Post-processing method, device and equipment of vehicle body rigidity discipline, and storage medium

Abstract

The application belongs to the technical field of automobile manufacturing, and discloses a post-processing method, device and equipment for a vehicle body stiffness discipline and a storage medium. The method comprises the following steps: constructing a whole vehicle finite element model based on multidisciplinary performance dimensions, at least including a structural stiffness discipline; marking stiffness examination points in the whole vehicle finite element model of the structural stiffness discipline and performing finite element analysis; determining variable factors according to the analysis results; building a sampling model corresponding to the structural stiffness discipline; setting a sampling process according to the performance value of the structural stiffness discipline and a preset sampling requirement; sampling the variable factors according to the sampling process based on the sampling model; and outputting analysis results corresponding to the structural stiffness discipline. In the foregoing manner, the sampling model is set to automatically post-process the benchmark analysis results of the structural stiffness discipline, thereby avoiding high labor costs and high error rates caused by manual data post-processing and improving the optimization efficiency of multidisciplinary lightweighting.

Description

Technical Field

[0001] This invention relates to the field of automotive manufacturing technology, and in particular to a post-processing method, apparatus, equipment, and storage medium for the discipline of vehicle body stiffness. Background Technology

[0002] With the development trend of the automotive industry towards "five modernizations"—lightweighting, electrification, intelligence, connectivity, and sharing—the requirements for vehicle lightweighting are constantly increasing during vehicle development. Lightweighting is being incorporated into CAE simulation analysis during the design phase. However, multi-disciplinary, multi-objective lightweighting methods involve a large number of DOE samples, and currently, manual data post-processing is generally used, which is labor-intensive, tedious, and prone to errors.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a post-processing method, apparatus, equipment, and storage medium for the discipline of vehicle body stiffness, aiming to solve the technical problems of the current practice of manually performing data post-processing, which is labor-intensive, tedious, and prone to errors.

[0005] To achieve the above objectives, the present invention provides a post-processing method for vehicle body stiffness, the method comprising the following steps:

[0006] The whole vehicle finite element model is constructed based on multidisciplinary performance dimensions, wherein the multidisciplinary performance dimensions include at least the discipline of structural stiffness.

[0007] Based on the preset set of stiffness markers, the stiffness assessment points are marked in the whole vehicle finite element model corresponding to the structural stiffness discipline to obtain the vehicle body stiffness calculation model.

[0008] Finite element analysis was performed based on the vehicle body stiffness calculation model to obtain the baseline analysis results;

[0009] The variable factors are determined based on the benchmark analysis results;

[0010] Based on the variable factors, construct the sampling model corresponding to the discipline of structural stiffness;

[0011] The sampling process is set up according to the performance values ​​corresponding to the structural stiffness discipline and the preset sampling requirements.

[0012] According to the sampling model and the sampling process, the variable factors are sampled, and the analysis results corresponding to the structural stiffness discipline are output.

[0013] Optionally, the preset stiffness marker point set includes: the left front shock absorber mounting point, the right front shock absorber mounting point, the left rear shock absorber mounting point, the right rear shock absorber mounting point, the first projection point of the left front shock absorber mounting point on the lower section of the front longitudinal beam, and the second projection point of the right front shock absorber mounting point on the lower section of the front longitudinal beam.

[0014] Optionally, the performance values ​​corresponding to the structural stiffness discipline include vehicle body torsional stiffness and vehicle body bending stiffness;

[0015] The step of sampling the variable factors according to the sampling model and the sampling process, and outputting the analysis results corresponding to the structural stiffness discipline, includes:

[0016] According to the sampling model and the sampling process, the variable factors are sampled to determine the torque, torsional angle, force corresponding to body deformation, and displacement corresponding to body deformation under the action of the sampled variable factors.

[0017] The target torsional stiffness to be output is calculated based on the torque and the torsion angle.

[0018] Calculate the target bending stiffness to be output based on the applied force and the displacement;

[0019] The target torsional stiffness and the target bending stiffness are used as the analysis results corresponding to the structural stiffness discipline.

[0020] Optionally, the step of sampling the variable factors according to the sampling model and the sampling process to determine the torque, torsional angle, force corresponding to body deformation, and displacement corresponding to body deformation under the action of the sampled variable factors includes:

[0021] According to the sampling model and the sampling process, the variable factors are sampled to determine the torque corresponding to the structural stiffness, the force corresponding to the body deformation, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point under the action of the sampled variable factors.

[0022] The torsional angle is calculated based on the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, the fourth Z-direction displacement, the distance between the left front shock absorber mounting point and the right front shock absorber mounting point, and the distance between the left rear shock absorber mounting point and the right rear shock absorber mounting point.

