JP2013092835A - Structure design support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a structure design support device for giving a design guideline for quantitatively evaluating the deformation configuration of each component or site in the case of loading a structure, and for reducing a weight while securing rigidity requested for the structure.SOLUTION: A structure design support device includes: a storage part for storing the numerical analysis data of each site configuring at least a part of a structure consisting of a single or multiple components; and a calculation part for quantitating the deformation of the structure under specific boundary conditions by numerical analysis on the basis of the numerical analysis data stored in the storage part, and for calculating information relating to the deformation mode of components or a part of components under the boundary conditions on the basis of the quantitated deformation of the structure.

Description

  The present invention relates to a technology for supporting structural design for achieving evaluation and improvement of rigidity and weight reduction of a structure in which a plurality of parts are formed by welding, caulking, bolt fastening, and the like.

  In recent years, in various structures, there has been an increasing demand for weight reduction from the viewpoint of energy saving and efficiency improvement. In particular, in the automobile field, there is a severe technical problem of reducing CO2 emission while ensuring collision safety that increases weight. In general, automobile bodies are assembled by welding, caulking, bolting, etc., which are mainly formed by pressing steel sheets with a press or the like. Collision safety is achieved by applying high-strength steel sheets (High Ten) to clear the above technical issues. It is advancing to reduce the weight by reducing the plate thickness while securing the above.

  However, lowering the plate thickness decreases the rigidity of the parts, which reduces the rigidity of the entire vehicle body. Lowering the rigidity of the car body will lead to a deterioration in ride comfort and handling characteristics. Therefore, when applying thin high tension, it is necessary to solve the car body rigidity problems such as improvement of the car body structure and partial stiffening. There is.

  Conventionally, in order to solve this problem efficiently and at low cost, a method using numerical analysis has been widely used. For example, Patent Document 1 discloses a design method for calculating a sensitivity for the overall rigidity of each part of an automobile body and optimizing a design variable so as to automatically improve the rigidity for a part having a relatively high sensitivity. The invention is disclosed.

JP 2002-215680 A

  However, with the method disclosed in Patent Document 1, even if an improvement in vehicle body rigidity is obtained, there is a possibility that weight reduction cannot be achieved efficiently. For example, if high-sensitivity parts are subjected to stiffening by increasing the plate thickness or applying a patch according to the above method, in some cases, even if the rigidity is improved, the weight may increase significantly and the plate thickness may be reduced. There is a possibility that the effect of reducing the weight of the vehicle body due to the reduction is reduced. As will be described later, this depends on how the vehicle body stiffness is retained by the deformation input to each component. However, in the above method, the deformation mode is considered. This is because efficient rigidity improvement cannot be expected.

  When a load is applied to a part on the plane in the out-of-plane direction, the part generates bending deformation, and the input load is held by bending stress in the part. On the other hand, when a load is input in the in-plane direction, the load is held by in-plane shear or axial force unless buckling occurs.

  When bending deformation occurs, the sensitivity to the plate thickness is very large. For example, in simple plane bending, the bending stiffness is proportional to the cube of the plate thickness, and stiffening this part greatly contributes to the vehicle body stiffness. On the other hand, when shear or axial force occurs, the sensitivity to the plate thickness is relatively small. For example, in the case of in-plane shear or axial force, the shear stiffness is proportional to the first power of the plate thickness, and stiffening this part has a small contribution to the vehicle body stiffness.

  Therefore, stiffening a part that undergoes bending deformation is considered to have a large improvement in vehicle body rigidity compared to an increase in weight. On the other hand, stiffening a component that generates shear or axial force is considered to have a small improvement in vehicle body rigidity compared to an increase in weight. In other words, in order to efficiently improve the vehicle body rigidity under certain load conditions while minimizing the increase in weight, it is necessary to elucidate the deformation modes of each part and implement measures according to the degree of deformation. It becomes.

  The present invention has been made in view of such circumstances, and its purpose is to quantitatively evaluate the deformation form of each part or part when the structure is loaded, and to determine the rigidity required for the structure. An object of the present invention is to provide a structure design support apparatus for providing a design guideline for reducing the weight while securing the structure.

  The present invention has been made in order to solve the above-described problem. The storage unit stores numerical analysis data of each part constituting at least a part of a structure composed of a single part or a plurality of parts. Based on the numerical analysis data stored in the unit, the deformation of the structure under a specific boundary condition is quantified by numerical analysis, and based on the quantified deformation of the structure, the component under the boundary condition or A structure design support apparatus comprising: a calculation unit that calculates information related to a deformation mode of a part of a part.

