[go: up one dir, main page]

CN113761643A - Small offset collision structure optimization method - Google Patents

Small offset collision structure optimization method Download PDF

Info

Publication number
CN113761643A
CN113761643A CN202010486295.3A CN202010486295A CN113761643A CN 113761643 A CN113761643 A CN 113761643A CN 202010486295 A CN202010486295 A CN 202010486295A CN 113761643 A CN113761643 A CN 113761643A
Authority
CN
China
Prior art keywords
collision
collision area
area
vehicle body
fixed
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.)
Granted
Application number
CN202010486295.3A
Other languages
Chinese (zh)
Other versions
CN113761643B (en
Inventor
刘衡
范松
李伟
曾子聪
郑颢
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Guangzhou Automobile Group Co Ltd
Original Assignee
Guangzhou Automobile Group Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Guangzhou Automobile Group Co Ltd filed Critical Guangzhou Automobile Group Co Ltd
Priority to CN202010486295.3A priority Critical patent/CN113761643B/en
Publication of CN113761643A publication Critical patent/CN113761643A/en
Application granted granted Critical
Publication of CN113761643B publication Critical patent/CN113761643B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; 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 OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/27—Design optimisation, verification or simulation using machine learning, e.g. artificial intelligence, neural networks, support vector machines [SVM] or training a model
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/06—Multi-objective optimisation, e.g. Pareto optimisation using simulated annealing [SA], ant colony algorithms or genetic algorithms [GA]
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Theoretical Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Evolutionary Computation (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Medical Informatics (AREA)
  • Software Systems (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Artificial Intelligence (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种小偏置碰撞结构优化方法，该方法包括：在LS‑DYNA软件中建立车身模型，将车身结构划分为a个碰撞区域；对每个碰撞区域设计b种传力水平不同的结构；设计b因素a水平的正交试验，基于仿真试验的计算结果，利用公式(1)、(2)和(3)计算各碰撞区域的等效轴向力；将各碰撞区域的等效轴向力作为输入变量，以上铰链柱侵入量、下铰链柱侵入量及门槛变形量为输出变量，利用数学软件建立二阶响应面模型，并对二阶响应面模型进行多目标优化求解，结合优化结果，选取最优化解；各该公式为：

Figure DDA0002519351100000011
Figure DDA0002519351100000012
根据本发明的小偏置碰撞结构优化方法将车身结构科学划分多个碰撞区域，明确优化方向，可大幅节约开发成本、缩短开发周期。

Figure 202010486295

A small offset collision structure optimization method, the method includes: establishing a body model in LS‑DYNA software, and dividing the body structure into a collision areas; designing b structures with different force transmission levels for each collision area; designing Orthogonal test of the b factor a level, based on the calculation results of the simulation test, the equivalent axial force of each collision area is calculated by formulas (1), (2) and (3); the equivalent axial force of each collision area is calculated by As input variables, the intrusion of the upper hinge column, the intrusion of the lower hinge column and the deformation of the threshold are the output variables. The second-order response surface model is established by mathematical software, and the multi-objective optimization solution is carried out for the second-order response surface model. Combined with the optimization results, Choose the optimal solution; each formula is:

Figure DDA0002519351100000011
Figure DDA0002519351100000012
According to the small offset collision structure optimization method of the present invention, the body structure is scientifically divided into multiple collision areas, and the optimization direction is clarified, which can greatly save the development cost and shorten the development cycle.

