JP6098699B1 - Vehicle travel analysis method - Google Patents

Abstract

A vehicle travel analysis method for performing a travel analysis using a vehicle model having a vehicle body skeleton model and a chassis model before a fitting or a lid is determined. According to the vehicle travel analysis method of the present invention, a computer travels using a vehicle model 1 in which a vehicle body model 11 having a fixed connection part 13 for fixing or connecting a fitting or a lid and a chassis model 31 are connected. The analysis is performed, and a mass corresponding to the mass of the fitting or lid is set at a predetermined position in a region where the fitting or lid is fixed or coupled to the fixed coupling portion 13 of the vehicle body skeleton model 11. A mass setting body skeleton model generation step S1 for generating the setting body skeleton model 21, a vehicle model generation step S3 for generating the vehicle model 1 by connecting the mass setting body skeleton model 21 and the chassis model 31, and A travel analysis step S5 for performing travel analysis and acquiring vehicle body characteristics during travel is provided. [Selection] Figure 1

Description

The present invention relates to a vehicle travel analysis method, and more particularly, to a vehicle travel analysis method for performing a travel analysis of a vehicle in which no fittings or lids are directly arranged.
In the present invention, the fitting is a general term for an engine, a transmission, a seat, and the like, and the lid is a generic term for a door, a trunk, a hood, and the like.

In recent years, especially in the automobile industry, weight reduction of vehicle bodies due to environmental problems has been promoted, and CAE analysis has become an indispensable technique for vehicle body design. In this CAE analysis, rigidity analysis, collision analysis, vibration analysis, and the like are performed, which greatly contributes to improvement of vehicle body performance. In addition to simply evaluating the vehicle performance by CAE analysis, the analysis results obtained by CAE analysis are used for optimization analysis such as mathematical optimization, plate thickness optimization, shape optimization, topology optimization, etc. It is known that various vehicle performances can be improved and the vehicle weight can be reduced.
Patent Document 1 discloses a rigidity evaluation support method for evaluating the rigidity of a vehicle in a running state by numerical analysis.

Japanese Patent No. 5203851

  Considering the state in which the vehicle is actually traveling, for example, when the vehicle body behavior changes due to lane change or the like, the inertial force acting on the fitting or lid disposed at a position away from the center of the vehicle is It greatly affects the deformation of the body skeleton. Even if this is a fitting or a lid, the mass of a component (ASSY) in which multiple parts are combined may be several tens of kilograms or more. This is because it cannot be done. Therefore, when evaluating the performance of the vehicle body skeleton, it is desirable to evaluate in a state in which the inertial force acting on the fitting or the lid is taken into consideration during actual traveling.

  The vehicle stiffness evaluation support method disclosed in Patent Document 1 evaluates the vehicle stiffness in a free support state in which the vehicle body is supported by an absorber or a soft bush, and the vehicle is equipped with a fitting or a lid. It is a thing. However, in general, the appearance and design of the vehicle are not decided at the initial stage of the body frame design, and lids and fittings that are greatly influenced by the appearance and design of the vehicle are finally decided at the latter stage of design. Many.

  Therefore, in the stage before the shape of the fitting or the lid is determined, the inertial force acting on the fitting or the lid in the actual running state is taken into consideration by the vehicle stiffness evaluation support method disclosed in Patent Document 1. Therefore, it is difficult to evaluate the performance of the body frame. Furthermore, assuming that the fittings and lids are finally determined in the late stage of design, the CAE analysis is performed on the vehicle (full body) in which the fittings and lids are arranged, and the performance of the vehicle body skeleton is evaluated. There is no time to correct the design of the body frame. Therefore, conventionally, performance evaluation and design of the vehicle body skeleton has been forced by CAE analysis only for the vehicle body skeleton.

  The present invention has been made to solve the above-described problems, and considers the influence of the fitting or lid in the actual running state even before the automobile fitting or lid is determined. It is an object of the present invention to provide a vehicle travel analysis method for performing travel analysis.