[0023] The displacement corresponding to the vehicle body deformation is calculated based on the first maximum Z-direction displacement, the second maximum Z-direction displacement, the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, and the fourth Z-direction displacement.

[0024] Optionally, the preset stiffness marker point set includes the identifier number corresponding to each type of point;

[0025] The step of sampling the variable factors according to the sampling model and the sampling process to determine the torque corresponding to the structural stiffness, the force corresponding to the body deformation, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point under the action of the sampled variable factors includes:

[0026] According to the sampling model and the sampling process, the variable factors are sampled to determine the torque corresponding to the structural stiffness and the force corresponding to the body deformation under the action of the sampled variable factors.

[0027] Based on the identification numbers corresponding to the points of each type, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point are read from the benchmark analysis results.

[0028] Optionally, determining the variable factors based on the benchmark analysis results includes:

[0029] The sensitivity of multiple body components to torsional stiffness, bending stiffness and relative mass indices was obtained.

[0030] The components whose sensitivity is greater than a preset threshold are selected as variable factors.

[0031] Optionally, before constructing the whole vehicle finite element model based on multidisciplinary performance dimensions, the method further includes:

[0032] Select the multidisciplinary performance dimensions to be optimized;

[0033] The performance conditions and key performance items corresponding to the multidisciplinary performance dimensions are determined respectively. The performance condition corresponding to the structural stiffness discipline is the body stiffness, and the key performance items corresponding to the structural stiffness discipline include body torsional stiffness and body bending stiffness.

[0034] Furthermore, to achieve the above objectives, the present invention also proposes a post-processing device for the discipline of vehicle body stiffness, the post-processing device for the discipline of vehicle body stiffness comprising:

[0035] A construction module is used to construct a whole vehicle finite element model based on multidisciplinary performance dimensions, wherein the multidisciplinary performance dimensions include at least the discipline of structural stiffness;

[0036] The construction module is also used to mark the stiffness examination points in the whole vehicle finite element model corresponding to the structural stiffness discipline according to the preset stiffness mark point set, so as to obtain the body stiffness calculation model.

[0037] The finite element analysis module is used to perform finite element analysis based on the vehicle body stiffness calculation model to obtain benchmark analysis results.

[0038] The determination module is used to determine variable factors based on the benchmark analysis results;

[0039] The sampling module is used to build a sampling model corresponding to the structural stiffness discipline based on the variable factors.

[0040] The sampling module is also used to set up a sampling process based on the performance values ​​corresponding to the structural stiffness discipline and preset sampling requirements.

[0041] The sampling module is also used to sample the variable factors according to the sampling model and the sampling process, and output the analysis results corresponding to the structural stiffness discipline.

[0042] Furthermore, to achieve the above objectives, the present invention also proposes a post-processing device for the discipline of vehicle body stiffness, the post-processing device for the discipline of vehicle body stiffness comprising: a memory, a processor, and a post-processing program for the discipline of vehicle body stiffness stored in the memory and executable on the processor, the post-processing program for the discipline of vehicle body stiffness being configured to implement the post-processing method for the discipline of vehicle body stiffness as described above.

[0043] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a post-processing program for the discipline of vehicle body stiffness, wherein the post-processing program for the discipline of vehicle body stiffness, when executed by a processor, implements the post-processing method for the discipline of vehicle body stiffness as described above.

[0044] This invention constructs a whole-vehicle finite element model based on multiple performance dimensions, including at least structural stiffness. Stiffness assessment points are marked in the whole-vehicle finite element model corresponding to the structural stiffness dimension according to a preset set of stiffness marker points, resulting in a body stiffness calculation model. Finite element analysis is performed on the body stiffness calculation model to obtain benchmark analysis results. Variable factors are determined based on the benchmark analysis results. A sampling model corresponding to the structural stiffness dimension is built based on the variable factors. A sampling process is set according to the performance values ​​corresponding to the structural stiffness dimension and preset sampling requirements. The variable factors are sampled according to the sampling model and the sampling process, outputting the analysis results corresponding to the structural stiffness dimension. Through this method, the sampling model automatically performs post-processing on the benchmark analysis results of the structural stiffness dimension, avoiding the high labor costs and high error rates caused by manual data post-processing, and improving the optimization efficiency of multi-disciplinary lightweighting. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the structure of the after-processing equipment in the field of vehicle body stiffness in the hardware operating environment involved in the embodiments of the present invention;

[0046] Figure 2 This is a flowchart illustrating the first embodiment of the post-processing method for the body stiffness discipline of the present invention.

