A bionics-based airfoil holder for a vehicle door and a vehicle door structure

Abstract

The application discloses a bionics-based airfoil retainer for a vehicle door, which comprises a main body trunk portion and an airfoil structure portion. The main body trunk portion comprises an upper extension arm and a horizontal lap arm which are connected together and have an obtuse included angle between them, the upper extension arm is used to be connected with a vehicle window frame outside reinforcing member, and the horizontal lap arm is used to be connected with a vehicle door lock reinforcing member; the airfoil structure portion extends outward from the main body trunk portion and comprises a front wing portion and a rear wing portion along the length direction of the main body trunk portion, wherein the front wing portion is closer to the upper extension arm than the rear wing portion, and the area of the front wing portion is larger than that of the rear wing portion. Accordingly, the application also discloses a brand-new vehicle door structure which is provided with the airfoil retainer.

Description

TECHNICAL FIELD

[0001] The present application relates to a door retainer, in particular to a wing-shaped retainer for a door. BACKGROUND

[0002] In recent years, with the increasing demand and export of automobiles, the market requirements for the current automobiles developed by automobile enterprises are also increasing. The vehicle models often need to meet the safety evaluation requirements of different regulations.

[0003] Moreover, the current regulatory requirements are constantly updated. Under the increasingly stringent automobile double points policy, the strict limitation of carbon emissions of automobile enterprises requires the continuous lightening of vehicles. At the same time, in the actual preparation of automobiles, the whole vehicle system is a very complex assembly system, which involves the connection and mutual cooperation between various subsystems. There are also corresponding national standards, testing agency standards for vehicle body subsystems, front and rear covers, doors and other components. These components prepared by automobile enterprises must meet these standards and regulations to ensure their performance.

[0004] Therefore, for automobile enterprises, it is necessary to obtain lightweight vehicles, meet the increasing safety requirements, and ensure the continuous improvement of user experience. To solve this contradiction, it is necessary to break out of the traditional development ideas and design some innovative methods and solutions.

[0005] Taking the door as an example, the inventors found that in the current door design process, the stability and force transmission of the door structure in the frontal and offset impact need to be considered to achieve force bearing and transmission in the side impact and column impact, to ensure that the door remains locked during the test and opens normally after the test. In order to meet this requirement, the door needs to have high structural strength and stability.

[0006] In addition, in order to achieve the lightening of the whole vehicle weight, the structure of the door must be as simple as possible when designing the door structure to meet the lightening requirements. In particular, in the design of the door structure retainer in the door lock and handle area, in addition to meeting the above safety performance and lightening requirements, the surface stiffness of the door outer panel will also affect the user experience and brand image, and the door structure retainer bears the full life cycle of the cycle push-pull force load during the opening and closing of the door.

[0007] The research finds that there is no good design method and solution in the prior art to obtain a vehicle door retainer satisfying the above requirements. Therefore, in order to solve the technical problems existing in the prior art, the present application proposes a brand-new bionics-based airfoil retainer for a vehicle door, which can be effectively applied to a vehicle door structure and improve the strength and stability of the vehicle door structure, while improving the user experience and meeting the requirement of light weight of the vehicle, and can bear the periodic push-pull force load in the whole life cycle during opening and closing of the vehicle door. SUMMARY

[0008] The present application aims to provide a bionics-based airfoil retainer for a vehicle door, which has the characteristics of simple structure, low cost, easy installation and easy engineering batch production, can be effectively applied to a vehicle door, and can improve the stiffness of the vehicle door and the connection between the vehicle door and the window, strengthen the connection strength between the vehicle door and the retainer, strengthen the opening performance of the vehicle door, strengthen the surface stiffness of the vehicle door, improve the strength and stability of the vehicle door structure, and effectively reduce the risk of disengagement of the vehicle door in performance tests.

[0009] In order to achieve the above-mentioned purpose, the present application proposes a bionics-based airfoil retainer for a vehicle door, which comprises:

[0010] a main body trunk portion comprising an upper extension arm and a horizontal lap arm connected together; wherein the upper extension arm and the horizontal lap arm have an obtuse angle included angle; the upper extension arm is used to connect with a vehicle window frame outer reinforcement, and the horizontal lap arm is used to connect with a vehicle door lock reinforcement;

[0011] an airfoil structure portion extending outward from the main body trunk portion, comprising a front wing portion and a rear wing portion along the length direction of the main body trunk portion, wherein the front wing portion is closer to the upper extension arm than the rear wing portion, and the area of the front wing portion is greater than that of the rear wing portion.

[0012] In the above technical solution of the present application, the inventor designs a bionics-based airfoil retainer for a vehicle door with a brand-new concept, which comprises a main body trunk portion and an airfoil structure portion.

[0013] In the airfoil retainer designed in the present application, the main body trunk portion is designed based on the concept of butterfly body trunk, which is the main force-bearing and force-transmitting structure of the airfoil retainer of the present application, and can improve the stability of the vehicle door in side collision, column collision and other side working conditions.