  Further, according to the present invention, the information on the deformation mode of the part or a part of the part is one of the amount of change in curvature defined by a plurality of components at one point or a plurality of points on the surface of the part obtained by the numerical analysis, or The structure design support apparatus as described above, wherein the structure design support apparatus has a plurality of component values.

  Further, the invention provides the structure design according to the above, wherein the information on the deformation mode of the part or a part of the part is a scalar quantity defined by using a plurality of components of the curvature change amount. It is a support device.

  Further, the present invention is characterized in that the information on the deformation mode of the part or part of the part is a change amount of an average curvature at one point or a plurality of points on the surface of the part obtained by the numerical analysis. It is a structure design support apparatus of description.

  Further, the present invention is characterized in that the information on the deformation mode of the part or a part of the part is a change amount of a Gaussian curvature at one point or a plurality of points on the surface of the part obtained by the numerical analysis. It is a structure design support apparatus of description.

  According to the present invention, it is possible to quantitatively evaluate the deformation form of each part or part when a structure is loaded, and to provide a design guideline for reducing the weight while ensuring the rigidity required for the structure. it can.

It is a 1st flowchart which shows the procedure of the analysis by one Embodiment of this invention. It is a 2nd flowchart which shows the procedure of the analysis by one Embodiment of this invention. It is a block diagram which shows the structure of the computer for rigidity analysis by one Embodiment of this invention. FIG. 3 is a graph in which the component number is plotted on the horizontal axis, the component curvature change is plotted on the vertical axis, and the component curvature change calculated based on the first flowchart shown in FIG. It is a graph which shows a partial curvature change. 3 is a graph in which the component number is plotted on the horizontal axis and the component curvature change is plotted on the vertical axis, and the component curvature change calculated based on the second flowchart shown in FIG.

In the present invention, after selecting a part or a part having high sensitivity to the rigidity of the vehicle body, a part or a part that improves the rigidity of the vehicle body efficiently by reducing the weight increase by clarifying the deformation form of each part. A means and a mechanism for supporting vehicle body design are provided.
Furthermore, the above technique is applicable not only to automobile bodies but also to all structures that require weight reduction.

The apparatus and information necessary for the present invention are as follows.
1. 1. Computer for rigidity analysis 2. Stiffness analysis software Finite element analysis data for structures (initial design data)
4). Load data on the structure (boundary conditions of the above finite element analysis data)

  The analysis procedure in the present invention will be described below with reference to FIG. In finite element analysis data (hereinafter referred to as FEM data) created on the basis of design data, a number is assigned to a part that constitutes a structure and the deformation mode is to be evaluated (the serial number is set to I) (step 1). Using the FEM data, a static analysis of the load applied to the structure is performed, and translational displacements δ of all nodes defined by the FEM data are calculated (step 2).

  Next, one node included in the part is selected as an evaluation node (a serial node number in the part to be evaluated is i), and a node included in the part adjacent to the evaluation node is set as 2 reference nodes. Select at least points (the reference node serial numbers for one evaluation node are j = 1, 2,...) (Step 3). The selection of the reference node may be a node included in a range determined by a certain distance from the evaluation node. It should be noted that the fixed distance from the evaluation node is desirably set by the user arbitrarily according to the shape of the target structure, the size of the element of the analysis data, and the like.

  Next, using the coordinates of the evaluation node and the reference node, an approximate plane formed by the reference node passing through the evaluation node is obtained by a least square method or the like, and a normal vector of the approximate plane is obtained as an evaluation plane normal vector Record as (n) (step 4).

  Next, a translational displacement difference vector (difference between the translational displacement δ of the evaluation node and the translational displacement δ of the reference node) based on the evaluation node and the reference node is calculated (calculated), and the calculated translational displacement difference vector The direction component of the evaluation plane normal vector (n) is recorded as a reference translational displacement (δj) (step 5). Further, a distance from the evaluation node to the reference node is calculated and recorded as a reference distance (rj) (step 6).

  In steps 5 and 6, the translational displacement difference vector is based on one evaluation node (i) and two or more reference nodes (j) selected for the one evaluation node. The reference translational displacement (δj) and the reference distance (rj) are calculated for each of the two or more reference nodes (j).