Figure 202010486295

Description

Small offset collision structure optimization method
Technical Field
The invention relates to the technical field of small offset collision, in particular to a small offset collision structure optimization method.
Background
The small offset collision implemented by the American insurance Association IIHS is one of the most strict collision working conditions at present, and has higher requirements on the design of a vehicle body structure. The automobile insurance index C-IASI in China also introduces small offset collision of IIHS, and the importance of the development of the small offset collision performance is increasingly highlighted.
At present, two main development strategies exist in the development of a small offset collision structure: displacement steering strategies represented by Shotgun-Ring technology of wolvo and early energy absorption strategies represented by Honda ACE technology. However, the existing small offset collision structure development strategy cannot clearly determine the optimization direction of the vehicle body structure, so that the development period is long, and the development cost is increased.
Disclosure of Invention
In view of the above, the invention provides a small offset collision structure optimization method, which is used for scientifically dividing a vehicle body structure into a plurality of collision areas, defining an optimization direction, greatly saving development cost and shortening development period.
A method of small offset crash structure optimization, the method comprising:
establishing a vehicle body model in LS-DYNA software, and dividing a vehicle body structure into a collision areas, wherein a is more than or equal to 2;
b types of structures with different force transmission levels are designed for each collision area, wherein b is more than or equal to 2;
designing an orthogonal test of a factor a level of b, and calculating the equivalent axial force of each collision area by using formulas (1), (2) and (3) based on the calculation result of the simulation test;
taking the equivalent axial force of each collision area as an input variable, taking the invasion amount of the upper hinge column, the invasion amount of the lower hinge column and the threshold deformation amount as output variables, establishing a second-order response surface model by using mathematical software, carrying out multi-objective optimization solution on the second-order response surface model, and selecting an optimal solution by combining an optimization result;
each of the formulas is:
Figure BDA0002519351080000021
Fi＝aiFgeneral assembly (2)
Figure BDA0002519351080000022
Wherein E isiFor absorbing energy for a component in the ith impact zone, EintFor total energy absorbed in the collision, FiIs the equivalent axial force of the i-th collision zone, EiAnd FGeneral assemblyObtained from LS-DYNA software, m is the mass of the whole vehicle, v0Initial speed of the vehicle, vx、vyThe residual speed of the whole automobile in the x direction and the y direction after collision.
In the embodiment of the invention, the step of performing multi-objective optimization solution on the second-order response surface model comprises the following steps:
and solving by using an NSGA-II multi-target genetic algorithm to obtain a continuous multi-target optimization Pareto solution, and selecting an optimal solution by combining an optimization result.
In the embodiment of the present invention, when a is equal to 4, 4 collision regions are defined as a first collision region, a second collision region, a third collision region and a fourth collision region, the first collision region, the second collision region and the third collision region respectively correspond to three longitudinal collision loads of a vehicle body, the fourth collision region corresponds to one lateral collision load of the vehicle body, the longitudinal direction of the vehicle body is the length direction of the vehicle body, and the lateral direction of the vehicle body is the width direction of the vehicle body.
In the embodiment of the invention, the front portion of the vehicle body to the front end region of the front side frame is divided into the first collision region, the front end of the front side frame to the front end region of the a-pillar is divided into the second collision region, the region behind the a-pillar and the a-pillar is divided into the third collision region, and the entire lateral region of the vehicle body is divided into the fourth collision region.
In an embodiment of the invention, when b equals 3, 3 force transfer levels are defined as a first force transfer level, a second force transfer level and a third force transfer level, respectively;
for the first force transmission level, the first, second, third and fourth impact zones are all designed as a base structure of the vehicle body;
for the second force transmission level, designing the first collision area as an anti-collision beam widening and energy-absorbing box volume increasing structure, designing the second collision area as an upper short beam Energyababsorbing-Ring structure, designing the third collision area as a surrounding structure of the root part of the front longitudinal beam, and designing the fourth collision area as a structure that a transverse reinforcing piece is added on the upper short beam Energyababsorbing-Ring structure;
for the third force transmission level, the first collision area is designed to be added with an auxiliary frame energy absorption box, the second collision area is designed to be added with the cross section of the upper short beam enlarged and the material of the upper short beam lifted, the third collision area is designed to be a floor annular structure, a doorsill is reinforced, and the fourth collision area is designed to be used for lifting the material of the transverse reinforcing piece and the thickness of the transverse reinforcing piece.
In an embodiment of the present invention, the energy absorbing-Ring structure of the upper short beam includes a first annular energy absorbing structure composed of the upper short beam, the front side member, and a coaming lower beam, the upper short beam is in an arc structure, one end of the upper short beam is fixed to the a-pillar, the other end of the upper short beam is fixed to the front end of the front side member, the rear end of the front side member is fixed to a front wall, the coaming lower beam is fixed to the front wall and the a-pillar, one end of the coaming lower beam is connected to the front side member, the other end of the coaming lower beam extends to the upper short beam, one end of the transverse reinforcing member is fixed to the upper short beam, and the other end of the transverse reinforcing member is fixed to the front side member.