[0014] Correspondingly, the airfoil structure part is designed by referring to the structure of butterfly wings, and is specifically divided into a forewing part and a hindwing part. The forewing part has a large area and is responsible for large-area surface bearing force to improve the surface rigidity performance of the door; the hindwing part has a small area and can efficiently transmit the load received by the forewing part to the main body trunk part.

[0015] Further, in the airfoil retainer based on bionics, a plurality of guide ribs are connected between the main body trunk part and the airfoil structure part.

[0016] In the above technical solution of the present application, a plurality of guide ribs in different directions can be further connected between the main body trunk part and the airfoil structure part. These guide ribs are designed by referring to the wing vein structure in butterfly wings, which can improve the connection strength of the main body trunk part and the airfoil structure part and stabilize the entire airfoil retainer.

[0017] Meanwhile, the wing vein structure improves the torsional properties of butterfly wings, and the design of such guide ribs also strengthens the sagging and over-opening performance of the door to some extent.

[0018] Further, in the airfoil retainer based on bionics, the directions of the guide ribs are set to be different from each other.

[0019] Further, in the airfoil retainer based on bionics, the leading edge of the forewing part has an arc-shaped flange.

[0020] In the above technical solution of the present application, the forewing part can refer to the leading edge structure of butterfly wings and further increase the continuous arc-shaped flange structure at the leading edge. This arc-shaped flange structure can enhance the stability of the overall structure of the retainer and improve the connection strength of the main body trunk part and the airfoil structure part of the airfoil retainer.

[0021] Further, in the airfoil retainer based on bionics, the main body trunk part has a plurality of hollow weight-reducing holes.

[0022] In the above technical solution of the present application, the main body trunk part of the airfoil retainer is provided with a plurality of hollow weight-reducing holes to ensure the strength of the body while achieving a certain degree of light weight.

[0023] Further, in the airfoil retainer based on bionics, the end of the horizontal lap arm for connecting with the door lock reinforcement has a groove.

[0024] In the above technical solution of the present application, the end part connected with the door lock reinforcement on the horizontal overlapping arm can be further provided with a local groove to increase the connection strength between the main body trunk part and the door lock reinforcement.

[0025] Further, in the bionics-based wing-shaped holder, the size of the main body trunk part satisfies the following formula:

[0026]

[0027] wherein L1 represents the length of the upper extending arm, the unit parameter is mm, β represents the included angle between the upper extending arm and the vehicle window frame outer reinforcement, L2 represents the length of the horizontal overlapping arm, the unit parameter is mm, γ represents the included angle between the horizontal overlapping arm and the door lock reinforcement, a represents the distance between the midpoint of the vehicle window frame outer reinforcement and the door lock reinforcement, the unit parameter is mm, and b represents the distance between the midpoint of the vehicle window frame outer reinforcement and the door lock reinforcement, the unit parameter is mm.

[0028] Further, in the bionics-based wing-shaped holder, the wing-shaped structure part is obtained by a topology optimization algorithm, and the topology optimization algorithm comprises the following steps:

[0029] S1: discretizing the entire wing-shaped structure design domain by using finite element grid;

[0030] S2: defining initial parameters, the initial parameters comprising a target volume rate V tar , an average adjustment coefficient α i of each unit, an upgrading rate e r , a degradation rate r r , a material scale number n, an elastic modulus of each unit, and a unit equivalent volume V i ;

[0031] S3: performing finite element analysis on the surface stiffness loading points;

[0032] S4: calculating the sensitivity of all units based on the following formula:

[0033]

[0034] wherein, is defined as the sensitivity of the i-th unit in the j-th loading round of the wing-shaped structure design domain, xi represents the unit state of the i-th unit of the wing-shaped structure design domain, {u i} represents the displacement vector of the i-th unit in the wing-shaped structure design domain, E0 represents the basic elastic modulus, k i represents the stiffness matrix of the i-th unit of the wing-shaped structure design domain;

[0035] S5: Sensitivity filtering and updating are performed.

[0036] S6: Calculate the unit promotion index R j，1 and the unit degradation index R j，2 :

[0037]

[0038]

[0039] wherein, represents the sensitivity of the i-th unit in the j-th surface stiffness loading of the airfoil structure design domain, β j represents the average value of the sensitivity of all units in the j-th surface loading of the airfoil structure design domain, α j represents an adjustment parameter, wherein in the calculation formula of the unit promotion index R j，1 , the adjustment parameter α j < 1; and in the calculation formula of the unit degradation index R j，2 , the adjustment parameter α j > 1;

[0040] S7: Perform promotion and degradation operations between adjacent surface stiffness loading rounds, and determine whether the target volume rate V tar is reached.