  Next, the coordinates (rj, δj) represented by the reference distance (rj) and the reference translational displacement (δj) are plotted in a space in which the horizontal axis is the reference distance and the vertical axis is the reference translational displacement. The group and the origin are approximated by a first order and a quadratic function having no constant term. Two times the absolute value of the coefficient of the quadratic term of the quadratic function is recorded as the evaluation curvature change (ρi) (step 7).

  Steps 3 to 7 are repeated, and the evaluation curvature change is calculated for all the nodes included in the part to be evaluated, and the average is recorded as the part curvature change (ΡI: I is a serial number representing the part) (step 8). As a method for calculating the average, an addition average of each evaluation node may be simply used, but a weighted addition average considering a weight depending on an area of an element including the evaluation node is preferable. As a method for calculating the average, a weighted addition average based on the area surrounded by the evaluation node, the midpoint of the node adjacent to the evaluation node, and the center of gravity of the element is more preferable in the element including the evaluation node.

  Parts with a small part curvature change obtained by the above method mean that out-of-plane deformation due to bending is smaller than in-plane deformation due to axial force or shear. Conversely, parts with large part curvature change due to axial force or shear. This means that out-of-plane deformation due to bending is greater than in-plane deformation. In other words, the component curvature change can be used as a parameter expressing the deformation form of one component in the structure under a certain load condition with the rigid displacement of the component removed.

  Therefore, it is possible to easily select a part to be stiffened and a part to reduce the plate thickness based on the value of the part curvature change, and it is possible to simultaneously achieve weight reduction and rigidity improvement. In particular, in the case of an automobile body, it is possible to significantly reduce the weight reduction index (value obtained by dividing the body weight by the torsional rigidity and the effective area) for evaluating the performance of the body rigidity and weight. For example, it is possible to easily reduce the weight reduction index by increasing / decreasing the plate thickness at a magnification proportional to the component curvature change.

  In addition, the designer may freely divide the target part instead of dividing the target for each part in Step 1 above. For example, when looking at the body of an automobile, large parts such as roofs and side panels are divided into multiple areas, and the same processing is performed to make the part curvature change in each area (referred to as partial curvature change) more suitable. It becomes possible to extract a stiffening point. Furthermore, by targeting each node of FEM data, the curvature change distribution can be obtained, the deformation form distribution in the structure becomes clear, and a finer design becomes possible. This curvature change distribution is, for example, the distribution of the component curvature change described above.

  If this method is used, the deformation state of each part or part can be easily known quantitatively. Moreover, since steps 3 to 8 are routine processes, they can be easily automated by a computer, and the work load on the designer can be reduced.

  Further, in the method of obtaining the component curvature change, partial curvature change, or curvature change distribution used in steps 1 to 8 above, from the nodal displacement (reference translation displacement etc.) and nodal coordinate data (reference distance etc.) described above. In addition to calculating the component curvature change, there is a means for obtaining the component curvature change. Even when such other means for determining the curvature change of the parts is used, the method according to the present embodiment described above is used to improve rigidity, reduce the weight of the vehicle body, or both. Design becomes possible.

  In the case where the element constituting the FEM data is a shell element, the part curvature change, the partial curvature change, or the curvature change distribution other than the method shown in Step 1 to Step 8 described with reference to FIG. A method for obtaining the value will be described below with reference to FIG.

  In the FEM data created on the basis of the design data, a number is assigned to the part that constitutes the structure and the deformation mode is to be evaluated (the serial number is I) (step 1 ').

  Next, using the FEM data, a static analysis is performed on the load applied to the structure, and the curvature change components κ11i, κ22i, and κ12i, which are the components of the curvature change at the center plane of each evaluation element, are obtained (step 2). '). Each curvature change component is assumed to be along the local coordinates of the shell element. When each of these curvature change components is analyzed by a general-purpose structural analysis solver such as MSC.MARC or NASTRAN, the result can be calculated and output as a generalized strain component.

  Next, one element included in the part is selected as an evaluation element (the serial element number in the part to be evaluated is i). Among the above-mentioned curvature change components, the components that affect the out-of-plane deformation are the 11 and 22 components (that is, the curvature change components κ11i and κ22i). The absolute value (a component having a large absolute value among the curvature change components κ11i and κ22i or the absolute value thereof) is recorded as an evaluation curvature change ρi (step 3 ′).

