vehicle body structure can be verified and optimized by constructing the CAE model, and a lightweight vehicle body design scheme with crashworthiness is obtained.
Example 2:
based on embodiment 1, on the basis of embodiment 1, as shown in fig. 13, a schematic structural diagram of a vehicle body structural design device based on a side collision according to an embodiment of the present invention includes: at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor for performing the side impact-based vehicle body structure design method as described in embodiment 1.
In summary, the invention provides a vehicle body structure design method and device based on side collision, which fully considers the energy absorbed by each part participating in stress deformation in the side collision process of the vehicle by combining the working condition of the vehicle, and the constructed simulation model has the advantages of higher quantization degree, better fitting actual condition, better accuracy and the like, can effectively guide the dimension design work in the early development link of the vehicle, and can quickly confirm whether the vehicle body structure meets the crashworthiness requirement.
In the foregoing embodiments, the descriptions of the embodiments are focused on, and for those portions of one embodiment that are not described in detail, reference may be made to the related descriptions of other embodiments.
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, electronic device, or computer software program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, systems, electronic devices, or computer software program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a system for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
Claims (10)
1. A side collision-based vehicle body structure design method, characterized by comprising:
s100, constructing an energy conversion theoretical model in the side collision process according to the design target of the vehicle body;
s200, calculating the energy absorbed by the vehicle body through an energy conversion theoretical model;
s300, distributing the energy absorbed by the vehicle body to all the parts participating in the stress deformation in the vehicle body to obtain the energy absorbed by all the parts participating in the stress deformation;
s400, determining design parameters of all the parts participating in the forced deformation according to the energy absorbed by all the parts participating in the forced deformation;
s500, constructing a CAE model through design parameters of each part participating in stress deformation, and verifying and optimizing the crashworthiness of the vehicle body structure through the CAE model.
2. The side collision-based vehicle body structure design method according to claim 1, wherein in S100, the constructing an energy conversion theoretical model in a side collision process includes:
s110, before side collision occurs, determining initial speeds and initial masses of the trolley and the test vehicle, and calculating initial energies of the trolley and the test vehicle according to the initial speeds and the initial masses of the trolley and the test vehicle;
and S120, after the side collision occurs, calculating residual energy of the trolley and the test trolley when the instant speeds are equal.
3. The side collision based vehicle body structure design method according to claim 2, wherein in S200, the calculating of the energy absorbed by the vehicle body includes:
s210, calculating the energy absorbed by the trolley and the test vehicle together according to the initial energy of the trolley and the test vehicle and the residual energy of the trolley and the test vehicle;
s220, separating the energy absorbed by the test vehicle from the energy absorbed by the trolley and the test vehicle together according to a certain proportionality coefficient to obtain the energy absorbed by the test vehicle body.
4. The method for designing a side collision based vehicle body structure according to claim 3, wherein in S300, the distributing the energy absorbed by the vehicle body to each of the members involved in the deformation under force to obtain the energy absorbed by each of the members involved in the deformation under force includes:
s310, obtaining actual measurement test data of a reference vehicle in a side collision process;
s320, acquiring the weight of the energy absorbed by each part of the reference vehicle participating in the stress deformation according to the actual measurement test data;
s330, calculating the energy absorbed by each part of the test vehicle participating in the stress deformation according to the weight of the energy absorbed by each part of the reference vehicle participating in the stress deformation.
5. The side collision based vehicle body structure design method according to claim 4, wherein in S300, the component participating in the forced deformation includes: upper beam, lower beam and B post.
6. The side impact based vehicle body structure design method according to claim 5, wherein in S400, the determining design parameters of each of the members involved in the forced deformation includes:
s410, determining the collapsing distance of the upper beam and the lower beam according to the design target of the vehicle body;
s420, calculating the axial average structural force of the upper beam and the lower beam according to the collapsing distance of the upper beam and the lower beam and the energy absorbed by the upper beam and the lower beam;
s430, determining the sizes of the upper cross beam and the lower cross beam according to the axial average structural force of the upper cross beam and the lower cross beam.