[0041] 7.1: Define the number of loading nodes n of the airfoil structure loading domain;

[0042] 7.2: Apply a normal surface load to each loading node for finite element calculation;

[0043] 7.3: Calculate the promotion and degradation indexes R j，1 and R j，2 of each unit under each load;

[0044] 7.4: Determine whether R j，2 > R j，1 , if the determination is no, perform a promotion operation on the j-th loading round, i.e., retain the unit, and if the determination is yes, perform a degradation operation on the j-th loading round, i.e., delete the unit;

[0045] 7.5: Determine whether the current volume rate V = V tar , if the determination is no, return to step 7.2; and if the determination is yes, end the algorithm.

[0046] In the technical scheme of the present application, the wing type structure part of the wing type holder is a large-area fan-shaped structure, which is similar to the structure of a butterfly wing.

[0047] Further, the wing type holder based on bionics is provided as a lock pin.

[0048] In the present application, the wing type holder can be a cold-formed part or a hot-formed part, which can be provided as a lock pin and applied to a vehicle door.

[0049] Correspondingly, another object of the present application is to provide a novel vehicle door structure, which can be provided with the wing type holder based on bionics to obtain good stability and safety performance.

[0050] In order to achieve the above object, the present application provides a vehicle door structure provided with the wing type holder based on bionics.

[0051] In the vehicle door structure mentioned above, the multifunctional wing type holder based on bionics is effectively applied.

[0052] Compared with the prior art, the wing type holder based on bionics for a vehicle door and the vehicle door structure have the following advantages and beneficial effects:

[0053] The present application provides a vehicle door structure provided with a multifunctional wing type holder based on bionics, which is connected to a vehicle door outer panel by support glue.

[0054] In the wing-shaped retainer designed in this invention, the main body is designed based on the concept of a butterfly's body. It is the primary load-bearing and force-transmitting structure of this wing-shaped retainer, enhancing door stability in side impacts, pole impacts, and other side-impact scenarios. In this invention, the adhesive on the upper part of the main body remains continuous, ensuring the deformation pattern of the key area for the door lock on the outer door panel, enclosed by the wing-shaped retainer frame and the B-pillar of the door, during side impacts. When this area occupies 20%-30% of the overall outer door panel area, the deformation of the key area for the door lock is at its most stable state, minimizing the risk of the door lock disengaging due to excessive door deformation during a collision.

[0055] Accordingly, the airfoil structure is designed with reference to the structure of a butterfly wing, specifically divided into a forewing and a hindwing. The forewing has a larger area, bearing a significant surface load and enhancing the surface rigidity of the door. The hindwing, with a smaller area, efficiently transfers the load from the forewing to the main body. In this invention, the adhesive on the forewing remains continuous, with a large-scale continuous adhesive coating on the leading edge, significantly improving the integrity of the forewing and the outer door panel, thereby effectively enhancing the surface rigidity of the door in this area.

[0056] In summary, the airfoil retainer designed in this invention has the characteristics of simple structure, low cost, convenient installation, and easy engineering mass production. It can be effectively applied to car doors, and can improve the rigidity of the car door and the connection between the car door and the window, strengthen the connection strength between the car door and the retainer, improve the drooping and over-opening performance of the car door, strengthen the surface rigidity of the car door, and improve the strength and stability of the car door structure, so as to effectively reduce the risk of the car door coming off during performance tests. Attached Figure Description

[0057] Figure 1 This is a schematic diagram of the door structure described in one embodiment of the present invention.

[0058] Figure 2 This is a schematic diagram of the structure of the biomimetic-based airfoil retainer according to one embodiment of the present invention.

[0059] Figure 3 The diagram schematically illustrates a simplified mathematical model of the main body of the airfoil retainer.

[0060] Figure 4 for Figure 3 This is a simplified mathematical model of the main body.

[0061] Figure 5 The flowchart illustrating the steps of obtaining the airfoil structure using a topology optimization algorithm is shown in the diagram.

[0062] Figure 6 The diagram schematically illustrates the airfoil structure design domain defined on a single door structure.

[0063] Figure 7 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 1.

[0064] Figure 8 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.8.

[0065] Figure 9 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.6.

[0066] Figure 10 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.5.

[0067] Figure 11 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.4.

[0068] Figure 12 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.3.

[0069] Figure 13 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.16 to achieve the topology optimization objective.

[0070] Figure 14 The illustration shows the basis Figure 13 The topology optimization results are used to obtain a schematic diagram of the airfoil structure region obtained through corresponding structural design. Detailed Implementation

[0071] The following will further explain and illustrate the biomimetic airfoil retainer and door structure for vehicle doors according to the present invention, in conjunction with the accompanying drawings and specific embodiments. However, this explanation and illustration do not constitute an undue limitation on the technical solution of the present invention.

[0072] Figure 1 This is a schematic diagram of the door structure described in one embodiment of the present invention.