  Steps 2 ′ and 3 ′ are repeated to calculate the evaluation curvature change ρi for all elements included in the part to be evaluated, and the average is recorded as the part curvature change (ΡI: I is a serial number representing the part) (step 4) '). As a method for calculating the average, a simple addition average of each evaluation element may be used, but a weighted addition average considering a weight depending on the area of the evaluation element is desirable.

In step 3 ′, a simple arithmetic average of 11 and 22 components, an arithmetic average of absolute values, or a geometric average of absolute values may be used as the evaluation curvature change ρi of the evaluation element.
In step 3 ′, it is desirable to set the evaluation curvature change ρi to a substantial amount κ that does not depend on the coordinate system defined by equation (1).

κ = [2 × (κ11 × κ11 + κ22 × κ22 + 0.5 × κ12 × κ12) / 3] ^0.5 (1)

  Furthermore, in step 3 'described above, it is desirable to define using the principal curvature of the evaluation element. The main curvature is a curvature λ1 in a direction in which the curvature is maximum in the element plane and a curvature λ2 in a direction orthogonal to the curvature λ1. This curvature λ1 may be the evaluation curvature change ρi of the evaluation element. Alternatively, an average curvature that is an arithmetic average of the curvature λ1 and the curvature λ2 may be used as an evaluation curvature change ρi of the evaluation element, and a Gaussian curvature (or an absolute value thereof) that is a product of the curvature λ1 and the curvature λ2 is evaluated. The evaluation curvature change ρi of the element may be used.

  Regardless of the method of obtaining the evaluation curvature change ρi of any evaluation element, the weighted average according to the element area in each part can be calculated as the part curvature change ΡI in step 4 '.

  Based on the part curvature change ΡI, it is possible to easily select a part to be stiffened and a part to reduce the plate thickness, and it is possible to simultaneously achieve weight reduction and rigidity improvement. In particular, in the case of an automobile body, it is possible to greatly reduce the weight reduction index (a value obtained by dividing the body weight by the torsional rigidity and the effective area of the body) for evaluating the performance of the body rigidity and weight. For example, it is possible to easily reduce the weight reduction index by increasing or decreasing the plate thickness at a magnification proportional to the change in curvature.

  In addition, the designer may freely divide the target part instead of dividing the target for each part in step 1 '. For example, when viewed from the body of an automobile, it is possible to extract more suitable stiffening points by dividing large parts such as roofs and side panels into a plurality of regions. Furthermore, by targeting each element of the FEM data, the deformation distribution in the structure becomes clear and a finer design becomes possible.

  If this method is used, the deformation state of each part or part can be easily known quantitatively. Moreover, since steps 2 'to 4' are routine processes, they can be easily automated by a computer, and the work burden on the designer can be reduced.

  The method for obtaining the component curvature change, the partial curvature change, or the curvature change distribution described above with reference to FIG. 1 or FIG. 2 is executed by the rigidity analysis computer (structure design support apparatus) 100. For example, the rigidity analysis computer 100 includes an input unit 150, a storage unit 200, a curvature change calculation unit (calculation unit) 250 for each evaluation element, and an output unit 300. Further, as an example, the FEM model data and damping load condition input unit 50, the display 400, and the printer 500 are connected to the stiffness analysis computer 100.

The storage unit 200 stores numerical analysis data of each part constituting at least a part of a structure composed of a single part or a plurality of parts. The storage unit 200 stores in advance stiffness analysis software, finite element analysis data (initial design data) of the structure, and load data (boundary conditions of the finite element analysis data) applied to the structure.
For example, finite element analysis data (initial design data) of a structure and load data (boundary conditions of the finite element analysis data) applied to the structure are input from the FEM model data and the load control condition input unit 50 to the rigidity analysis computer 100. Are input to the input unit 150. Then, the finite element analysis data (initial design data) of the structure and the load data applied to the structure (boundary conditions of the finite element analysis data) input to the input unit 150 are stored in the storage unit 200 by the input unit 150. Is done.

  Based on the numerical analysis data stored in the storage unit 200, the curvature change calculation unit 250 of each evaluation element quantifies deformation of the structure under a specific boundary condition by numerical analysis, and the quantified structure Based on the deformation, information on the deformation mode of the part or part of the part under the boundary condition is calculated.