In an embodiment of the invention, the front side member root surrounding type structure is a second annular energy absorption structure composed of a front side member outer plate, a first torque box, the coaming lower cross beam and the a column, the front side member outer plate and the first torque box are fixed on the front side member, one end of the front side member outer plate is connected with the coaming lower cross beam, the other end of the front side member outer plate is connected with the first torque box, and one end of the first torque box far away from the front side member outer plate is connected with the a column.
In an embodiment of the present invention, the floor ring structure includes a third ring energy absorption structure composed of a front sill inner panel, a front floor reinforcement beam, a front floor stringer, and a second torque box, the front sill inner panel and the front floor stringer are disposed opposite to each other in a vehicle lateral direction, one end of the front floor reinforcement beam is fixed to the front sill inner panel, the other end of the front floor reinforcement beam is fixed to the front floor stringer, one end of the second torque box is fixed to the front sill inner panel, and the other end of the second torque box is fixed to the front floor stringer.
In an embodiment of the invention, the doorsill comprises a front doorsill outer plate, a front doorsill inner plate, a plurality of reinforcing rib plates and an edge reinforcing plate, the front doorsill outer plate and the front doorsill inner plate are buckled with each other, an inner cavity is formed between the front doorsill outer plate and the front doorsill inner plate, the reinforcing rib plates are fixed on the cavity wall of the inner cavity at intervals, the edge reinforcing plate is arranged along the length direction of the doorsill, and the edge reinforcing plate is fixed on the cavity wall of the inner cavity.
In an embodiment of the present invention, the upper hinge post intrusion is controlled to be less than or equal to 75mm, according to the structural target rating requirement of "excellent" for IIHS; the lower hinge pillar intrusion amount is less than or equal to 150 mm; the threshold deformation is less than or equal to 50 mm.
The small bias collision structure optimization method scientifically divides the vehicle body structure into a plurality of collision areas, defines the optimization direction, realizes the programming of the small bias collision structure optimization process, and defines the optimization steps; and through the adjustment of the non-platform structure of the collision area, the small offset collision performance of different weight vehicle types in the platform is ensured, the change range of the platform vehicle type in the switching process is reduced, the development cost can be greatly saved, and the development period can be shortened.
Drawings
FIG. 1 is a schematic structural diagram of a vehicle body structure divided into 4 crash zones by the inventive small offset crash structure optimization method.
FIG. 2 is a schematic diagram of the upper short beam Energyabsorbing-Ring structure of the present invention.
Fig. 3 is a schematic view of a front side member root wrap type structure of the invention.
FIG. 4 is a schematic view of a floor hoop structure of the present invention.
Fig. 5 is a schematic view of the sill of the present invention when connected to an a-pillar.
Fig. 6 is a schematic view of the separation of the sill and the a-pillar of the present invention.
FIG. 7 is a schematic illustration of the intrusion change of the vehicle body structure optimized using the small offset crash configuration optimization method.
Detailed Description
Fig. 1 is a schematic structural view of a vehicle body structure divided into 4 collision zones by the small offset collision structure optimization method of the invention, and as shown in fig. 1, the small offset collision structure optimization method includes:
establishing a vehicle body model in LS-DYNA software, and dividing a vehicle body structure 100 into a collision areas, wherein a is more than or equal to 2;
b types of structures with different force transmission levels are designed for each collision area, wherein b is more than or equal to 2;
designing an orthogonal test of a factor a level of b, and calculating the equivalent axial force of each collision area by using formulas (1), (2) and (3) based on the calculation result of the simulation test;
taking the equivalent axial force of each collision area as an input variable, taking the above hinge column invasion amount C1, the lower hinge column invasion amount C2 and the threshold deformation amount C3 as output variables, establishing a second-order response surface model by using mathematical software, carrying out multi-objective optimization solution on the second-order response surface model, and selecting an optimization solution by combining an optimization result;
the formulas are as follows:
Figure BDA0002519351080000051
Fi＝aiFgeneral assembly (2)
Figure BDA0002519351080000052
Wherein E isiFor absorbing energy of a component in the ith impact zone, EintFor total energy absorbed in the collision, FiIs the equivalent axial force of the i-th collision zone, EiAnd FGeneral assemblyObtained from LS-DYNA software, m is the mass of the whole vehicle, v0Initial speed of the vehicle, vx、vyThe residual speed of the whole automobile in the x direction and the y direction after collision. In the present embodiment, the equivalent axial force of each collision region is input to the LS-DYNA software by the upper hinge pillar intrusion amount C1, the lower hinge pillar intrusion amount C2, and the rocker deformation amount C3, but the present invention is not limited thereto.
The small bias collision structure optimization method scientifically divides the vehicle body structure 100 into a plurality of collision areas, defines the optimization direction, realizes the programming of the small bias collision structure optimization process, and defines the optimization steps; and through the adjustment of the non-platform structure of the collision area, the small offset collision performance of different weight vehicle types in the platform is ensured, the change range of the platform vehicle type in the switching process is reduced, the development cost can be greatly saved, and the development period can be shortened.