(1) A vehicle travel analysis method according to the present invention includes a vehicle body skeleton model and a chassis model that have a fixed connection part for fixing or connecting a fitting or a lid, and are configured using planar elements and / or three-dimensional elements. using a vehicle model having a, there is performed by the computer running the analysis, the position of the area surrounded by the fittings or Futamono the solid Teimata linear or curved line connecting the fixing connection portion connected, A mass setting vehicle body skeleton model generation step for generating a mass setting vehicle body skeleton model by setting a mass corresponding to the mass of the fitting or lid, and connecting the mass setting vehicle body skeleton model and the chassis model to form a vehicle model It comprises a vehicle model generation step to be generated, and a travel analysis step for performing a travel analysis of the vehicle model and acquiring a vehicle body characteristic during travel.

(2) In the device described in (1) above, the predetermined position in the mass setting vehicle body skeleton model generation step is set on a straight line or a curve connecting the fixed connecting portions.

(3) In the above (2), in the case where the fitting or the lid is a rotationally movable part that is rotatable, the predetermined position is on a rotationally movable central axis when the fitting or the lid is rotationally movable. It is characterized by being set to a position excluding.

(4) In the device described in (1) above, the predetermined position in the mass setting vehicle body skeleton model generation step is set on a plane or curved surface surrounded by a straight line or a curve connecting the fixed connecting portions (the straight line or the curved line). (Except on the line).

(5) In the device according to any one of (1) to (4), the mass setting vehicle body skeleton model generation step includes a mass element and a mass element corresponding to a mass of the fitting or the lid. And a rigid element that connects the fixed connecting portion.

(6) In the device according to any one of (1) to (4), the mass setting vehicle body skeleton model generation step is set using a mass element and a beam element, and the mass element and the mass of the beam element Is equivalent to the mass of the fitting or lid fixed or connected to the fixed connecting portion.

(7) In the device according to any one of (1) to (4), the mass setting vehicle body skeleton model generation step is set using a beam element having a mass corresponding to the mass of the fitting or the lid. It is characterized by this.

  In the present invention, a computer using a vehicle model having a vehicle body skeleton model and a chassis model having a fixed connection part for fixing or connecting a fitting or a lid and having a plane element and / or a three-dimensional element. Is configured to perform a travel analysis, and a mass corresponding to the mass of the fitting or lid is set at a predetermined position in a region where the fitting or lid is fixed or connected to the fixed connection portion of the vehicle body skeleton model. A mass setting vehicle body skeleton model generating step for generating a mass setting vehicle body skeleton model, a vehicle model generating step for generating a vehicle model by connecting the mass setting vehicle body skeleton model and the chassis model, and running analysis of the vehicle model. In the running state even before the fitting or lid is determined. By performing driving analysis of the vehicle taking into account the inertial forces acting on the instrumentation products or Futamono it can be determined accurately vehicle characteristics during travel.