[0073] like Figure 1 As shown, in this embodiment, a novel door structure is designed, on which the biomimetic airfoil retainer 3 designed in this invention is installed.

[0074] In Figure 1 The wing type retaining member 3 in the vehicle door structure shown can be connected to the vehicle window frame outer side reinforcement 4, the vehicle door lock reinforcement 5, the vehicle door inner panel 2 and the vehicle door outer panel 1 by means of welding, glue and the like, and can be arranged at a position close to the outer handle and the door lock of the vehicle door.

[0075] In this embodiment, the vehicle door outer panel 1 is connected to the wing type retaining member 3 by means of support glue; the wing type retaining member 3 is connected to the vehicle window frame outer side reinforcement 4 by means of welding and structural strength glue; the wing type retaining member 3 is connected to the vehicle door lock reinforcement 5 by means of welding and structural strength glue; and the wing type retaining member 3 is connected to the vehicle door lock reinforcement 5 and the vehicle door inner panel 2 by means of welding, welding points and structural glue.

[0076] In order to further illustrate the specific structure of the wing type retaining member 3 designed based on bionics according to the present application, the structure of the wing type retaining member 3 shown in Figure 1 is enlarged and processed, and Figure 2 is obtained.

[0077] Figure 2 Structure diagram of the wing type retaining member based on bionics according to the present application in one embodiment.

[0078] As shown in Figure 2 , in this embodiment, the wing type retaining member 3 designed based on bionics according to the present application can specifically include a main body trunk portion 3.1 and a wing type structure portion 3.2.

[0079] In the present application, the main body trunk portion 3.1 is designed based on the concept of the body trunk of a butterfly, and is the main load bearing and force transmission structure of the wing type retaining member 3, which can improve the stability of the vehicle door in side collision, column collision and other side working conditions.

[0080] Continuing to refer to Figure 2 , and in combination with reference to Figure 1 , it can be seen that in this embodiment, the main body trunk portion 3.1 designed according to the present application specifically includes an upper extension arm 3.5 and a horizontal lap joint arm 3.7 which are connected together. The upper extension arm 3.5 and the horizontal lap joint arm 3.7 have an obtuse angle therebetween, and the upper extension arm 3.5 is used to realize connection to the vehicle window frame outer side reinforcement 4, while the horizontal lap joint arm 3.7 is used to realize connection to the vehicle door lock reinforcement 5. A local groove 3.10 is further arranged on the end portion of the horizontal lap joint arm 3.7 which is connected to the vehicle door lock reinforcement 5, so as to increase the connection strength between the main body trunk portion 3.1 and the vehicle door lock reinforcement 5.

[0081] In order to achieve weight loss, a plurality of weight loss holes 3.6 are further arranged on the main body trunk part 3.1 to achieve a certain degree of light weight while ensuring the strength of the body.

[0082] Correspondingly, in the embodiment, the wing-shaped structure part 3.2 is designed to extend outward from the main body trunk part 3.1, which is specifically divided into a front wing part 3.9 and a rear wing part 3.8 along the length direction of the main body trunk part 3.1. The front wing part 3.9 is closer to the upper extension arm 3.5 than the rear wing part 3.8, and the area of the front wing part 3.9 is greater than that of the rear wing part 3.8.

[0083] It should be noted that the wing-shaped structure part 3.2 designed in the application is designed by referring to the structure of butterfly wings. The area of the front wing part 3.9 is relatively large, which can bear a large area of surface force and improve the surface stiffness performance of the door. At the same time, the area of the rear wing part 3.8 is relatively small, which can efficiently transmit the load received by the front wing part 3.9 to the main body trunk part 3.1.

[0084] In addition, in the embodiment, the front wing part 3.9 refers to the structure of the leading edge of butterfly wings, and a continuous arc-shaped flange 3.3 structure is further arranged on the leading edge of the front wing part 3.9. The arc-shaped flange 3.3 structure can enhance the stability of the overall structure of the retaining member, and improve the connection strength of the main body trunk part 3.1 and the wing-shaped structure part 3.2 of the wing-shaped retaining member 3.

[0085] In addition, it should be noted that in the embodiment designed in the application, several guide ribs 3.4 in different directions are specifically connected between the main body trunk part 3.1 and the wing-shaped structure part 3.2. The guide rib 3.4 is designed by referring to the wing vein structure in the butterfly wing, which can improve the connection strength of the main body trunk part 3.1 and the wing-shaped structure part 3.2, and stabilize the entire wing-shaped retaining member 3. At the same time, similar to the wing vein structure to improve the torsion characteristics of the butterfly wing, the design of the guide rib 3.4 also strengthens the door sagging and opening performance to a certain extent.

[0086] In actual application, the trend of each guide rib 3.4 is the target value. The staff can use the finite element method to consider the stress distribution of the side collision, column collision combined with door opening and door sagging working conditions to obtain the optimal trend of the guide rib 3.4.