Further, the step of performing multi-objective optimization solution on the second-order response surface model comprises the following steps:
and solving by using an NSGA-II multi-target genetic algorithm to obtain a continuous multi-target optimization Pareto solution, and selecting an optimal solution by combining an optimization result.
Further, as shown in fig. 1, when a is equal to 4, 4 collision regions are defined as a first collision region 101a, a second collision region 101b, a third collision region 101c and a fourth collision region 101d, respectively, the first collision region 101a, the second collision region 101b and the third collision region 101c correspond to three longitudinal collision loads of the vehicle body, respectively, the fourth collision region 101d corresponds to one lateral collision load of the vehicle body, the longitudinal direction of the vehicle body is the length direction of the vehicle body, and the lateral direction of the vehicle body is the width direction of the vehicle body. In this embodiment, E1、E2、E3The energy E of each collision area is obtained by reading the LS-DYNA simulation calculation result (reading the internal energy of components in each collision area and summing1、E2、E3) (ii) a Meanwhile, according to the simulation result, the crushing amount (length before collision-length after collision) L of each collision area is calculated1、L2、L3And finally obtaining the equivalent effect:
Figure BDA0002519351080000061
E4is obtained by calculation through the kinetic energy theorem: before a collision (i.e., at time t equal to 0 ms), the y-direction (lateral) velocity is zero, and after a collision (i.e., at time t equal to 200 ms), the y-direction velocity is vy(this value can be obtained by reading the LS-DYNA simulation calculation result), then
Figure BDA0002519351080000062
Meanwhile, the y-direction displacement of the whole vehicle in the collision process is d (the value can be obtained by reading an LS-DYNA simulation calculation result); equivalent effect can be obtained by conversion according to the energy conservation theorem
Figure BDA0002519351080000063
As shown in fig. 1, the vehicle body front portion to the front end region of the front side frame 23 is divided into a first collision region 101a, the front end of the front side frame 23 to the front end region of the a-pillar 26 is divided into a second collision region 101b, the region behind the a-pillar 26 and the a-pillar 26 is divided into a third collision region 101c, and the entire vehicle body lateral region is divided into a fourth collision region 101 d.
Further, when b is equal to 3, 3 force transmission levels are defined as a first force transmission level, a second force transmission level and a third force transmission level respectively;
for a first transmission level, the first crash zone 101a, the second crash zone 101b, the third crash zone 101c and the fourth crash zone 101d are each designed as a base structure of the vehicle body;
for the second force transmission level, the first impact area 101a is designed to be widened on the anti-collision beam 27 and the volume of the energy absorption box 28 is increased, the second impact area 101b is designed to be an upper short beam Energyabsorbing-Ring structure 20, the third impact area 101c is designed to be a front longitudinal beam root surrounding type structure 30, and the fourth impact area 101d is designed to be added with a transverse reinforcing piece 21 on the upper short beam Energyabsorbing-Ring structure 20;
for a third force transfer level, the first impact area 101a is designed to add a sub-frame crash box (not shown), the second impact area 101b is designed to increase the cross section of the upper short beam 22 and lift the material of the upper short beam 22 (for example, replacing common metal devices with alloy devices), the third impact area 101c is designed to be the floor ring structure 40 and reinforce the door sill 50, and the fourth impact area 101d is designed to lift the material of the transversal reinforcement 21 and the thickness of the transversal reinforcement 21, as shown in table 1 below:
Figure BDA0002519351080000071
in this embodiment, by controlling the longitudinal/lateral force transmission of the force transmission structures in each collision region (mainly the second collision region 101b and the fourth collision region 101d), adjusting the force transmission distribution of 4 collision regions (adjusting the force transmission distribution by increasing or decreasing the reinforcing structure, lifting the material, and the like), designing orthogonal tests repeatedly and establishing a second-order response surface model, development of small offset collision structures of different mass vehicle types can be realized, and a platform design is realized.
Further, fig. 2 is a schematic view of an upper short beam energy absorption-Ring structure of the present invention, and as shown in fig. 2, the upper short beam energy absorption-Ring structure 20 is a first annular energy absorption structure composed of an upper short beam 22, a front longitudinal beam 23 and a coaming lower cross beam 24, the upper short beam 22 is an arc-shaped structure, one end of the upper short beam 22 is fixed to an a-pillar 26, the other end of the upper short beam 22 is fixed to a front end of the front longitudinal beam 23, a rear end of the front longitudinal beam 23 is fixed to a front cowl 25, the coaming lower cross beam 24 is fixed to the front cowl 25 and the a-pillar 26, one end of the coaming lower cross beam 24 is connected to the front longitudinal beam 23, the other end of the coaming lower cross beam 24 extends to the upper short beam 22, one end of a transverse reinforcement 21 is fixed to the upper short beam 22, and the other end of the transverse reinforcement 21 is fixed to the front longitudinal beam 23.
Further, fig. 3 is a schematic view of the front side member root surrounding type structure of the present invention, and as shown in fig. 3, the front side member root surrounding type structure 30 is a second annular energy absorption structure composed of a front side member outer plate 31, a first torque box 32, a coaming lower cross beam 24, and an a pillar 26, the front side member outer plate 31 and the first torque box 32 are fixed on the front coaming 25, one end of the front side member outer plate 31 is connected with the coaming lower cross beam 24, the other end of the front side member outer plate 31 is connected with the first torque box 32, and one end of the first torque box 32 far from the front side member outer plate 31 is connected with the a pillar 26.