It is a flowchart which shows the flow of a process of the driving | running | working analysis method of the vehicle which concerns on embodiment of this invention. It is explanatory drawing of the vehicle model used for the driving | running | working analysis of the vehicle which concerns on embodiment of this invention. It is explanatory drawing of the vehicle body frame | skeleton model which concerns on embodiment of this invention. It is explanatory drawing of the mass setting vehicle body frame | skeleton model which concerns on embodiment of this invention. 1 is a block diagram of a travel analysis device that implements a vehicle travel analysis method according to an embodiment of the present invention. It is explanatory drawing explaining the predetermined position where mass is set in the mass setting vehicle body skeleton model production | generation step which concerns on embodiment of this invention. It is explanatory drawing explaining the mass setting vehicle body skeleton model in which the mass was set in the mass setting vehicle body skeleton model production | generation step which concerns on embodiment of this invention. It is explanatory drawing explaining the mass setting method in the mass setting vehicle body frame | skeleton model production | generation step which concerns on embodiment of this invention. It is a figure explaining the connection part which connects the mass setting vehicle body frame | skeleton model and chassis model which concern on this Embodiment. It is a figure explaining an example of the driving conditions set in the driving | running | working analysis which concerns on this Embodiment. In an Example, it is Mises stress distribution map in the vehicle body obtained by the traveling analysis of the vehicle model. In an Example, it is Mises stress distribution map in the vicinity of the front shock of the vehicle body obtained by the traveling analysis of the vehicle model. In an Example, it is Mises stress distribution map in the rear floor vicinity of the vehicle body obtained by the traveling analysis of the vehicle model. In an Example, it is Mises stress distribution map in the vicinity of the rear wheel house of the vehicle body obtained by the traveling analysis of the vehicle model. In an Example, it is a distribution map of the deformation | transformation amount of the vehicle body in the vicinity of the rear wheel house of the vehicle body obtained by the traveling analysis of the vehicle model. In an Example, it is a graph which shows the analysis result of the load change in the connection part of the mass setting vehicle body frame | skeleton model and chassis model at the time of driving | running | working (the 1). In an Example, it is a graph which shows the analysis result of the load change in the connection part of the mass setting vehicle body frame | skeleton model and chassis model at the time of driving | running | working (the 2). In an Example, it is a graph which shows the analysis result of the load change in the connection part of the mass setting vehicle body frame | skeleton model and chassis model at the time of driving | running | working (the 3).

Embodiments of the present invention will be described below with reference to the drawings.
The vehicle running analysis method according to the present embodiment is applied to a vehicle body skeleton model 11 (see FIG. 3) having a fixed connecting portion 13 for fixing or connecting a fitting or a lid as shown in FIG. Travel analysis is performed using the vehicle model 1 generated by connecting the mass-set vehicle body skeleton model 21 (see FIG. 4) generated by setting the corresponding mass and the chassis model 31, and is shown in FIG. This can be done using a vehicle travel analysis device 41 configured as shown in the block diagram (hereinafter simply referred to as “travel analysis device 41”).
Hereinafter, after describing the vehicle body skeleton model 11, the mass setting vehicle body skeleton model 21, the chassis model 31, and the travel analysis device 41 that are the subject of the present invention, details of the vehicle travel analysis method according to the present embodiment will be described.

<Body frame model>
As shown in FIG. 3, the vehicle body skeleton model 11 used in the present invention is composed only of skeleton parts of an automobile body, and has a fixed connecting portion 13 that fixes or connects a fitting or a lid.
The vehicle body skeleton model 11 is configured using planar elements and / or solid elements, and element information and the like are stored in the vehicle body skeleton model file 60.
In the present embodiment, the vehicle body skeleton model 11 is modeled as an elastic body, a viscoelastic body, or an elasto-plastic body in order to analyze deformation behavior and the like when the load and inertial force are affected.

  As an example of the fixed connection portion 13 of the vehicle body skeleton model 11, there are a hinge 13a, a hinge 13b, and a striker 13c for fixing or connecting the revolving door as shown in FIG. 3, but the fixed connection portion 13 is not limited thereto. It includes not only those that fix equipment such as engine mounts that fix the engine, but also those that fix or connect lids such as sliding doors and bonnets other than revolving doors.

<Chassis model>
A chassis model 31 (see FIG. 2) according to the present embodiment includes a suspension mechanism having a tire, a suspension arm, a suspension spring, a shock absorber, and the like, and a steering mechanism having a steering handle and the like. Such parts (links) are rigid bodies, elastic bodies or elastic-plastic bodies, and tires and suspension springs are modeled as elastic bodies, viscoelastic bodies or elastic-plastic bodies.
In the vehicle travel analysis method according to the present embodiment, the chassis model 31 may be a combination of components such as suspensions included in a commercially available vehicle travel analysis software.