[0087] Therefore, the wing-shaped retaining member 3 designed in the application has the characteristics of simple structure, low cost, convenient installation and easy engineering batch production.

[0088] In actual application of the door structure of the application Figure 1 In actual application of the door structure of the application Figure 2The designed wing-shaped retainer 3 can not only improve the rigidity of the door and the connection between the door and the window, but also strengthen the connection strength between the door and the retainer, enhance the door's over-opening performance, and strengthen the door's surface rigidity. It can effectively reduce the risk of the door coming off during performance tests and has a good performance effect.

[0089] It should be noted that the above Figure 1 and Figure 2 The biomimetic airfoil retainer 3 used in the embodiments is innovative in itself, distinguishing it from the prior art.

[0090] Of course, in order to obtain a more structurally superior airfoil retainer 3 and thus a more efficient door structure, the inventors designed and proposed the above-mentioned [feature / method] in this embodiment. Figure 1 and Figure 2 The optimization design process specifically adopted for the main body part 3.1 and the airfoil structure part 3.2 of the airfoil retainer 3.

[0091] Figure 3 The diagram schematically illustrates a simplified mathematical model of the main body of the airfoil retainer.

[0092] Figure 4 for Figure 3 This is a simplified mathematical model of the main body.

[0093] like Figure 3 As shown, in this biomimetic-based multifunctional airfoil retainer designed in this invention, its main body 3.1 is divided into an upper extending arm 3.5 and a horizontal overlapping arm 3.7, which together form a V-shaped structure. The V-shaped structure has a certain angle, and the angle between the upper extending arm 3.5 and the outer reinforcement 4 of the vehicle window frame is set to β; the angle between the horizontal overlapping arm 3.7 and the door lock reinforcement 5 is set to γ.

[0094] In this invention, the V-shaped main body 3.1 designed can decompose the side collision energy in a certain proportion. Part of it is transmitted to the A-pillar of the vehicle through the upper extension arm 3.5 via the outer reinforcement of the vehicle window frame 4, and part of it is transmitted to the inner door panel 2 along the horizontal overlapping arm 3.7 via the door lock reinforcement 5, and then transmitted to the B-pillar structure of the vehicle through the door lock structure.

[0095] In this invention, based on the set included angles β and γ, the structure of the main body section 3.1 can be obtained by simplifying the mathematical model and fitting the mathematical model. The included angles β and γ can be specifically set as optimized values, while collision can be used as the objective function.

[0096] Based on the side collision condition and the door structure, the main body part 3.1 of the multifunctional wing-shaped holder 3 designed in the application can be simplified as Figure 4 The mathematical model is shown in the figure.

[0097] When the door encounters a side collision, most of the energy is conducted to the vehicle window frame outside reinforcement 4 and the A pillar of the vehicle via the upper extension arm 3.5, a small part of the collision energy is transmitted to the door lock reinforcement 5 via the horizontal lap joint arm 3.7, and then conducted to the B pillar of the vehicle through the door lock connection. The remaining part of the collision energy is borne by the deformation of the multifunctional wing-shaped holder 3 itself, so as to ensure the stability of the door lock deformation area of the door outer panel as much as possible, thereby reducing the risk of door lock disconnection caused by the deformation of the door outer panel.

[0098] Therefore, an optimal collision energy decomposition result can be obtained by the following formula, and then the optimal main body part 3.1 structure can be designed and obtained:

[0099] As shown in the figure, according to the simplified mathematical model obtained in the above formula, the geometric relationship is as follows: Figure 4 Figure 4

[0100] L1sinβ+L2cosγ=a

[0101] L1cosβ+L2sinγ=b

[0102] Correspondingly, the torque couple M A and M B at A (representing the door lock reinforcement) and B (representing the vehicle window frame outside reinforcement) can be obtained by the following formula:

[0103]

[0104]

[0105] In the above formula, q represents the uniform load acting on L1 and L2.

[0106] Since the torque acting on the L-shaped main body structure is M is the torque couple, and the torsional elastic strain energy V ∈A and V ∈B of L1 and L2 are respectively:

[0107]

[0108]

[0109] and the torsional elastic strain energy V ∈ is:

[0110] ​​

[0111] In the formula, G represents the shear modulus of the L-shaped structure, I pA , I pB respectively represent the rotational inertia of the L-shaped structure L1, L2 two sections of the cross section.

[0112] In the side impact working condition, in order to keep the passenger space as much as possible and improve the stability of the quadrilateral area of the door, according to experience, 60% of the energy is transmitted to the body A pillar through the B end, that is, V ∈B equals 60% of the total energy; 30% of the energy is transmitted to the door lock reinforcement 5 through the A end, and then transmitted to the body B pillar, that is, V ∈A equals 30% of the total energy; and the V-shaped component itself only needs to bear 10% of the deformation energy.