Further, fig. 4 is a schematic view of the floor ring structure of the present invention, and as shown in fig. 4, the floor ring structure 40 is a third ring energy absorbing structure composed of a front sill inner 42, a front floor reinforcing beam 43, a front floor side member 44 and a second torque box 45, the front sill inner 42 and the front floor side member 44 are disposed opposite to each other in the lateral direction of the vehicle body, one end of the front floor reinforcing beam 43 is fixed to the front sill inner 42, the other end of the front floor reinforcing beam 43 is fixed to the front floor side member 44, one end of the second torque box 45 is fixed to the front sill inner 42, and the other end of the second torque box 45 is fixed to the front floor side member 44.
Further, fig. 5 is a schematic view of the connection of the rocker of the present invention and the a-pillar, and fig. 6 is a schematic view of the detachment of the rocker of the present invention and the a-pillar, as shown in fig. 5 and 6, the rocker 50 includes a front rocker outer panel 52, a front rocker inner panel 42, a plurality of reinforcing ribs 53 and an edge reinforcing panel 54, the front rocker outer panel 52 and the front rocker inner panel 42 are fastened to each other, an inner cavity is formed between the front rocker outer panel 52 and the front rocker inner panel 42, the reinforcing ribs 53 are fixed to the cavity wall of the inner cavity at intervals, the edge reinforcing panel 54 is disposed along the length direction of the rocker 50, and the edge reinforcing panel 54 is fixed to the cavity wall of the inner cavity.
Further, the upper hinge pillar intrusion amount C1 is controlled to be less than or equal to 75mm according to the structural target rating requirement of IIHS "excellent"; the lower hinge pillar intrusion amount C2 is less than or equal to 150 mm; the threshold deformation amount C3 is less than or equal to 50mm, and considering the difference in deformation between simulation and test, it is preferable to control the upper hinge pillar intrusion amount C1 to be less than or equal to 40 mm; the lower hinge pillar intrusion amount C2 is less than or equal to 100 mm; the threshold deformation amount C3 is less than or equal to 30 mm.
Further, when a is equal to 4 and b is equal to 3, design orthogonal test Table L9 (3)4) As shown in table 2 below:
Figure BDA0002519351080000091
the equivalent axial force of each collision zone is calculated by using the formulas (1), (2) and (3), and the calculation result is shown in table 3:
Figure BDA0002519351080000092
Figure BDA0002519351080000101
the approximate functional expression fitted is:
Figure BDA0002519351080000102
Figure BDA0002519351080000103
Figure BDA0002519351080000104
the approximate function expression may be generated in the LS-DYNA software.
Considering the difference of deformation of simulation and test, the upper hinge pillar intrusion amount C1 is controlled to be less than or equal to 40mm, the lower hinge pillar intrusion amount C2 is controlled to be less than or equal to 100mm, and the threshold deformation amount C3 is controlled to be less than or equal to 30mm, the closer the target is to the upper limit value in the feasible range, the less the design margin of the optimization scheme is, the high optimization effect is considered, and the optimization result is combined to select an optimization solution, namely case 3 which is the closest to the optimization solution: f1＝91.5kN，F2＝224.8kN，F3＝288.5kN，F478.1kN, calculated C1-36, C2-78, C3-28 are the closest, and it can be observed that case 5 is also closer to the target value, and the optimization goal can also be achieved by increasing the y-stiffness appropriately.
From the simulation result, the optimized front longitudinal beam 23 and the optimized auxiliary frame longitudinal beam are fully deformed and absorb energy, the front part of the hinge column is collapsed and absorbs energy, the rear part of the hinge column is kept stable, small invasion of the hinge column and deformation of the threshold 50 are guaranteed, and the integral integrity of the passenger compartment is good.
Fig. 7 is a schematic diagram of intrusion change of a vehicle body structure after optimization by using a small offset collision structural optimization method, as shown in fig. 7, static deformation of positions of each measuring point is compared before and after optimization, wherein after structural optimization, the most obvious decrease of intrusion amount of the measuring points is an upper column hinge, a lower column hinge, a door sill 50 and an instrument panel measuring point, and the vehicle body structure 100 is successfully optimized to an 'excellent' evaluation grade through force transmission and energy absorption matching of different collision areas.
From the aspect of platformization, large structures such as longitudinal beams, floors and doorsills 50 are generally designed to be platform pieces, and small parts such as upper short beams 22 and hinge columns are adaptively adjusted to meet the development target of collision performance of different vehicle types. By utilizing the advanced collision structure represented by the upper short beam Energyabsorbing-Ring structure 20, the front longitudinal beam root surrounding structure 30, the floor annular structure 40, the reinforced doorsill 50 and the like designed by the invention, the small offset collision performance development of different mass vehicle types within a certain range can be realized by utilizing the characteristic of large transverse rigidity adjusting space and combining the method to carry force matching energy absorption control method for different collision areas, and the forward development of the platformized small offset collision structure is realized.
The present invention is not limited to the specific details of the above-described embodiments, and various simple modifications may be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention. The various features described in the foregoing detailed description may be combined in any suitable manner without departing from the scope of the invention. The invention is not described in detail in order to avoid unnecessary repetition.