<Running analysis device>
The travel analysis device 41 used in the vehicle travel analysis method according to the present embodiment is a device that performs travel analysis on the vehicle model 1 shown in FIG. 2 as an analysis target, and is a computer such as a PC (personal computer). As shown in FIG. 5, the travel analysis apparatus 41 includes a display device 43, an input device 45, a storage device 47, a work data memory 49, and an arithmetic processing unit 50. In addition, a display device 43, an input device 45, a storage device 47, and a work data memory 49 are connected to the arithmetic processing unit 50, and each function is executed according to instructions from the arithmetic processing unit 50.

≪Display device≫
The display device 43 is used for displaying calculation results, and is composed of a liquid crystal monitor or the like.

≪Input device≫
The input device 45 is used for an instruction to display an analysis model such as the vehicle model 1 by the operator, input of analysis conditions, and the like, and is configured with a keyboard, a mouse, and the like.

≪Storage device≫
The storage device 47 is used for storing files and is configured by a hard disk or the like, and stores at least various files such as the vehicle body skeleton model file 60, programs executed by the arithmetic processing unit 50, and the like.

≪Work data memory≫
The work data memory 49 is used for temporary storage and calculation of data used by the arithmetic processing unit 50, and includes a RAM or the like.

≪Operation processing part≫
The arithmetic processing unit 50 includes a CPU (central processing unit) such as a PC, and includes a mass setting vehicle body skeleton model generation unit 51, a vehicle model generation unit 53, and a travel analysis unit 55. Each of the above units is realized by the CPU executing a predetermined program.
Hereinafter, the configuration of each unit in the arithmetic processing unit 50 will be described in detail.

≪Mass setting car body skeleton model generation part≫
The mass setting body skeleton model generation unit 51 sets the mass of the equipment or lid at a predetermined position in a region where the equipment or lid shown in FIG. 3 is fixed or connected to the fixed connection part 13 of the vehicle body skeleton model 11. The corresponding mass is set to generate the mass setting vehicle body skeleton model 21 (example shown in FIG. 4).

≪Vehicle model generation part≫
The vehicle model generation unit 53 connects the mass setting vehicle body skeleton model 21 generated by the mass setting vehicle body skeleton model generation unit 51 and the chassis model 31 having a suspension mechanism, a steering mechanism, and the like to generate the vehicle model 1. Is.

≪Driving analysis part≫
The travel analysis unit 55 performs a travel analysis using the vehicle model 1 generated by the vehicle model generation unit 53 as an analysis target, and acquires vehicle body characteristics during travel.
In the travel analysis of the vehicle model 1, it is necessary to set travel conditions such as driving and steering of the vehicle model 1. The travel conditions to be set include loads applied to the vehicle model 1 to drive the vehicle model 1, A steering angle set in a steering handle provided in the chassis model 31 for steering the vehicle model 1 can be given.
Then, as the vehicle body characteristics of the vehicle model 1 traveling under the set traveling conditions, the stress and deformation in the mass setting vehicle body skeleton model 21, the load at the connection portion connected to the chassis model 31, and the like are acquired.

<Running analysis method>
As shown in FIG. 1, the vehicle travel analysis method according to the present embodiment includes a mass setting body skeleton model generation step S <b> 1 for setting a mass corresponding to a fitting or a lid in the body skeleton model 11, and a mass setting body skeleton. A vehicle model generation step S3 in which the vehicle body model 1 is generated by connecting the mass setting vehicle body skeleton model 21 and the chassis model 31 generated in the generation step S1; And a travel analysis step S5 for acquiring the mechanism, and the mechanism analysis (multibody dynamics) used for the motion analysis of the rigid body is utilized for the vehicle of the automobile.

  Generally, in mechanism analysis, the object to be analyzed is a rigid body, and the operation to calculate from the mere degrees of freedom of the parts connected by links etc. is simulated, but in the running analysis specialized for automobiles, By making a part of the analysis object an elastic body or an elasto-plastic body, it becomes possible to calculate the deformation, stress, load, etc. of the vehicle body, and it is possible to obtain vehicle body characteristics simulating the actual running state of the vehicle .