[0113]

[0114] In this way, by substituting the corresponding M A and M B , the size of the main body trunk part 3.1 can satisfy the following formula:

[0115]

[0116] Wherein, L1 represents the length of the upper extension arm 3.5, and the length unit parameter is mm; β represents the included angle between the upper extension arm 3.5 and the vehicle window frame outer reinforcement 4; L2 represents the length of the horizontal lap arm 3.7, and the length unit parameter is mm; γ represents the included angle between the horizontal lap arm 3.7 and the door lock reinforcement 5; a represents the distance between the midpoint of the vehicle window frame outer reinforcement 4 and the door lock reinforcement 5, and the unit parameter is mm; b represents the distance between the midpoint of the door lock reinforcement 5 and the vehicle window frame outer reinforcement 4, and the unit parameter is also mm.

[0117] It should be noted that in the embodiments shown in Figure 1 and Figure 2 , the included angle β of the upper extension arm 3.5 of the main body trunk part 3.1 and the vehicle window frame outer reinforcement 4 is 70°, and the included angle γ of the horizontal lap arm 3.7 and the door lock reinforcement 5 is 80°.

[0118] In the present application, unlike the main body trunk part 3.1 described above, the structure of the wing-shaped structure part 3.2 of the wing-shaped retainer 3 designed in the present application is obtained by topological optimization algorithm optimization design, and the specific steps of the topological optimization algorithm used can be referred to in the following Figure 5 .

[0119] Figure 5The flowchart illustrating the steps of obtaining the airfoil structure using a topology optimization algorithm is shown in the diagram.

[0120] like Figure 5 As shown, in this embodiment, the topology optimization algorithm used in this invention may specifically include the following steps S1-S7:

[0121] S1: Discretize the entire airfoil structure design domain using finite element meshes.

[0122] Figure 6 The diagram schematically illustrates the airfoil structure design domain defined on a single door structure.

[0123] In step S1, the car door is... Figure 6 The large Z-region shown is defined as the airfoil structure design domain, and the entire airfoil structure design domain is discretized using a finite element mesh. In this embodiment, the finite element analysis model used is a single door model.

[0124] like Figure 6 As shown, Figure 6 The locations of the n designed surface stiffness loading points are schematically shown. A normal load of 100N is applied to each of these surface stiffness loading points, and the corresponding displacement is considered. Then, based on the principle of large-area load bearing of butterfly wings, and based on the structure of the designed main body part 3.1, combined with the weak area of ​​the entire door, a butterfly-shaped airfoil structure design domain (Z area shown in Figure 1) can be defined.

[0125] S2: Define initial parameters, including the target volume fraction V. tar The average adjustment coefficient α of each unit i Upgrade rate e r and downgrade rate r r The surface stiffness at each loading point n and the elastic modulus of each element, as well as the element's equivalent volume V. i .

[0126] In this invention, the unit's converted volume In the formula, Vi represents the reduced volume of the i-th unit, and E i E0 is the elastic modulus of the unit in the current loading cycle, and E0 is the reference elastic modulus.

[0127] S3: Perform finite element analysis on each loading point of the surface stiffness.

[0128] After defining the initial parameters in step S2, the different elastic modulus assignments for each element within the airfoil structure design domain will reflect varying levels of difference. When performing finite element analysis on the surface stiffness at each loading point, the objective function is set to minimize compliance and apply volume constraints; its mathematical model is described as follows:

[0129] Minimize compliance:

[0130] Boundary constraints: Ku = P; V = V tar ; E i = E i (u); 0 < < E i < < E0;

[0131] where C is the structural compliance index; K, u, P represent the structural global stiffness, displacement vector and load vector, respectively; E i , u i , E0, k i are the elastic modulus of the ith element, the displacement vector of the ith element, the base elastic modulus of the ith element and the element stiffness matrix of the ith element, respectively; V, V tar are the current volume fraction and the target volume fraction of the structure, respectively; u T represents the total displacement matrix of each loading point; represents the displacement matrix of the ith element.

[0132] S4: Calculate the sensitivity of all elements.

[0133] In step S4, the static characteristics of the airfoil structure part 3.2 can be simply described by the following formula:

[0134] [K] {u} = {P}

[0135] where [K] is the total stiffness matrix, {u} is the global loading node displacement vector, and {P} is the loading node load vector.

[0136] In order to maximize the total stiffness of the airfoil structure part 3.2, which is equivalent to minimizing the strain energy, the average strain energy C is introduced as a measure of the inverse of the total stiffness of the structure:

[0137]

[0138] where {P} T represents the load matrix of each loading point.

[0139] Correspondingly, in the jth loading round, the elastic modulus of the airfoil structure design domain is a linear interpolation E o of E j , which can be expressed as:

[0140] E j = E o x j，i

[0141] In the above formula, x j，i represents the element state of the ith element in the jth loading round.