Claims (10)

1.一种小偏置碰撞结构优化方法，其特征在于，该方法包括：1. a small offset collision structure optimization method, is characterized in that, the method comprises: 在LS-DYNA软件中建立车身模型，将车身结构划分为a个碰撞区域，a大于或等于2；Build a body model in LS-DYNA software, and divide the body structure into a collision area, a is greater than or equal to 2; 对每个该碰撞区域设计b种传力水平不同的结构，b大于或等于2；Design b structures with different force transmission levels for each of the collision areas, where b is greater than or equal to 2; 设计b因素a水平的正交试验，基于仿真试验的计算结果，利用公式(1)、(2)和(3)计算各该碰撞区域的等效轴向力；Design an orthogonal test at the b-factor a level, and use formulas (1), (2) and (3) to calculate the equivalent axial force of each collision area based on the calculation results of the simulation test; 将各该碰撞区域的等效轴向力作为输入变量，以上铰链柱侵入量、下铰链柱侵入量及门槛变形量为输出变量，利用数学软件建立二阶响应面模型，并对该二阶响应面模型进行多目标优化求解，结合优化结果，选取最优化解；Taking the equivalent axial force of each collision area as the input variable, the intrusion of the upper hinge column, the intrusion of the lower hinge column and the threshold deformation as the output variables, a second-order response surface model is established by mathematical software, and the second-order response Multi-objective optimization solution is carried out on the surface model, and the optimal solution is selected based on the optimization results; 各该公式为：
Figure FDA0002519351070000011
The formulas are:
Figure FDA0002519351070000011
 Fi＝aiF总 (2)F i = a i F total (2)
Figure FDA0002519351070000012
Figure FDA0002519351070000012
 其中，Ei为第i个该碰撞区域中的一部件吸能量，Eint为碰撞总吸能量，Fi为第i个该碰撞区域的等效轴向力，Ei和F总从该LS-DYNA软件中获得，m为整车质量，v0为整车的初始速度，vx、vy为碰撞后整车的x向、y向残余速度。Among them, E i is the energy absorbed by a component in the ith collision area, E int is the total energy absorbed by the collision, F i is the equivalent axial force of the ith collision area, and E i and F are always derived from the LS - Obtained from the DYNA software, m is the mass of the vehicle, v 0 is the initial speed of the vehicle, and v x and v y are the residual velocities in the x and y directions of the vehicle after the collision. 2.如权利要求1所述的小偏置碰撞结构优化方法，其特征在于，对该二阶响应面模型进行多目标优化求解的步骤包括：2. The small-bias collision structure optimization method as claimed in claim 1, wherein the step of carrying out a multi-objective optimization solution to the second-order response surface model comprises: 利用NSGA-II多目标遗传算法进行求解，得到连续的多目标优化Pareto解，结合优化结果，选取最优解。The NSGA-II multi-objective genetic algorithm is used to solve the problem, and the continuous multi-objective optimization Pareto solution is obtained. Combined with the optimization results, the optimal solution is selected. 3.如权利要求1所述的小偏置碰撞结构优化方法，其特征在于，当a等于4时，定义4个该碰撞区域分别为第一碰撞区域、第二碰撞区域、第三碰撞区域和第四碰撞区域，该第一碰撞区域、该第二碰撞区域和该第三碰撞区域分别对应车身的三个纵向碰撞载荷，该第四碰撞区域对应车身的一个横向碰撞载荷，车身的纵向为车身的长度方向，车身的横向为车身的宽度方向。3. The small-offset collision structure optimization method according to claim 1, wherein when a is equal to 4, four of the collision areas are defined as the first collision area, the second collision area, the third collision area and the The fourth collision area, the first collision area, the second collision area and the third collision area respectively correspond to three longitudinal collision loads of the vehicle body, the fourth collision area corresponds to a lateral collision load of the vehicle body, and the longitudinal direction of the vehicle body is the vehicle body The longitudinal direction of the vehicle body is the width direction of the vehicle body. 4.如权利要求3所述的小偏置碰撞结构优化方法，其特征在于，将车身前部至前纵梁前端区域划分为该第一碰撞区域，将该前纵梁前端至A柱前端区域划分为该第二碰撞区域，将该A柱及该A柱之后的区域划分为该第三碰撞区域，将车身整体横向区域划分为该第四碰撞区域。4 . The structure optimization method for small offset collision according to claim 3 , wherein the area from the front of the vehicle body to the front end of the front side member is divided into the first collision area, and the area from the front end of the front side member to the front end of the A-pillar is divided into the first collision area. 5 . It is divided into the second collision area, the A-pillar and the area after the A-pillar are divided into the third collision area, and the overall lateral area of the vehicle body is divided into the fourth collision area. 5.如权利要求4所述的小偏置碰撞结构优化方法，其特征在于，当b等于3时，定义3种传力水平分别为第一传力水平、第二传力水平和第三传力水平；5. The small-offset collision structure optimization method according to claim 4, wherein when b is equal to 3, three force transmission levels are defined as the first force transmission level, the second force transmission level and the third force transmission level, respectively. strength level; 对于该第一传力水平，将该第一碰撞区域、该第二碰撞区域、该第三碰撞区域和该第四碰撞区域均设计为车身的基础结构；For the first force transmission level, the first collision area, the second collision area, the third collision area and the fourth collision area are all designed as the basic structure of the vehicle body; 对于该第二传力水平，将该第一碰撞区域设计为防撞梁加宽和吸能盒体积增大，将该第二碰撞区域设计为上短梁Energyabsorbing-Ring结构，将该第三碰撞区域设计为该前纵梁根部环绕型结构，将该第四碰撞区域设计为在该上短梁Energyabsorbing-Ring结构上增加横向加强件；For the second force transmission level, the first collision area is designed to widen the anti-collision beam and the volume of the energy absorbing box is increased, the second collision area is designed to be an upper short beam Energyabsorbing-Ring structure, and the third collision area is designed For the front longitudinal beam root wrap-around structure, the fourth collision area is designed to add a transverse reinforcement on the upper short beam Energyabsorbing-Ring structure; 对于该第三传力水平，将该第一碰撞区域设计为增加副车架吸能盒，将该第二碰撞区域设计为该上短梁横截面增大及该上短梁材料提升，将该第三碰撞区域设计为地板环形结构，并加强门槛，将该第四碰撞区域设计为提升该横向加强件的材料及该横向加强件的厚度。