  Hereinafter, each step will be described. Note that each step is executed by the computer in accordance with an instruction from the operator.

≪Mass setting body frame model generation step≫
In the mass setting body skeleton model generation step S1, a mass corresponding to the mass of the equipment or lid is set at a predetermined position in a region where the equipment or lid is fixed or connected to the fixed connection portion 13 of the body skeleton model 11. The mass setting vehicle body skeleton model 21 is generated by the mass setting vehicle body skeleton model generation unit 51 in the travel analysis device 41.

  In the mass setting vehicle body skeleton model generation step S1, as shown in FIG. 6, the mass element 23 is set at a predetermined position in a region where the fitting or the lid is fixed or connected, so that the mass of the fitting or the lid is obtained. The mass corresponding to can be set.

  That is, the predetermined position where the mass element 23 is set is, as shown in FIG. 6, on a straight line L (see FIG. 6) connecting one set (13a and 13c, 13b and 13c, 13a and 13b) among the plurality of fixed connecting portions 13. 6 (a)), or on a curve connecting the fixed connecting portions 13 along the shape of the vehicle body to which a lid or the like is attached.

In the case of a rotationally movable part in which a fitting or a lid is rotationally movable like a revolving door, in FIG. 3, there is a rotationally movable central axis when the revolving door is rotationally movable on a line connecting hinges 13a and 13b of the revolving door. .
The rotationally movable central axis is substantially at the same position as the boundary of the region where the revolving door is fixed or connected to the vehicle body skeleton model 11.

  On the other hand, the straight line connecting the hinge 13a and the striker 13c of the revolving door and the straight line connecting the hinge 13b and the striker 13c are located inside a region where the door is fixed or connected to the vehicle body skeleton model 11.

In setting the mass corresponding to the fitting or lid in the vehicle body skeleton model 11, it is more preferable that the vehicle frame model 11 has an inner portion than the boundary of the region where the fitting or lid is fixed or connected. This is preferable in consideration of the inertial force acting on the fitting or lid in the analysis step S5.
Therefore, a predetermined position for setting a mass corresponding to the fitting or lid is set on a straight line L connecting a plurality of fixed connecting portions 13 or on the curve, and the rotation movable center when the fitting or lid is rotatable. It is desirable to set the position excluding the axis.

  Further, the predetermined position for setting the mass corresponding to the fitting or the lid is not limited to the straight line L or the curved line, but on the plane P surrounded by the straight line L (FIG. 6B), Or it is good also on the curved surface enclosed by the said curve.

  Here, since the straight line L or the curved line is a boundary of the plane P or the curved surface, it is desirable to set a mass corresponding to the fitting or the lid inside the boundary. Therefore, it is more preferable to set the predetermined position for setting the mass corresponding to the fitting or the lid on the plane P excluding the straight line L or the curved line or on the curved surface.

  When the fitting is fixed or connected by the four fixed connection parts 13, the fixed connection parts 13 are connected by a straight line so that the two straight lines intersect each other, and the mass element 23 is set on the straight line. It is preferable. Also in this case, the fixed coupling portion 13 may be connected by a curve in accordance with the curvature of the vehicle body, and the mass element 23 may be set on the curve.

  Specific mass setting methods for setting the mass at the predetermined position include, for example, the following (1), (2), and (3).

(1) The mass element 23 having a mass corresponding to the mass of the fitting or the lid is set at the predetermined position, and the mass element 23 and the fixed connecting portion 13 are connected using the rigid element 25 (see FIG. 7).
FIG. 7A shows an example in which one mass element 23 is set on the center of the straight line L connecting the fixed connecting portions 13, but the straight line L is equally divided as shown in FIG. 7B. A plurality of mass elements 23 may be set on the top. When a plurality of mass elements 23 are set, the mass of each mass element 23 may be determined so that the total mass of each mass element 23 corresponds to the mass of the fitting or the lid.