[0142] According to the sensitivity of each unit in the airfoil structure design domain in the loading analysis, if the i-th unit is deleted from the finite element structure of the airfoil structure design domain, the stiffness matrix variation Δ[K] is:

[0143] Δ[K] = [K * ]-[K] = -Δx j，i E0[k i ]

[0144] In the above formula, [K * ] is the total stiffness matrix of the new airfoil structure after the i-th unit is deleted from the airfoil design domain, and [k i ] is the stiffness matrix of the i-th unit.

[0145] Assuming that deleting the i-th unit does not affect the load vector P, the influence of the high-order term can be ignored, and the displacement variation Δ{u} can be obtained from the above formula as:

[0146] Δ{u} = -[K] -1 Δ[K]{u} = -[K] -1 [k i ]{u}

[0147] Therefore, the change value ΔC of the average strain energy can be further obtained as:

[0148]

[0149] In the formula, {u i} is the displacement vector of the i-th unit in the airfoil structure design domain.

[0150] At the same time, the definition of calculating the sensitivity of all units is further introduced here:

[0151]

[0152] Where, {u i} T is the transpose matrix of the displacement vector of the i-th unit in the airfoil structure design domain, defined as the sensitivity number of the i-th unit in the j-th loading round of the airfoil structure design domain. This sensitivity number represents the strain energy variation caused by deleting the i-th unit. In fact, is the unit strain energy, which can be easily calculated at the unit level using the unit stiffness matrix and the unit displacement vector.

[0153] S5: Filtering and updating of the sensitivity.

[0154] S6: Calculate the unit upgrading index R j，1 and the unit downgrading index Rj，2 .

[0155] In the present application, in each loading process, the unit upgrading index R j，1 and the unit downgrading index R j，2 are calculated by the following formula:

[0156]

[0157]

[0158] In the above formula, represents the sensitivity of the i-th unit of the j-th surface stiffness loading of the airfoil structure design domain, β j represents the average value of the sensitivity of all units of the j-th surface loading of the airfoil structure design domain, α j represents the adjustment parameter, wherein in the calculation formula of the unit upgrading index R j，1 , the adjustment parameter α j < 1; and in the calculation formula of the unit downgrading index R j，2 , the adjustment parameter α j > 1.

[0159] S7: Perform upgrading and downgrading operations between adjacent surface stiffness loading rounds, and determine whether the target volume rate V tar is reached:

[0160] 7.1: Define the loading node number n of the airfoil structure loading domain;

[0161] 7.2: Apply a normal surface load to each loading node for finite element calculation;

[0162] 7.3: Calculate the upgrading and downgrading indexes R j，1 and R j，2 of each unit under each load;

[0163] 7.4: Determine whether R j，2 > R j，1 , if not, perform upgrading operation on the j-th loading round, i.e. retain the unit, and if yes, perform downgrading operation on the j-th loading round, i.e. delete the unit;

[0164] 7.5: Determine whether the current volume rate V = V tar , if not, return to step 7.2; and if yes, end the algorithm.

[0165] The objective of obtaining the airfoil structure portion 3.2 using the topology optimization algorithm described above in this invention is to find the lightest structure that satisfies the stiffness constraint. In the embodiment of the door surface stiffness, the constraint condition is that the maximum displacement of the loading point must be less than 7 mm. The lightest airfoil structure portion 3.2 constrained by this condition can be expressed as: V = V tar .

[0166] In each round of stiffness loading on the door surface, finite element analysis, stiffness sensitivity calculation, and element deletion are repeatedly performed at each loading point until a final stable state is reached. This process is repeated until an optimal structure that meets the performance requirements is obtained, as follows. Figures 7-14 As shown.

[0167] Figure 7 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 1.

[0168] Figure 8 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.8.

[0169] Figure 9 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.6.

[0170] Figure 10 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.5.

[0171] Figure 11 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.4.

[0172] Figure 12 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.3.

[0173] Figure 13 The diagram illustrates the optimization results obtained by the topology optimization algorithm for the airfoil structure region when the reduced volume ratio is 0.16 to achieve the topology optimization objective.

[0174] Figure 14 The illustration shows the basis Figure 13 The topology optimization results are used to obtain a schematic diagram of the airfoil structure region obtained through corresponding structural design.

[0175] From the above Figures 7-13is a process of topology optimization, from the topology optimization result of each stage, it can be seen that in the door surface stiffness working condition, the unit with low sensitivity coefficient in the design domain is deleted step by step until the topology optimization target designed by us is reached.

[0176] Based on Figure 13 The topology optimization result obtained in the method can be used for corresponding structure design, and the optimized airfoil structure part in the method can be obtained. Figure 14

[0177] It should be noted that the prior art part in the protection scope of the present application is not limited to the embodiments given in the present application file, all prior art not contradictory to the scheme of the present application, including but not limited to prior patent documents, prior published publications, prior public use, etc., can be included in the protection scope of the present application.

[0178] In addition, the combination mode of each technical feature in the present case is not limited to the combination mode recorded in the claims of the present case or the combination mode recorded in the specific embodiments, all technical features recorded in the present case can be freely combined or combined in any mode, unless contradictory to each other.

[0179] It should be noted that the above-mentioned embodiments are only specific embodiments of the present application. Obviously, the present application is not limited to the above-mentioned embodiments, and similar changes or modifications can be directly derived or easily conceived by those skilled in the art from the disclosure of the present application, and all should belong to the protection scope of the present application.​

Claims

1. A bionically based airfoil retainer for a vehicle door, characterized by, The application relates to a bionics-based wing type holder. The main body trunk part comprises an upper extension arm and a horizontal lap joint arm which are connected together. An obtuse angle is formed between the upper extension arm and the horizontal lap joint arm; the upper extension arm is used to be connected with a vehicle window frame outer side reinforcing part, and the horizontal lap joint arm is used to be connected with a door lock reinforcing part. A wing type structure part extends outward from the main body trunk part; the wing type structure part comprises a front wing part and a rear wing part along the length direction of the main body trunk part, wherein the front wing part is closer to the upper extension arm than the rear wing part, and the area of the front wing part is larger than that of the rear wing part.

2. The biomimicry-based airfoil holder of claim 1, wherein, A plurality of guide ribs are connected between the main body trunk part and the wing type structure part.

3. The biomimicry-based airfoil holder of claim 2, wherein, The directions of the guide ribs are different from each other.

4. The biomimicry-based airfoil holder of claim 1, wherein, The front edge of the front wing part is provided with an arc-shaped flange.

5. The biomimicry-based airfoil holder of claim 1, wherein, The main body trunk part is provided with a plurality of hollow weight-reducing holes.

6. The biomimicry-based airfoil holder of claim 1, wherein, The end of the horizontal lap joint arm used to be connected with the door lock reinforcing part is provided with a groove.

7. The biomimicry-based airfoil holder of claim 1, wherein, The size of the main body trunk part satisfies the following formula: Wherein, L1 represents the length of the upper extension arm, beta represents the included angle between the upper extension arm and the vehicle window frame outer side reinforcing part, L2 represents the length of the horizontal lap joint arm, gamma represents the included angle between the horizontal lap joint arm and the door lock reinforcing part, a represents the distance between the midpoint of the vehicle window frame outer side reinforcing part and the door lock reinforcing part, and b represents the distance between the midpoint of the vehicle window frame outer side reinforcing part and the door lock reinforcing part.

8. The biomimicry-based airfoil holder of claim 1, wherein, The wing type structure part is obtained through a topological optimization algorithm, and the topological optimization algorithm comprises the following steps: S1: using finite element grid to discretize the whole wing type structure design domain; S2: define initial parameters, including target volume fraction V tar , average adjustment coefficient a of each unit j , upgrade rate e r , and downgrade rate r r , material size number n and elastic modulus of each unit, and unit equivalent volume V i ; S3: performing finite element analysis on the surface stiffness loading points; S4: calculating the sensitivity of all units based on the following formula: wherein, is defined as the sensitivity of the airfoil structure design domain in the i-th element of the j-th loading cycle, x i denotes the element state of the i-th element of the airfoil structure design domain, {u i denotes the displacement vector of the i-th element in the airfoil structure design domain, E0denotes the base elastic modulus, k i denotes the stiffness matrix of the i-th element of the airfoil structure design domain; S5: filtering and updating the sensitivity; S6: Calculate the unit promotion index R of each loading round of surface stiffness j,1 and the unit demotion index R j,2 : wherein, denotes the sensitivity of the j-th surface stiffness loading of the i-th element of the airfoil structure design domain, β j denotes the average value of the sensitivity of the j-th surface loading of all elements of the airfoil structure design domain, α j denotes an adjustment parameter, wherein in the calculation formula of the element upgrading indicator R j,1 , the adjustment parameter α j < 1; and in the calculation formula of the element downgrading indicator R j,2 , the adjustment parameter α j > 1. S7: Perform the ascending and descending grade operation between adjacent surface stiffness loading passes, determine whether the target volume rate V is reached tar : 7.1: defining the wing type structure loading domain loading node number n; 7.2: performing finite element calculation by applying a normal surface load to each loading node; 7.3: Calculate the lift degradation index R of each cell under each load j，1 and R j，2 ; 7.4: determine whether R j，2 > R j，1 If the determination is no, the jth loading round is upgraded, i.e. the unit is retained, and if the determination is yes, the jth loading round is downgraded, i.e. the unit is deleted. 7.5: determine if the current volume fraction V = V tar If the determination is NO, return to step 7.2; if the determination is YES, end the algorithm.

9. The biomimicry-based airfoil holder of claim 1, wherein, It is provided as a locking pin.

10. A vehicle door structure characterized by comprising: It has the bionics-based wing type holder according to any one of claims 1-9.

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