For the third force transmission level, the first collision area is designed to increase the sub-frame energy-absorbing box, the second collision area is designed to increase the cross section of the upper short beam and the material of the upper short beam is increased, the The third collision area is designed as a floor ring structure, and the sill is reinforced, and the fourth collision area is designed to increase the material of the transverse reinforcement and the thickness of the transverse reinforcement. 6.如权利要求5所述的小偏置碰撞结构优化方法，其特征在于，该上短梁Energyabsorbing-Ring结构由该上短梁、该前纵梁和围板下横梁组成第一环形吸能结构，该上短梁呈弧形结构，该上短梁的一端固定于该A柱，该上短梁的另一端固定于该前纵梁的前端，该前纵梁的后端固定于前围板，该围板下横梁固定在该前围板和该A柱上，该围板下横梁的一端与该前纵梁连接，该围板下横梁的另一端延伸至该上短梁，该横向加强件的一端固定于该上短梁，该横向加强件的另一端固定于该前纵梁。6 . The method for optimizing a small offset collision structure according to claim 5 , wherein the upper short beam Energyabsorbing-Ring structure is composed of the upper short beam, the front longitudinal beam and the lower cross beam of the hoarding plate to form a first annular energy absorption. 7 . Structure, the upper short beam is an arc structure, one end of the upper short beam is fixed to the A-pillar, the other end of the upper short beam is fixed to the front end of the front longitudinal beam, and the rear end of the front longitudinal beam is fixed to the front wall plate, the lower cross member of the hoarding plate is fixed on the front apron and the A-pillar, one end of the lower cross member of the hoarding plate is connected with the front longitudinal beam, the other end of the lower cross member of the hoarding plate extends to the upper short beam, the transverse One end of the reinforcement is fixed to the upper short beam, and the other end of the transverse reinforcement is fixed to the front longitudinal beam. 7.如权利要求6所述的小偏置碰撞结构优化方法，其特征在于，该前纵梁根部环绕型结构由前纵梁外板、第一力矩盒、该围板下横梁、该A柱组成第二环形吸能结构，该前纵梁外板和该第一力矩盒固定在该前围板上，该前纵梁外板的一端与该围板下横梁连接，该前纵梁外板的另一端与该第一力矩盒连接，该第一力矩盒远离该前纵梁外板的一端连接于该A柱。7 . The method for optimizing a small-offset collision structure according to claim 6 , wherein the surrounding structure at the root of the front longitudinal beam is composed of the outer plate of the front longitudinal beam, the first moment box, the lower cross beam of the enclosure plate, and the A-pillar. 8 . A second annular energy-absorbing structure is formed. The front longitudinal beam outer panel and the first moment box are fixed on the front panel. One end of the front longitudinal beam outer panel is connected to the lower cross beam of the panel. The front longitudinal beam outer panel is The other end of the first moment box is connected with the first moment box, and the end of the first moment box away from the outer plate of the front longitudinal beam is connected with the A-pillar. 8.如权利要求6所述的小偏置碰撞结构优化方法，其特征在于，该地板环形结构由前门槛内板、前地板加强梁、前地板纵梁及第二力矩盒组成第三环形吸能结构，该前门槛内板与该前地板纵梁沿车身横向相对设置，该前地板加强梁的一端固定于该前门槛内板，该前地板加强梁的另一端固定于该前地板纵梁，该第二力矩盒的一端固定于该前门槛内板，该第二力矩盒的另一端固定于该前地板纵梁。8 . The optimization method for a small offset collision structure according to claim 6 , wherein the floor annular structure is composed of a front rocker inner panel, a front floor reinforcement beam, a front floor longitudinal beam and a second moment box to form a third annular suction duct. 9 . Energy structure, the front rocker inner panel and the front floor longitudinal beam are arranged opposite to each other along the vehicle body transverse direction, one end of the front floor reinforcement beam is fixed to the front rocker inner panel, and the other end of the front floor reinforcement beam is fixed to the front floor longitudinal beam , one end of the second moment box is fixed on the inner panel of the front rocker, and the other end of the second moment box is fixed on the front floor longitudinal beam. 9.如权利要求6所述的小偏置碰撞结构优化方法，其特征在于，该门槛包括前门槛外板、前门槛内板、多块加强肋板和棱边加强板，该前门槛外板与该前门槛内板相互扣合，该前门槛外板与该前门槛内板之间形成有内腔，各该加强肋板相互间隔地固定在该内腔的腔壁上，该棱边加强板沿着该门槛的长度方向设置，该棱边加强板固定在该内腔的腔壁上。9 . The method for optimizing a small offset collision structure according to claim 6 , wherein the rocker comprises a front rocker outer panel, a front rocker inner panel, a plurality of reinforcing ribs and an edge reinforcement panel, and the front rocker outer panel Interlocking with the inner panel of the front rocker, an inner cavity is formed between the outer panel of the front rocker and the inner panel of the front rocker, the reinforcing ribs are fixed on the cavity wall of the inner cavity at an interval, and the edge is The plate is arranged along the length direction of the threshold, and the edge reinforcement plate is fixed on the cavity wall of the inner cavity. 10.如权利要求1所述的小偏置碰撞结构优化方法，其特征在于，根据IIHS“优秀”的结构目标评级要求，控制该上铰链柱侵入量小于或等于75mm；该下铰链柱侵入量小于或等于150mm；该门槛变形量小于或等于50mm。10 . The structure optimization method for small offset collision according to claim 1 , wherein, according to the IIHS “excellent” structural target rating requirement, the intrusion amount of the upper hinge column is controlled to be less than or equal to 75 mm; the intrusion amount of the lower hinge column is controlled to be less than or equal to 75 mm. Less than or equal to 150mm; the threshold deformation is less than or equal to 50mm.
CN202010486295.3A 2020-06-01 2020-06-01 Small offset collision structure optimization method Active CN113761643B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010486295.3A CN113761643B (en) 2020-06-01 2020-06-01 Small offset collision structure optimization method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010486295.3A CN113761643B (en) 2020-06-01 2020-06-01 Small offset collision structure optimization method