(2) The mass element 23 having a mass corresponding to the mass of the fitting or the lid is set at the predetermined position, and the mass element 23 and the fixed connecting portion 13 are connected using the beam element 27 (see FIG. 8A). ). The sum of the mass of each of the mass element 23 and the beam element 27 is set so as to correspond to the mass of the fitting or lid fixed or coupled to the fixed coupling portion 13.

  The mass of the beam element 27 is determined by the cross-sectional area given as the cross-sectional characteristic of the beam element 27 and the material density given as the material characteristic. The cross-sectional area of the beam element 27 is determined by giving the radius of the beam element 27, for example.

  Further, in the travel analysis step S5 described later, the cross-sectional characteristics and material characteristics necessary for transmitting the load due to the inertial force acting on the mass element 23 and the beam element 27 to the mass setting vehicle body skeleton model 21 are appropriately set in the beam element 27. There is a need to.

  The beam element 27 is a linear element, and may be a rod element (bar element) as long as it can transmit a tensile and compressive load acting in the axial direction of the element. The mass of the rod element is As with the beam element 27, the cross-sectional area (or radius) given as a cross-sectional property and the material density given as a material property are set.

(3) It sets using the beam element 27 which has the mass corresponded to the mass of a fitting or a cover (refer FIG.8 (b)).
The mass of the beam element 27 is determined by the cross-sectional area given as the cross-sectional characteristic of the beam element 27 and the material density given as the material characteristic. For example, the cross-sectional area is determined by giving the radius of the beam element 27.

≪Vehicle model generation step≫
The vehicle model generation step S3 generates the vehicle model 1 by connecting the mass setting vehicle body skeleton model 21 generated in the mass setting vehicle body skeleton model generation step S1 and the chassis model 31 having a suspension mechanism and a steering mechanism. It is a step to do.

  The connection position of the chassis model 31 in the mass setting vehicle body skeleton model 21 is a portion (connection portion) to which the suspension and the subframe are attached. FIG. 9 illustrates connection portions (Node1 to Node12) for connecting the mass setting vehicle body skeleton model 21 and the chassis model 31.

≪Driving analysis step≫
The travel analysis step S5 is a step in which the vehicle model 1 generated in the vehicle model generation step S3 is used to perform a travel analysis of the vehicle model 1 under the set travel conditions and to acquire vehicle body characteristics during travel.
As described above, since the vehicle model 1 in which the mass setting vehicle body skeleton model 21 in which the mass corresponding to the fitting or the lid is set is connected to the chassis model 31 is used, the inertia acting on the fitting or the lid during traveling is used. Car body characteristics can be acquired in consideration of force.

The driving conditions set in the driving analysis step S5 include driving and steering of the vehicle model 1.
The vehicle model 1 is driven, for example, by applying a load to the vehicle model 1, and can make the vehicle model 1 travel at an accelerated speed or at a constant speed.
Further, the steering of the vehicle model 1 can be performed via a steering mechanism by controlling the steering angle of a steering handle provided in the chassis model 31, for example.
In FIG. 10, as an example of the driving condition in the driving analysis, the driving trajectory of the vehicle (FIG. 10A) and the steering angle of the steering wheel (FIG. b)).

  In the travel analysis step S5, the vehicle body characteristics in the vehicle model 1 in the travel state under the set travel conditions are acquired. Examples of the acquired vehicle body characteristics include stress and deformation in the mass setting vehicle body skeleton model 21, loads in connection portions (for example, Node1 to Node12 in FIG. 9) connected to the chassis model 31, and the like.

As described above, the present invention performs a traveling analysis in consideration of the influence exerted on the vehicle body skeleton by the inertial force that acts on the lid or the fitting in the traveling state even in a vehicle body skeleton that is not attached or undecided. The vehicle body characteristics (stress distribution, deformation, load, etc.) during running can be obtained with high accuracy.
Furthermore, since the load acting on the vehicle body can be obtained with high accuracy, the load acting on the vehicle body during running can be given as an analysis condition even when the vehicle body skeleton model is analyzed for rigidity when not running. Thus, it becomes possible to analyze the deformation of the vehicle body during traveling with high accuracy.

Hereinafter, an experiment for confirming the effect of the present invention was performed, which will be described.
In the experiment, traveling analysis was performed on a vehicle model generated by connecting a mass-set vehicle body skeleton model in which the mass was set to the vehicle body skeleton model 11 and a chassis model having a suspension mechanism and a steering mechanism.

  First, a mass corresponding to the rotating door component is set at a predetermined position in a region where the rotating door component as a lid is fixed or connected to the fixed connecting portion 13 of the vehicle body skeleton model 11.

  The mass of the subject vehicle body skeleton model 11 is about 300 kg, while the mass of the rotating door component parts is about 79 kg. Therefore, in the vehicle body skeleton model 11, ten mass elements 23 are evenly arranged on a straight line connecting the upper hinge 13a and the striker 13c, and the mass element 23, the hinge 13a, and the striker 13c are connected by the rigid element 25. As a result, the mass setting vehicle body skeleton model 22 shown in FIG. 7B was generated. In addition, the mass of each mass element 23 was set so that the sum total of the mass of the mass elements 23 would be the mass of the rotating door components.

  And the vehicle model which is an invention example was produced | generated by connecting the mass setting vehicle body frame | skeleton model 22 and the chassis model 31 by the connection part (Node1-12) shown in FIG.

The traveling condition in the traveling analysis of this experiment was a double lane change shown in FIG.
First, the vehicle model is accelerated by applying a load to the vehicle model from the start of analysis to 1.0 s, and is driven at a constant speed.
Then, by controlling the steering angle of the steering wheel as shown in FIG. 10 (b), the steering lane is changed at the time of 1.0s, the lane is changed, and the vehicle is returned to the original lane at the time of 15.0s. did.

  As a comparative example, a vehicle model (Comparative Example 1) in which the vehicle body skeleton model 11 and the chassis model 31 in which the mass of the rotational door component is not set is connected, and the vehicle door skeleton model 11 are set with the rotational door components, and the chassis model 31 is set. As for the vehicle model (Comparative Example 2) generated by being connected to the vehicle, a travel analysis was performed in the same manner as the invention example, and a comparison of vehicle body characteristics during travel was performed. In addition, the connection part of the vehicle body skeleton model 11 and the chassis model in Comparative Examples 1 and 2 was Node 1 to 12 shown in FIG.

FIGS. 11 to 14 show the analysis results of Mises stress distribution in the vehicle body skeleton at 1.2 s immediately after the start of steering. 11 is a stress distribution of the entire vehicle body, FIG. 12 is an enlarged view of the vicinity of the front shock, FIG. 13 is the vicinity of the rear floor, and FIG. 14 is an enlarged view of the vicinity of the rear wheel house.
FIG. 15 shows an analysis result of the deformation amount of the vehicle body in the vicinity of the rear floor at 1.2 s immediately after the start of steering.

11 to 15, the X axis, the Y axis, and the Z axis are respectively the front-rear direction, the vehicle width direction, and the vertical direction of the vehicle model 1, (a) is Comparative Example 1, and (b) is Comparative Example 2. (C) is a result of an invention example. Moreover, the analysis result of the comparative example 2 which set the rotary door part does not display the rotary door part.
Further, FIGS. 11 to 15 are gray scale displays of color contour diagrams of stress or deformation.

  Comparing the invention example with the comparative example 1 and the comparative example 2 with respect to the stress distribution, the comparative example 2 and the inventive example in which the rotating door components are set show the approximate stress distribution as a whole, but the mass is not set. In Comparative Example 1, there was a difference in the distribution shape at the positions indicated by circles in the figure.

  As for the deformation of the vehicle body, as shown in FIG. 15, the example of the present invention and the comparative example 2 show the distribution of the approximate deformation amount as a whole, but with the comparative example 1 in which the mass is not set, In the figure, there was a difference in the distribution shape at the positions indicated by the circles.

Next, the generated load at the connection portion where the mass setting vehicle body skeleton model 21 and the chassis model 31 are connected was compared with respect to the load acting on the vehicle body during traveling.
FIGS. 16 to 18 show the results of load changes at Nodes 1, 3, 7, 9 and 11 which are connection portions between the vehicle body skeleton model and the chassis model. The loads in FIGS. 16 to 18 are the sum of the loads in the front and rear, left and right, and top and bottom directions of the vehicle.

  In any connection part of Node 1, 3, 7, 9, and 11, the load in the invention example in which the mass of the rotating door component is set is the result of Comparative Example 1 in which the mass of the rotating door component is not set. Although it is different, the result was almost the same as Comparative Example 2 in which the rotating door components were set.

  From the above, by the vehicle travel analysis method according to the present invention, even when the lid or fitting is not equipped, by performing a travel analysis using a vehicle model generated in consideration of these masses, It was proved that the vehicle body characteristics during running can be obtained accurately.

DESCRIPTION OF SYMBOLS 1 Vehicle model 11 Vehicle body frame model 13 Fixed connection part 13a Hinge 13b Hinge 13c Striker 21 Mass setting vehicle body frame model 22 Mass setting vehicle body frame model 23 Mass element 25 Rigid body element 27 Beam element 31 Chassis model 41 Travel analysis apparatus 43 Display apparatus 45 Input Device 47 Storage device 49 Work data memory 50 Arithmetic processing unit 51 Mass setting vehicle body skeleton model generation unit 53 Vehicle model generation unit 55 Travel analysis unit 60 Car body skeleton model file

Claims (7)

The computer performs a running analysis using a vehicle model having a vehicle body skeleton model and a chassis model having a fixed connection part for fixing or connecting a fitting or a lid, and configured using a planar element and / or a three-dimensional element. A vehicle running analysis method,
A predetermined position of the fittings or Futamono the solid Teimata is within a rectilinear or curved connecting the fixing connection portion connected area, mass by setting the mass corresponding to the mass of the fittings or Futamono setting body frame A mass setting body skeleton model generation step for generating a model;
A vehicle model generation step of generating a vehicle model by connecting the mass setting vehicle body skeleton model and the chassis model;
A travel analysis method for a vehicle, comprising: a travel analysis step for performing travel analysis of the vehicle model and acquiring vehicle body characteristics during travel.   The vehicle travel analysis method according to claim 1, wherein the predetermined position in the mass setting vehicle body skeleton model generation step is set on a straight line or a curve connecting the fixed connecting portions.   In the case where the fitting or the lid is a rotationally movable part that is rotatable, the predetermined position is set to a position excluding a rotationally movable central axis when the fitting or the lid is rotationally movable. Item 3. A traveling analysis method for a vehicle according to Item 2.   The predetermined position in the mass setting vehicle body skeleton model generation step is set on a plane or a curved surface (except on the straight line or curved line) surrounded by a straight line or a curve connecting the fixed connecting portions. The vehicle travel analysis method according to 1.   In the mass setting vehicle body skeleton model generation step, a mass corresponding to a mass of the fitting or the lid is set using a mass element and a rigid element that connects the mass element and the fixed coupling portion. The vehicle travel analysis method according to any one of claims 1 to 4.   The mass setting vehicle body skeleton model generation step is set using a mass element and a beam element, and a sum of masses of the mass element and the beam element is a mass of a fitting or a lid fixed or connected to the fixed connection portion. The vehicle travel analysis method according to claim 1, wherein the vehicle travel analysis method corresponds to the vehicle travel analysis method according to claim 1.   5. The vehicle according to claim 1, wherein the mass setting vehicle body skeleton model generation step is set using a beam element having a mass corresponding to a mass of the fitting or the lid. Travel analysis method.