For example, the curvature change calculation unit 250 of each evaluation element is based on the stiffness analysis software read from the storage unit 200 with respect to the finite element analysis data (initial design data) of the structure read from the storage unit 200. Steps 1 to 8 described with reference to FIG. 1 or Steps 1 ′ to 4 ′ described with reference to FIG. 2 are executed to calculate and output information on the deformation mode described above. The curvature change calculation unit 250 for each evaluation element calculates information on the deformation mode described above using the load data (boundary condition of the finite element analysis data) applied to the structure read from the storage unit 200 as a boundary condition. .
The output unit 300 outputs information related to the deformation mode calculated by the curvature change calculation unit 250 of each evaluation element. When the output unit 300 outputs information on the deformation mode calculated by the curvature change calculation unit 250 of each evaluation element, the output unit 300 may output this information to a display device such as the display 400, for example. Alternatively, the data may be output to a printing device such as the printer 500 or may be stored in a storage device such as the storage unit 200.

  Further, the information regarding the deformation mode of the part or part calculated by the curvature change calculation unit 250 of each evaluation element (or output from the output unit 300) is one or more points on the surface of the part obtained by numerical analysis. It is the value of one or a plurality of components of the amount of change in curvature defined by a plurality of components at a point (for example, the evaluation curvature change ρi described with reference to FIG. 2).

  In addition, the information regarding the deformation mode of the part or a part of the part is a scalar amount defined by using a plurality of components of the curvature change amount (for example, the component curvature change (ΡI) described with reference to FIG. 2). is there.

  Further, the information on the deformation mode of the part or a part of the part includes the amount of change in the average curvature at one point or a plurality of points on the surface of the part obtained by numerical analysis (for example, the curvature λ1 described with reference to FIG. This is an evaluation curvature change ρi of an evaluation element calculated as an average curvature that is an arithmetic mean of the curvature λ2.

  Further, the information regarding the deformation mode of the part or a part of the part includes the amount of change in the Gaussian curvature at one point or a plurality of points of the surface of the part obtained by the numerical analysis (for example, the curvature λ1 described with reference to FIG. An evaluation curvature change ρi calculated as a Gaussian curvature (or an absolute value thereof), which is a product of the curvature λ2.

<Example>
A specific embodiment of the present invention will be described below for the torsional deformation of a car body of an automobile. Here, the case of the method described with reference to FIG. 1 will be described.
The car body FEM model used in this case is composed of 398 parts data, spot welding data for connecting the parts and bolt-nut fastening data. For each part data, numbers 1 to 398 are assigned to each part, and the set name of the part linked to the number is defined by FEM data (step 1). The analysis solver used NASTRAN.

  As an overall coordinate system, an x-axis (forward is positive) in the vehicle longitudinal direction, a y-axis (positive in the left direction) in the left-right direction of the vehicle, and a z-axis (upward is positive) in the vehicle vertical direction. The point of attachment of the front axle left damper to the vehicle body is point A, the point of attachment of the front axle right damper to the vehicle body is point B, the point of attachment of the rear axle left damper to the vehicle body is point C, and the rear axle right damper is attached to the vehicle body. The attachment point is defined as point D. By giving boundary conditions as shown in Table 1 to the vehicle body, a torsional torque is applied to the vehicle body, and translational displacements δ of all nodes constituting the vehicle body at that time are obtained (step 2).

  Next, the node with the lowest node number included in the component of part number 1 is set as the evaluation node (number i = 1 in the part of part number 1), and the eight nodes adjacent to this evaluation node are referred to as the reference nodes. Extracted as (serial number j = 1-8) (step 3).

  Next, an approximate plane composed of the eight reference nodes passing through the evaluation nodes is obtained in the form of equation (2) by the method of least squares.

  a (x−x0) + b (y−y0) + c (z−z0) = 0 (2)

a, b, and c are coefficients obtained by the method of least squares, and (x0, y0, z0) indicates the coordinates of the evaluation nodes. The normal vector of this plane is set as an evaluation plane normal vector (n), and calculated by n = (a, b, c) / | (a, b, c) | (step 4).
Next, a reference translational displacement (δj) is obtained from equation (3) (step 5).

  δj = <drj−dr0, n> (3)

  <,> Indicate the inner product of two vectors, dr0 indicates the translational displacement of the evaluation node, and drj (j = 1, 2,..., 8) indicates the translational displacement of the reference node. Further, the reference distance (rj) between the evaluation node and the reference node is obtained from equation (4) (step 6).

  rj = | (xj−x0, yj−y0, zj−z0) |, (j = 1, 2,..., 8) (4)

(Xj, yj, zj) indicates the coordinates of the jth reference node. Further, (x0, y0, z0) indicates the coordinates of the evaluation node.