[0047] Figure 3 This is a flowchart illustrating the second embodiment of the post-processing method for the body stiffness discipline of the present invention.

[0048] Figure 4 This is a schematic diagram of the structural stiffness discipline examination points for the post-processing method of the vehicle body stiffness discipline of the present invention;

[0049] Figure 5 This is a structural block diagram of the first embodiment of the after-treatment device for the body stiffness discipline of the present invention.

[0050] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0051] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0052] Reference Figure 1 , Figure 1 This is a schematic diagram of the structure of the after-processing equipment in the field of vehicle body stiffness, which is part of the hardware operating environment involved in the embodiments of the present invention.

[0053] like Figure 1As shown, the after-processing equipment for the body rigidity discipline may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0054] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the after-treatment equipment of the body stiffness discipline, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0055] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a post-processing program for the body rigidity discipline.

[0056] exist Figure 1 In the post-processing device for the body stiffness discipline shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the post-processing device for the body stiffness discipline of the present invention can be set in the post-processing device for the body stiffness discipline. The post-processing device for the body stiffness discipline calls the post-processing program for the body stiffness discipline stored in the memory 1005 through the processor 1001 and executes the post-processing method for the body stiffness discipline provided in the embodiment of the present invention.

[0057] This invention provides a post-processing method for the discipline of vehicle body stiffness, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the post-processing method for the body stiffness discipline of the present invention.

[0058] In this embodiment, the post-processing method for vehicle body stiffness includes the following steps:

[0059] Step S10: Construct a whole vehicle finite element model based on multidisciplinary performance dimensions, wherein the multidisciplinary performance dimensions include at least the structural stiffness discipline.

[0060] It should be understood that the execution subject of this embodiment is the after-processing equipment of the body stiffness discipline. The after-processing equipment of the body stiffness discipline can be a computer, processor, server, or other equipment with the same or similar functions. This embodiment does not limit it.

[0061] Optionally, for the purpose of lightweighting, multiple disciplines of performance dimensions such as NVH, body stiffness, body modality, and safety crash can be selected.

[0062] It should be noted that, after obtaining the complete vehicle CAD model, multiple finite element models of the vehicle with multidisciplinary performance dimensions are constructed according to the model building requirements. Optionally, the modeling requirements for the multidisciplinary performance dimensions are different, and differentiated model construction is carried out according to different modeling requirements. Specifically, the complete vehicle finite element model is a model that has been assigned material thickness and has completed the necessary connection relationships and is ready for load calculation. Optionally, in this embodiment, calculation models for three major crash conditions—body stiffness, body modalities, NVH, and safety FRB / MPD / Side-pole—are built respectively.

[0063] Furthermore, prior to step S10, the method further includes: selecting a multidisciplinary performance dimension to be optimized; determining the performance conditions and key performance items corresponding to the multidisciplinary performance dimensions respectively, wherein the performance condition corresponding to the structural stiffness discipline is vehicle body stiffness, and the key performance items corresponding to the structural stiffness discipline include vehicle body torsional stiffness and vehicle body bending stiffness.

[0064] It should be understood that the performance disciplines to be optimized are selected based on the purpose of multidisciplinary optimization and the performance characteristics strongly related to the vehicle body structure. From the selected performance disciplines, the performance conditions and key performance items to be examined are identified. Specifically, the performance condition corresponding to the structural stiffness discipline is vehicle body stiffness, and the key performance items include vehicle body torsional stiffness and vehicle body bending stiffness.

[0065] Step S20: Mark the stiffness assessment points in the whole vehicle finite element model corresponding to the structural stiffness discipline according to the preset stiffness mark point set, and obtain the vehicle body stiffness calculation model.

[0066] It should be noted that in the vehicle body stiffness calculation model of this embodiment, specially marked points need to be indicated. For the torsional stiffness condition, the loading points are the front and rear shock absorber mounting points. For the bending stiffness condition, the loading points also include the projection points of the front shock absorber mounting points onto the lower section of the front longitudinal beam. These loading points are marked in the whole vehicle finite element model corresponding to the structural stiffness discipline to obtain the vehicle body stiffness calculation model.

[0067] Step S30: Perform finite element analysis based on the vehicle body stiffness calculation model to obtain the benchmark analysis results.

[0068] Understandably, the models corresponding to each working condition are submitted for calculation to obtain the baseline analysis results. Furthermore, the baseline analysis results corresponding to the structural stiffness discipline are represented as *.pch result files.

[0069] Step S40: Determine the variable factors based on the benchmark analysis results.

[0070] It should be noted that the variable factors are represented by the markings of the vehicle body parts.

[0071] Further, step S40 includes: acquiring the sensitivity of multiple body parts to torsional stiffness index, bending stiffness index and relative mass index respectively; selecting the parts with sensitivity greater than a preset threshold as variable factors.

[0072] In the specific implementation, based on the sensitivity analysis results of various body components to three indicators—torsional stiffness, bending stiffness, and vehicle mass—appropriate components are selected as variable factors. A preset threshold is a pre-defined critical value used to distinguish between high and low sensitivity. From the various body components, 54 components with high sensitivity to torsional stiffness, bending stiffness, and relative mass are selected as variable factors.

[0073] Step S50: Construct a sampling model corresponding to the structural stiffness discipline based on the variable factors.

[0074] It should be understood that 54 variable factors are created in the body stiffness benchmark analysis model, and the plate thickness that can be selected for each variable factor is set as the variable factor. The output is the *Stiffness.bdf sampled original model, DVfile file and *.ansa file.

[0075] Step S60: Set up the sampling process according to the performance value corresponding to the structural stiffness discipline and the preset sampling requirements.

[0076] It should be noted that the sampling process includes sample sampling, sample calculation, and extraction of sample calculation results. Sample sampling requires the use of software that combines a sampling model and a coupled sampling model. The *.ansa and DVfile files are input, and the *Stiffness.bdf file is output and associated with the next step. Further steps involve selecting the statistical method for sampling and the number of samples.

[0077] Step S70: Sampling the variable factors according to the sampling model and the sampling process, and outputting the analysis results corresponding to the structural stiffness discipline.

[0078] In the specific implementation, based on the performance values ​​extracted under different working conditions and the different requirements of the design sampling process, the script for embedding the process is edited using Matlab to generate a *.m file. The filename and output format for post-processing are written into the script, which can be changed later based on the post-processing filename. The torsional stiffness and bending stiffness formulas are defined in the script file, as well as the post-processing result output file (*.txt). Furthermore, the constants and variables required in the torsional stiffness and bending stiffness formulas are defined. The constants are the torsional stiffness loading force, the bending stiffness loading force, the distance between the two mounting points of the front shock absorber, and the distance between the two mounting points of the rear shock absorber; the variables are the Z-direction displacement values ​​of the observation points to be obtained in the benchmark analysis results.

[0079] In the specific implementation, the multidisciplinary optimization software is opened, the calculation software is coupled with the multidisciplinary software, the startup statement of the calculation software and the name of the calculation file are entered, the calculation process is set, and the name of the calculation result file is output to the next step.

[0080] Using Matlab, the *.m files are linked together. Combined with the script file and the calculation results file from the previous step, post-processing is performed to obtain the torsional stiffness and bending stiffness values, which are then written to a *.txt output file. The output torsional and bending stiffness values ​​are set, and the calculation results for all samples are summarized. All sample calculation results can be viewed in the post-processing module of the multidisciplinary software and exported and saved as a table.

[0081] It should be noted that this embodiment is based on multidisciplinary optimization of vehicle performance. It utilizes MATLAB coupled with multidisciplinary optimization software to develop automated post-processing scripts, embedding multidisciplinary optimization sample sampling and calculation processes to automate the post-processing workflow, eliminate errors caused by manual operation, and improve optimization efficiency. In specific implementation, when calculating the torsional stiffness and bending stiffness of the vehicle body under stiffness conditions, the cloud platform generates a corresponding number of result files based on different variable factors and corresponding sheet metal thicknesses. It automatically extracts parameters from each result file, summarizes all parameters, and displays them.

[0082] This embodiment constructs a whole vehicle finite element model based on multiple performance dimensions, including at least structural stiffness. Stiffness assessment points are marked in the whole vehicle finite element model corresponding to the structural stiffness dimension according to a preset set of stiffness marker points, resulting in a body stiffness calculation model. Finite element analysis is performed on the body stiffness calculation model to obtain benchmark analysis results. Variable factors are determined based on the benchmark analysis results. A sampling model corresponding to the structural stiffness dimension is built based on the variable factors. A sampling process is set according to the performance values ​​corresponding to the structural stiffness dimension and preset sampling requirements. The variable factors are sampled according to the sampling model and the sampling process, outputting the analysis results corresponding to the structural stiffness dimension. Through this method, the sampling model automatically performs post-processing on the benchmark analysis results of the structural stiffness dimension, avoiding the high labor costs and error rates caused by manual data post-processing, and improving the optimization efficiency of multi-disciplinary lightweighting.

[0083] refer to Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the post-processing method for the body stiffness discipline of the present invention.

[0084] Based on the first embodiment described above, the set of preset stiffness marker points in the post-processing method of the body stiffness discipline in this embodiment includes: the left front shock absorber mounting point, the right front shock absorber mounting point, the left rear shock absorber mounting point, the right rear shock absorber mounting point, the first projection point of the left front shock absorber mounting point on the lower section of the front longitudinal beam, and the second projection point of the right front shock absorber mounting point on the lower section of the front longitudinal beam.

[0085] It should be understood that, with reference Figure 4 , Figure 4 This is a schematic diagram of the structural stiffness examination points for the post-processing method of the body stiffness discipline of this invention. The body stiffness calculation model is marked with the following points: left front shock absorber mounting point A, right front shock absorber mounting point B, left rear shock absorber mounting point C, right rear shock absorber mounting point D, the first projection point E of the left front shock absorber mounting point on the lower section of the front longitudinal beam, and the second projection point F of the right front shock absorber mounting point on the lower section of the front longitudinal beam. Renumber their IDs and record the ID numbers.

[0086] Furthermore, in the body stiffness calculation model, a plotel element is created every 100mm for the two side sill beams. The IDs of the left element nodes and point E are renumbered, with the ID range set to 1000-1999; the IDs of the right element nodes and point F are renumbered, with the ID range set to 2000-2999, and the ID numbers of the left and right element nodes are recorded.

[0087] Specifically, a set of points A, B, C, and D is established as the points for torsional stiffness assessment.

[0088] Specifically, a set of plotel element nodes at points A, B, C, D, E, and F, as well as on the threshold beam, is established as the points for studying bending stiffness.

[0089] Furthermore, the performance values ​​corresponding to the structural stiffness discipline include vehicle body torsional stiffness and vehicle body bending stiffness;

[0090] Step S70 includes:

[0091] Step S701: According to the sampling model and the sampling process, sample the variable factors to determine the torque, torsional angle, force corresponding to body deformation, and displacement corresponding to body deformation of the structural stiffness subject under the action of the sampled variable factors.

[0092] Step S702: Calculate the target torsional stiffness to be output based on the torque and the torsion angle.

[0093] It should be noted that torsional stiffness is calculated using the following formula:

[0094]

[0095] Among them, C T M represents torsional stiffness, with units of Nm / deg; T α represents torque; α represents the torsional angle.

[0096] Step S703: Calculate the target bending stiffness to be output based on the applied force and the displacement.

[0097] It should be understood that bending stiffness is calculated using the following formula:

[0098]

[0099] Among them, C R F represents bending stiffness, expressed in N / mm. Z represents the force corresponding to the deformation of the vehicle body; f represents the displacement corresponding to the deformation of the vehicle body.

[0100] Step S704: Use the target torsional stiffness and the target bending stiffness as the analysis results corresponding to the structural stiffness discipline.

[0101] Specifically, step S701 includes: sampling the variable factors according to the sampling model and the sampling process, and determining the torque corresponding to the structural stiffness, the force corresponding to the body deformation, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point based on the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, the fourth Z-direction displacement, the distance between the left front shock absorber mounting point and the right front shock absorber mounting point, and the distance between the left rear shock absorber mounting point and the right rear shock absorber mounting point; and calculating the displacement corresponding to the body deformation based on the first maximum Z-direction displacement, the second maximum Z-direction displacement, the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, and the fourth Z-direction displacement.

[0102] It should be understood that the torsion angle is calculated using the following formula:

[0103]

[0104] Among them, w i＝A,B,C,D This represents the Z-axis displacement of points A, B, C, and D; i＝1,2 This represents the distance between points A and B, and the distance between points C and D.

[0105] The displacement corresponding to the vehicle body deformation is calculated using the following formula:

[0106]

[0107] Among them, w i＝E,F This represents the maximum Z-axis displacement at points E and F; w i＝A,B,C,D This represents the Z-axis displacement of points A, B, C, and D.

[0108] Specifically, the preset stiffness marker point set includes the identifier number corresponding to each type of point;

[0109] The step of sampling the variable factors according to the sampling model and the sampling procedure to determine the torque corresponding to the structural stiffness discipline, the force corresponding to the body deformation, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point under the action of the sampling variable factors includes: sampling the variable factors according to the sampling model and the sampling procedure to determine the torque corresponding to the structural stiffness discipline and the force corresponding to the body deformation under the action of the sampling variable factors; and reading the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point from the benchmark analysis results according to the identification number corresponding to each type of point.

[0110] It should be noted that, to identify the values ​​of each point, an identifier (ID) is defined for each point in the script. The script uses conditional statements to read and extract the values ​​of these points. Furthermore, for the bending stiffness, points E and F require extraction of the points with the largest Z-direction displacement among the left and right threshold nodes. The script needs to define the value range of these two points' IDs and use conditional loop statements to read and extract values ​​from the result file. This determines the maximum Z-direction displacement.

[0111] The preset stiffness marker point set in this embodiment includes: the mounting point of the left front shock absorber, the mounting point of the right front shock absorber, the mounting point of the left rear shock absorber, the mounting point of the right rear shock absorber, the first projection point of the left front shock absorber mounting point on the lower section of the front longitudinal beam, and the second projection point of the right front shock absorber mounting point on the lower section of the front longitudinal beam; the performance values ​​corresponding to the structural stiffness discipline include the torsional stiffness and bending stiffness of the vehicle body; according to the sampling model, the variable factors are sampled according to the sampling process to determine the torque, torsional angle, force corresponding to the vehicle body deformation, and displacement corresponding to the vehicle body deformation under the action of the sampled variable factors; the target torsional stiffness to be output is calculated based on the torque and torsional angle; the target bending stiffness to be output is calculated based on the force and displacement; the target torsional stiffness and target bending stiffness are used as the analysis results corresponding to the structural stiffness discipline. By using the above methods, the model parameters of the front and rear shock absorber mounting points of the body stiffness calculation model under the body stiffness condition are monitored, providing data support for body stiffness analysis. The sampling model is set to automatically sample the benchmark analysis results of the structural stiffness discipline and calculate the corresponding bending stiffness and torsional stiffness. This avoids the high labor cost and high error rate caused by manual data post-processing and improves the optimization efficiency of multi-disciplinary lightweighting.

[0112] Furthermore, this embodiment of the invention also proposes a storage medium storing a post-processing program for the discipline of vehicle body stiffness, which, when executed by a processor, implements the post-processing method for the discipline of vehicle body stiffness as described above.

[0113] Since this storage medium adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0114] Reference Figure 5 , Figure 5 This is a structural block diagram of the first embodiment of the after-treatment device for the body stiffness discipline of the present invention.

[0115] like Figure 5 As shown, the after-processing device for vehicle body stiffness proposed in this embodiment of the invention includes:

[0116] Module 10 is used to construct a whole vehicle finite element model based on multidisciplinary performance dimensions, wherein the multidisciplinary performance dimensions include at least the structural stiffness discipline.

[0117] The construction module 10 is also used to mark the stiffness examination points in the whole vehicle finite element model corresponding to the structural stiffness discipline according to the preset stiffness mark point set, so as to obtain the vehicle body stiffness calculation model.

[0118] The finite element analysis module 20 is used to perform finite element analysis based on the vehicle body stiffness calculation model to obtain the benchmark analysis results.

[0119] The determination module 30 is used to determine variable factors based on the benchmark analysis results.

[0120] The sampling module 40 is used to build a sampling model corresponding to the structural stiffness discipline based on the variable factors.

[0121] The sampling module 40 is also used to set up a sampling process based on the performance value corresponding to the structural stiffness discipline and preset sampling requirements.

[0122] The sampling module 40 is also used to sample the variable factors according to the sampling model and the sampling process, and output the analysis results corresponding to the structural stiffness discipline.

[0123] It should be understood that the above are merely illustrative examples and do not constitute any limitation on the technical solutions of the present invention. In specific applications, those skilled in the art can make settings as needed, and the present invention does not impose any restrictions on this.

[0124] This embodiment constructs a whole vehicle finite element model based on multiple performance dimensions, including at least structural stiffness. Stiffness assessment points are marked in the whole vehicle finite element model corresponding to the structural stiffness dimension according to a preset set of stiffness marker points, resulting in a body stiffness calculation model. Finite element analysis is performed on the body stiffness calculation model to obtain benchmark analysis results. Variable factors are determined based on the benchmark analysis results. A sampling model corresponding to the structural stiffness dimension is built based on the variable factors. A sampling process is set according to the performance values ​​corresponding to the structural stiffness dimension and preset sampling requirements. The variable factors are sampled according to the sampling model and the sampling process, outputting the analysis results corresponding to the structural stiffness dimension. Through this method, the sampling model automatically performs post-processing on the benchmark analysis results of the structural stiffness dimension, avoiding the high labor costs and error rates caused by manual data post-processing, and improving the optimization efficiency of multi-disciplinary lightweighting.

[0125] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0126] In addition, for technical details not described in detail in this embodiment, please refer to the post-processing method of vehicle body stiffness provided in any embodiment of the present invention, which will not be repeated here.

[0127] In one embodiment, the preset stiffness marker point set includes: the left front shock absorber mounting point, the right front shock absorber mounting point, the left rear shock absorber mounting point, the right rear shock absorber mounting point, the first projection point of the left front shock absorber mounting point on the lower section of the front longitudinal beam, and the second projection point of the right front shock absorber mounting point on the lower section of the front longitudinal beam.

[0128] In one embodiment, the performance values ​​corresponding to the structural stiffness discipline include vehicle body torsional stiffness and vehicle body bending stiffness;

[0129] The sampling module 40 is further configured to sample the variable factors according to the sampling model and the sampling process, and determine the torque, torsional angle, force corresponding to body deformation, and displacement corresponding to body deformation under the action of the sampled variable factors; calculate the target torsional stiffness to be output based on the torque and the torsional angle; calculate the target bending stiffness to be output based on the force and the displacement; and use the target torsional stiffness and the target bending stiffness as the analysis results corresponding to the structural stiffness discipline.

[0130] In one embodiment, the sampling module 40 is further configured to sample the variable factors according to the sampling model and the sampling process, and determine the torque corresponding to the structural stiffness, the force corresponding to the body deformation, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point under the action of the sampled variable factors; calculate the torsional angle based on the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, the fourth Z-direction displacement, the distance between the left front shock absorber mounting point and the right front shock absorber mounting point, and the distance between the left rear shock absorber mounting point and the right rear shock absorber mounting point; and calculate the displacement corresponding to the body deformation based on the first maximum Z-direction displacement, the second maximum Z-direction displacement, the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, and the fourth Z-direction displacement.

[0131] In one embodiment, the preset stiffness marker point set includes the identifier number corresponding to each type of point;

[0132] The sampling module 40 is further configured to sample the variable factors according to the sampling model and the sampling process, and determine the torque corresponding to the structural stiffness and the force corresponding to the body deformation under the action of the sampled variable factors; and read the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point from the benchmark analysis results according to the identification number corresponding to each type of point.

[0133] In one embodiment, the determining module 30 is further configured to acquire the sensitivity of multiple body parts to torsional stiffness index, bending stiffness index and relative mass index respectively; and select the parts whose sensitivity is greater than a preset threshold as variable factors.

[0134] In one embodiment, the after-processing device for the body stiffness discipline further includes a selection module;

[0135] The selection module is used to select the multidisciplinary performance dimensions to be optimized; and to determine the performance conditions and key performance items corresponding to the multidisciplinary performance dimensions respectively, wherein the performance condition corresponding to the structural stiffness discipline is the vehicle body stiffness, and the key performance items corresponding to the structural stiffness discipline include vehicle body torsional stiffness and vehicle body bending stiffness.

[0136] Furthermore, it should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0137] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0138] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0139] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A post-processing method for vehicle body stiffness, characterized in that, The post-processing methods for the body stiffness discipline include: The whole vehicle finite element model is constructed based on multidisciplinary performance dimensions, wherein the multidisciplinary performance dimensions include at least the discipline of structural stiffness. Based on the preset set of stiffness markers, the stiffness assessment points are marked in the whole vehicle finite element model corresponding to the structural stiffness discipline to obtain the vehicle body stiffness calculation model. Finite element analysis was performed based on the vehicle body stiffness calculation model to obtain the baseline analysis results; The variable factors are determined based on the benchmark analysis results; Based on the variable factors, construct the sampling model corresponding to the discipline of structural stiffness; The sampling process is set up according to the performance values ​​corresponding to the structural stiffness discipline and the preset sampling requirements. The performance values ​​corresponding to the structural stiffness discipline include the torsional stiffness of the vehicle body and the bending stiffness of the vehicle body. According to the sampling model and the sampling process, the variable factors are sampled to determine the torque, torsional angle, force corresponding to body deformation, and displacement corresponding to body deformation under the action of the sampled variable factors. The target torsional stiffness to be output is calculated based on the torque and the torsion angle. Calculate the target bending stiffness to be output based on the applied force and the displacement; The target torsional stiffness and the target bending stiffness are used as the analysis results corresponding to the structural stiffness discipline.

2. The post-processing method for vehicle body stiffness as described in claim 1, characterized in that, The preset stiffness marker point set includes: the left front shock absorber mounting point, the right front shock absorber mounting point, the left rear shock absorber mounting point, the right rear shock absorber mounting point, the first projection point of the left front shock absorber mounting point on the lower section of the front longitudinal beam, and the second projection point of the right front shock absorber mounting point on the lower section of the front longitudinal beam.

3. The post-processing method for vehicle body stiffness as described in claim 2, characterized in that, The step of sampling the variable factors according to the sampling model and the sampling process to determine the torque, torsional angle, force corresponding to body deformation, and displacement corresponding to body deformation under the action of the sampled variable factors includes: According to the sampling model and the sampling process, the variable factors are sampled to determine the torque corresponding to the structural stiffness, the force corresponding to the body deformation, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point under the action of the sampled variable factors. The torsional angle is calculated based on the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, the fourth Z-direction displacement, the distance between the left front shock absorber mounting point and the right front shock absorber mounting point, and the distance between the left rear shock absorber mounting point and the right rear shock absorber mounting point. The displacement corresponding to the vehicle body deformation is calculated based on the first maximum Z-direction displacement, the second maximum Z-direction displacement, the first Z-direction displacement, the second Z-direction displacement, the third Z-direction displacement, and the fourth Z-direction displacement.

4. The post-processing method for vehicle body stiffness as described in claim 3, characterized in that, The preset stiffness marker point set includes the identifier number corresponding to each type of point; The step of sampling the variable factors according to the sampling model and the sampling process to determine the torque corresponding to the structural stiffness, the force corresponding to the body deformation, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point under the action of the sampled variable factors includes: According to the sampling model and the sampling process, the variable factors are sampled to determine the torque corresponding to the structural stiffness and the force corresponding to the body deformation under the action of the sampled variable factors. Based on the identification numbers corresponding to the points of each type, the first Z-direction displacement of the left front shock absorber mounting point, the second Z-direction displacement of the right front shock absorber mounting point, the third Z-direction displacement of the left rear shock absorber mounting point, the fourth Z-direction displacement of the right rear shock absorber mounting point, the first maximum Z-direction displacement of the first projection point, and the second maximum Z-direction displacement of the second projection point are read from the benchmark analysis results.

5. The post-processing method for vehicle body stiffness as described in any one of claims 1-4, characterized in that, The determination of variable factors based on the benchmark analysis results includes: The sensitivity of multiple body components to torsional stiffness, bending stiffness and relative mass indices was obtained. The components whose sensitivity is greater than a preset threshold are selected as variable factors.

6. The post-processing method for vehicle body stiffness as described in any one of claims 1-4, characterized in that, Before constructing the whole vehicle finite element model based on multidisciplinary performance dimensions, the method further includes: Select the multidisciplinary performance dimensions to be optimized; The performance conditions and key performance items corresponding to the multidisciplinary performance dimensions are determined respectively. The performance condition corresponding to the structural stiffness discipline is the body stiffness, and the key performance items corresponding to the structural stiffness discipline include body torsional stiffness and body bending stiffness.

7. A post-processing device for vehicle body stiffness, characterized in that, The post-processing device for the body stiffness discipline includes: A construction module is used to construct a whole vehicle finite element model based on multidisciplinary performance dimensions, wherein the multidisciplinary performance dimensions include at least the discipline of structural stiffness; The construction module is also used to mark the stiffness examination points in the whole vehicle finite element model corresponding to the structural stiffness discipline according to the preset stiffness mark point set, so as to obtain the body stiffness calculation model. The finite element analysis module is used to perform finite element analysis based on the vehicle body stiffness calculation model to obtain benchmark analysis results. The determination module is used to determine variable factors based on the benchmark analysis results; The sampling module is used to build a sampling model corresponding to the structural stiffness discipline based on the variable factors. The sampling module is also used to set up a sampling process based on the performance values ​​corresponding to the structural stiffness discipline and preset sampling requirements. The performance values ​​corresponding to the structural stiffness discipline include vehicle body torsional stiffness and vehicle body bending stiffness. The sampling module is further configured to sample the variable factors according to the sampling model and the sampling process, and determine the torque, torsional angle, force corresponding to body deformation, and displacement corresponding to body deformation under the action of the sampled variable factors; calculate the target torsional stiffness to be output based on the torque and the torsional angle; calculate the target bending stiffness to be output based on the force and the displacement; and use the target torsional stiffness and the target bending stiffness as the analysis results corresponding to the structural stiffness discipline.

8. A post-processing device for the discipline of vehicle body stiffness, characterized in that, The device includes: a memory, a processor, and a post-processing program for the body stiffness discipline stored in the memory and executable on the processor, the post-processing program for the body stiffness discipline being configured to implement the post-processing method for the body stiffness discipline as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium stores a post-processing program for the discipline of vehicle body stiffness, which, when executed by a processor, implements the post-processing method for the discipline of vehicle body stiffness as described in any one of claims 1 to 6.

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