Publications (2)

Publication Number Publication Date
CN113761643A true CN113761643A (en) 2021-12-07
CN113761643B CN113761643B (en) 2024-07-09

Family

ID=78782686

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010486295.3A Active CN113761643B (en) 2020-06-01 2020-06-01 Small offset collision structure optimization method

Country Status (1)

Country Link
CN (1) CN113761643B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115081106A (en) * 2022-05-10 2022-09-20 东风汽车集团股份有限公司 Method for topological optimization of force transmission path of automobile offset collision and side collision

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130185041A1 (en) * 2012-01-13 2013-07-18 Livermore Software Technology Corp Multi-objective engineering design optimization using sequential adaptive sampling in the pareto optimal region
CN103646171A (en) * 2013-11-27 2014-03-19 肖锋 Collision load assessment method of vehicle passive safety performance
CN109190189A (en) * 2018-08-10 2019-01-11 武汉理工大学 A kind of body side wall safety component hybrid variable design method for optimization of matching

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130185041A1 (en) * 2012-01-13 2013-07-18 Livermore Software Technology Corp Multi-objective engineering design optimization using sequential adaptive sampling in the pareto optimal region
CN103646171A (en) * 2013-11-27 2014-03-19 肖锋 Collision load assessment method of vehicle passive safety performance
CN109190189A (en) * 2018-08-10 2019-01-11 武汉理工大学 A kind of body side wall safety component hybrid variable design method for optimization of matching

Non-Patent Citations (5)

* Cited by examiner, † Cited by third party
Title
IVÁN CUEVAS SALAZAR 等: "Small overlap assessment for early design phases based on vehicle kinematics", 《INTERNATIONAL JOURNAL OF CRASHWORTHINESS》, 18 February 2019 (2019-02-18), pages 24 - 53 *
何合 等: "某平台的混动车型偏置碰撞优化", 《PROCEEDINGS OF THE 16TH INTERNATIONAL FORUM OF AUTOMOTIVE TRAFFIC SAFETY（INFATS 2019）》, 14 November 2019 (2019-11-14), pages 85 - 95 *
刘千揆 等: "基于小偏置碰撞力匹配研究的车身前端结构改进", 《科学技术与工程》, vol. 17, no. 14, 18 May 2017 (2017-05-18), pages 92 - 96 *
赵永宏 等: "基于改进图分解法的多材料车身结构优化设计方法", 《汽车工程》, vol. 42, no. 4, 25 April 2020 (2020-04-25), pages 560 - 566 *
龙江启 等: "基于正面碰撞安全性的增程式纯电动汽车车身轻量化研究", 《汽车工程》, vol. 37, no. 04, 25 April 2015 (2015-04-25), pages 466 - 471 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115081106A (en) * 2022-05-10 2022-09-20 东风汽车集团股份有限公司 Method for topological optimization of force transmission path of automobile offset collision and side collision

Also Published As

Publication number Publication date
CN113761643B (en) 2024-07-09

Similar Documents

Publication Publication Date Title
US9533710B2 (en) Twelve-cornered strengthening member
Davies Materials for automobile bodies
WO1997009225A1 (en) Lightweight automobile bodies
CN107391840B (en) Thickness distribution design method of energy absorption buffer area of continuously variable-thickness automobile front longitudinal beam
Wang et al. Multidisciplinary design optimization for front structure of an electric car body-in-white based on improved collaborative optimization method
JPWO2020085381A1 (en) Automotive frame members and electric vehicles
WO2024000723A1 (en) Rops framework design method and engineering machinery cab
CN105447268A (en) Method for designing car front longitudinal beam with hat section
CN102658808A (en) Split welding type car door anti-collision beam
CN113761643A (en) Small offset collision structure optimization method
CN108038308A (en) A kind of construction design method of aluminium alloy compression casting damping tower
CN112441133A (en) Vehicle sill beam and design method thereof
Baskin et al. A case study in structural optimization of an automotive body-in-white design
CN115081106A (en) Method for topological optimization of force transmission path of automobile offset collision and side collision
CN116070337A (en) Method for realizing modularized design of upper automobile body of automobile
US20230334197A1 (en) Material-based subdomain hybrid cellular automata algorithm for material optimization of thin-walled frame structures
CN107628115B (en) A vehicle front and longitudinal beam structure with variable thickness and variable cross-section for functional customization
WO2020244326A1 (en) Light truck partition plate device and design method therefor
CN108664701A (en) A kind of collision prevention girders structural optimization method based on B-spline
Shin et al. Structural analysis and optimization of a low-speed vehicle body
JP5087003B2 (en) Structural member design method and structural member
CN204383595U (en) A kind of vehicle dash panel strengthens structure
CN207535984U (en) A kind of automobile Varying-thickness, variable cross-section front rail structure for customizing functions
CN202686535U (en) Novel fender plate beam structure
CN106043446A (en) Integrated column B reinforcing board and machining method thereof

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
GR01 Patent grant
GR01 Patent grant