  Next, the reference translational displacement (δj) is approximated by an expression (5) that is a quadratic expression of the reference distance (rj).

δj = d × rj ² (5)

  The coefficient d is a constant obtained by the least square method. Then, based on this coefficient d, an evaluation curvature change (ρi) is obtained from equation (6) (step 7).

  ρi = | 2d | (6)

  The above steps 3 to 7 are repeated for all the nodes included in the part number 1 (loop 1), the evaluation curvature change (P1) at the node is obtained, and the average in the part of the part number 1 is calculated as the part curvature change PI. (Step 8). The average is obtained by a weighted average of the areas surrounded by the evaluation node, the midpoint of the adjacent node next to the evaluation node, and the center of gravity of the element in the element including the evaluation node.

  The above loop 1 is also performed for the parts having the part numbers 2 to 398, and the part curvature change (PI, I = 1 to 398) is obtained.

  As a result, FIG. 4 shows a graph in which the horizontal axis represents the part number, the vertical axis represents the part curvature change, and the top 50 parts in descending order of the part curvature change are shown in order from the part having the lowest part curvature change. In the graph in FIG. 4, the part located on the left side (part curvature change is small) has an in-plane deformation mode in which the axial force or shear force in the plane of the surface constituting the part dominates the bending moment. It can be said that this is a member. On the other hand, the part located on the right side (with a large part curvature change) has a superior bending moment compared to the axial force or shear force in the plane of the part constituting the part. It can be said that it is a member. For example, the two parts (No. 15 and No. 24) with the largest part curvature change are the support parts of the left and right all axle dampers, and are parts that are directly applied with load in this case, and bending deformation is expected. It turns out that it is a part.

  From the component curvature change PI obtained above, Equation (7),

  γI = min {4, 6700000 × PI + 0.65} (7)

Using the plate thickness magnification γI of the I-th target member, the modified FEM data in which the plate thickness of each target component was changed was created, and the torsional rigidity was calculated under the same boundary conditions as described above. Note that the function min {x, y} in Expression (7) is a function that outputs the smaller one of the inputs x and y.

The results and a comparison with the initial FEM data results are shown in Table 2. However, the effective area is a square ABCD area, which is 4 m ² . Weight at 12.5 kg (4.46%) decreased to achieve 1.2kNm / deg (5.54%) increase in torsional rigidity, light weight ^{index, 0.307kg · deg / kNm 3 (} 9.48%) can be reduced, vehicle Improved performance.

As a different example, in the FEM model used in the above example, relatively large parts such as a roof and a side panel were divided into a plurality of regions, and the same operation as in the above example was executed. At this time, the number of divided areas is 552. FIG. 5 shows the partial curvature change (PI, I = 1 to 552) for the top 50 parts in order from the part with the largest partial curvature change. The correction of the plate thickness was performed using the plate thickness magnification formula (7) used in the above example. The results and a comparison with the initial FEM data results are shown in Table 3. Weight at 14.0 kg (5.00%) decreased to achieve 1.15kNm / deg (5.31%) increase in torsional rigidity, light weight index, can be reduced ^{0.317 kg · deg / kNm 3 (} 9.78%), vehicle Improved performance.

Furthermore, the Example which used another calculation method about a curvature change is shown below. That is, the case of the method described with reference to FIG. 2 will be described.
For each part data in the FEM model, numbers 1 to 398 are assigned to the parts, and a set name of the parts linked to the numbers is defined by the FEM data (step 1 ′).

  Next, using the FEM data, a static analysis is performed on the load applied to the structure, and curvature change components κ11i, κ22i, and κ12i on the center plane of each evaluation element are obtained (step 2 '). Each component shall be along the local coordinates of the shell element.

  Next, the element with the youngest element number included in the part with the part number 1 is set as the evaluation element (number i = 1 as in the part with the part number 1), and one element included in the part is selected as the evaluation element. (The serial element number in the part to be evaluated is i). A considerable amount that does not depend on the element coordinate system defined by the equation (8) is set as the evaluation curvature change ρi (step 3 ').

ρi = [2 × (κ11i × κ11i + κ22i × κ22i + 0.5 × κ12i × κ12i) / 3] ^0.5 (8)

Steps 2 ′ and 3 ′ are repeated (loop 1 ′), and the evaluation curvature change ρi is calculated for all the elements included in the part of part number 1, and the weighted average according to the area of the evaluation element is used as the part curvature change (Ρ1). Record (step 4 ').
The above loop 1 ′ is also performed for the parts having the part numbers 2 to 398, and the part curvature change (PI, I = 1 to 398) is obtained.

The results obtained by the above method are shown in FIG. 6 in the same format as the graph shown in FIG. As a result shown in FIG. 6, almost the same result as in FIG. 4 was obtained. Based on this result, the plate thickness was corrected using the plate thickness magnification formula (7) used in the above example. The results and a comparison with the initial FEM data results are shown in Table 4. Weight at 12.5 kg (4.46%) decreased to achieve 1.2kNm / deg (5.54%) increase in torsional rigidity, light weight ^{index, 0.307kg · deg / kNm 3 (} 9.48%) can be reduced, vehicle Improved performance.

  The above-described embodiment is an example in which the torsional rigidity of the vehicle body is aimed at improving and reducing the weight, but it is not limited to the torsional rigidity, but the bending of the entire vehicle body that contributes to the running stability and riding comfort of the automobile. The present invention is effective even when the rigidity and the lateral bending rigidity of the front part of the vehicle body are targeted. The present invention is also effective for rigidity against any deformation of structures other than automobiles, for example, building structures such as buildings and bridges, office equipment such as copiers and printers, and machine tools such as lathes and press machines. It is.

The storage unit 200 is a nonvolatile memory such as a hard disk device, a magneto-optical disk device, or a flash memory, a storage medium that can only be read such as a CD-ROM, and a volatile memory such as a RAM (Random Access Memory). It is assumed to be configured by a memory or a combination thereof.
Further, the input unit 150, the curvature change calculation unit 250 of each evaluation element, or the output unit 300 may be realized by dedicated hardware, or the curvature change of the input unit 150 and each evaluation element. The calculation unit 250 or the output unit 300 includes a memory and a CPU (central processing unit), and a program for realizing the functions of the input unit 150, the curvature change calculation unit 250 of each evaluation element, or the output unit 300. The function may be realized by loading it into a memory and executing it.

  Further, a program for realizing the functions of the input unit 150, the curvature change calculation unit 250 of each evaluation element, or the output unit 300 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is recorded. The processing of the input unit 150, the curvature change calculation unit 250 of each evaluation element, or the output unit 300 may be executed by being read and executed by a computer system. Here, the “computer system” includes an OS and hardware such as peripheral devices.

  Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used.

  The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory in a computer system serving as a server or a client in that case, and a program that holds a program for a certain period of time are also included. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes a design and the like within the scope not departing from the gist of the present invention.

  DESCRIPTION OF SYMBOLS 50 ... FEM model data and damping load condition input part, 100 ... Stiffness analysis computer (structure design support apparatus), 150 ... Input part, 200 ... Memory | storage part, 250 ... Curvature change calculation part (calculation part) of each evaluation element , 300 ... output unit, 400 ... display, 500 ... printer

Claims (5)

A storage unit for storing numerical analysis data of each part constituting at least a part of a structure composed of a single or a plurality of parts;
Based on the numerical analysis data stored in the storage unit, the deformation of the structure under a specific boundary condition is quantified by numerical analysis, and based on the quantified deformation of the structure, the deformation under the boundary condition A calculation unit for calculating information on a deformation mode of a part or a part of a part;
A structure design support apparatus characterized by comprising:   The information on the deformation mode of the part or part of the part is a value of one or a plurality of components of the amount of change in curvature defined by a plurality of components at one point or a plurality of points on the surface of the part obtained by the numerical analysis. The structure design support apparatus according to claim 1.   The structure design according to claim 1, wherein the information on the deformation mode of the part or a part of the part is a scalar quantity defined by using a plurality of components of the curvature change amount. Support device.   The information on the deformation mode of the part or a part of the part is a change amount of an average curvature at one point or a plurality of points on the surface of the part obtained by the numerical analysis. The structure design support apparatus according to any one of the preceding claims.   The information on the deformation mode of the part or part of the part is a change amount of Gaussian curvature at one point or a plurality of points on the surface of the part obtained by the numerical analysis. The structure design support apparatus according to any one of the preceding claims.

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