7. The side impact based vehicle body structure design method according to claim 5, wherein in S400, the determining design parameters of each of the members involved in the forced deformation includes:
s440, calculating the bending resistance of the B column according to the design target of the vehicle body and the energy absorbed by the B column;
s450, determining the size of the B column according to the bending resistance of the B column.
8. The side collision based vehicle body structure design method according to claim 7, wherein in S440, the calculating the bending resistance of the B-pillar includes:
s441, dividing the height of the B column by combining the height of the B column;
s442, calculating bending moment resistance of each height section and rotating angles of each height section in the deformation process;
s443, calculating the bending resistance of the B column through bending moment resistance of each height section and the rotation angle of each height section in the deformation process.
9. The side collision based vehicle body structure design method according to claim 6 or 7, characterized in that the dimensions include: material thickness and cavity size.
10. A side collision-based vehicle body structure design apparatus, comprising:
at least one processor; the method comprises the steps of,
a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor for performing the side impact based vehicle body structure design method of any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310099412.4A CN116150884A (en) | 2023-02-01 | 2023-02-01 | Vehicle body structure design method and device based on side collision |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310099412.4A CN116150884A (en) | 2023-02-01 | 2023-02-01 | Vehicle body structure design method and device based on side collision |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116150884A true CN116150884A (en) | 2023-05-23 |
Family
ID=86373157
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310099412.4A Pending CN116150884A (en) | 2023-02-01 | 2023-02-01 | Vehicle body structure design method and device based on side collision |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116150884A (en) |
-
2023
- 2023-02-01 CN CN202310099412.4A patent/CN116150884A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106709151B (en) | Design method for front end structure of automobile body with 25% overlap ratio collision on front side of automobile | |
| CN104792488B (en) | Collide chassis simulation test device and method | |
| Mohammed et al. | Evaluation of automotive hood and bumper performance with composite material by pedestrian impactor systems | |
| CN102117360A (en) | Vehicle frontal collision finite element model rapid-matching method | |
| Nguyen et al. | Analysis of vehicle structural performance during small-overlap frontal impact | |
| Chen et al. | Finite element based improvement of a light truck design to optimize crashworthiness | |
| Ambati et al. | Simulation of vehicular frontal crash-test | |
| CN111401678A (en) | Vehicle model verification system and method for guardrail safety performance evaluation | |
| Thuong | Vehicle frontal impact to pole barrier simulation using computer finite element model | |
| Marzougui et al. | Development & validation of a finite element model for a mid-sized passenger sedan | |
| Luu | Analysis of bus structural performance during full frontal impact | |
| Chen et al. | Optimized AHSS structures for vehicle side impact | |
| CN104776967A (en) | Impact bending resistance test device for car front longitudinal beam assembly and test method | |
| CN116150884A (en) | Vehicle body structure design method and device based on side collision | |
| CN105136479B (en) | A kind of positive impact test implementation of white body and its device | |
| CN103577618B (en) | A kind of vehicle energy absorption box method for designing and Automobile Design method | |
| CN114996994A (en) | Anti-collision beam energy absorption box structure capable of improving collision compatibility and design method thereof | |
| Lopes et al. | Passive Safety Solutions on Coach according ECE R29: Experimental and Numerical analyses | |
| Abid et al. | Performance of rear under-ride protection device (RUPD) during car to heavy truck rear impact | |
| Lin et al. | A study of finite element modeling for simulation of vehicle rollover | |
| Galipeau-Belair | Design and development of side underride protection devices (SUPD) for heavy vehicles | |
| Meghana et al. | Impact analysis of bumper and car chassis frame due to frontal collision for different materials | |
| Sun et al. | Assessment of Car to Car crash compatibility based on MPDB | |
| Albahash et al. | Crashworthiness Performance of Rear Underrun Protection Device under Simulated Car Collision | |
| Luu et al. | A Study on Small Vehicle Structure in Rear Under-Ride Impact by Using A CAE Based Methodology. |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |