Optimization design method of vehicle rear side structure and related equipment

Abstract

The application provides an optimization design method of a rear side wall structure of a vehicle and related equipment, and the method comprises the following steps: obtaining an initial rear side wall structure model of the vehicle; performing topography optimization on the initial rear side wall connecting plate model by taking the modal frequency of the rear side wall structure as an optimization constraint condition, so as to determine a first rear side wall connecting plate model; performing dynamic stiffness analysis on the first rear side wall connecting plate model, adjusting the structure parameters of the first rear side wall connecting plate model according to the dynamic stiffness analysis result, so as to determine a second rear side wall connecting plate model; and determining the structure parameters of the rear side wall connecting plate of the vehicle according to the second rear side wall connecting plate model. The optimization design method can improve the modal performance of the rear side wall connecting plate and the overall rear side wall structure and the anti-deformation ability under dynamic load, reduce the vibration amplitude of the rear side wall structure during the driving of the vehicle, improve the ear noise perception of the driver and the passengers, and improve the user experience of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of automotive design technology, and in particular to an optimized design method and related equipment for the rear side panel structure of a vehicle. Background Technology

[0002] During actual driving, some components located in the rear side panel structure will generate vibration excitation during operation, resulting in relatively severe vibration of the rear side panel structure of some vehicles and causing more obvious in-vehicle noise. This can easily increase the noise around the driver and passengers' ears, negatively affecting the driver's driving mood, reducing the user experience of the vehicle, and also limiting the further improvement of the vehicle's NVH (Noise, Vibration, Harshness) performance. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0004] Therefore, a first aspect of the present invention provides an optimized design method for the rear side panel structure of a vehicle.

[0005] A second aspect of the present invention provides an electronic device.

[0006] A third aspect of the present invention provides a storage medium.

[0007] In view of this, a method for optimizing the design of a vehicle rear side panel structure is proposed according to a first aspect of the embodiments of this application, comprising:

[0008] Obtain the initial rear side panel structure model of the vehicle. The initial rear side panel structure model includes the connected initial rear side panel outer panel model and the initial rear side panel connecting panel model.

[0009] Using the modal frequencies of the rear side structure as optimization constraints, the initial rear side connecting plate model is morphologically optimized to determine the first rear side connecting plate model.

[0010] A dynamic stiffness analysis was performed on the first rear side panel connecting plate model. Based on the results of the dynamic stiffness analysis, the structural parameters of the first rear side panel connecting plate model were adjusted to determine the second rear side panel connecting plate model.

[0011] Based on the model of the second rear side panel connecting plate, the structural parameters of the vehicle's rear side panel connecting plate are determined.

[0012] In one feasible implementation, the modal frequencies of the rear side panel structure are used as optimization constraints to perform morphological optimization on the initial rear side panel connecting plate model to determine the first rear side panel connecting plate model, including:

[0013] Obtain the vehicle's body frame model and vehicle assembly information;

[0014] Based on the assembly information, the initial rear side structure model is connected to the vehicle frame model to determine the morphology optimization CAE model.

[0015] The optimization constraint condition is that the modal frequency of the rear side structure is greater than a preset frequency threshold.

[0016] The optimization objective is to minimize the mass of the rear sidewall structure.

[0017] Based on the morphological optimization CAE model, optimization constraints, and optimization objectives, the structural parameters of the initial rear side panel connecting plate model are optimized to determine the first rear side panel connecting plate model.

[0018] In one feasible implementation, the structural parameters of the initial rear sidewall connecting plate model are optimized based on the morphology optimization CAE model, optimization constraints, and optimization objectives to determine the first rear sidewall connecting plate model, including:

[0019] Based on the morphology optimization CAE model, optimization constraints, and optimization objectives, the plate thickness and rib parameters of the initial rear side panel connection plate model are optimized.

[0020] Based on the optimization results, the optimization model of the rear side panel structure is determined, which includes the optimization model of the rear side panel connecting plate.

[0021] Modal verification was performed on the optimized model of the rear side enclosure structure;

[0022] If the modal frequency of the rear side panel structure optimization model is greater than the preset frequency threshold, the rear side panel connecting plate optimization model is rounded to determine the first rear side panel connecting plate model.

[0023] In one feasible implementation, a dynamic stiffness analysis is performed on the first rear side panel connecting plate model to adjust the structural parameters of the first rear side panel connecting plate model based on the dynamic stiffness analysis results, thereby determining the second rear side panel connecting plate model, including:

[0024] Dynamic stiffness analysis was performed on the model of the first rear side panel connecting plate;

[0025] Based on the dynamic stiffness analysis results, the dynamic stiffness curve of the first rear side panel connecting plate model is established;

[0026] Based on the dynamic stiffness curve and the preset dynamic stiffness threshold, the plate thickness of the first rear side panel connecting plate model is adjusted to determine the second rear side panel connecting plate model.

[0027] In one feasible implementation, the plate thickness of the first rear side panel connecting plate model is adjusted according to the dynamic stiffness curve and a preset dynamic stiffness threshold to determine the second rear side panel connecting plate model, including:

[0028] Based on the dynamic stiffness curve, determine the length of the acceptable frequency range when the dynamic stiffness of the first rear side panel connecting plate model is greater than the preset dynamic stiffness threshold.

[0029] Determine the ratio of the length of the acceptable frequency range to the total length of the excitation frequency range of the dynamic stiffness curve;

[0030] If the length ratio is greater than the preset ratio, the second rear side panel connecting plate model is determined based on the first rear side panel connecting plate model.

[0031] If the length ratio is less than or equal to the preset ratio, increase the plate thickness of the first rear side panel connecting plate model.

[0032] In one feasible implementation, the optimized design method for the rear side panel structure of a vehicle further includes:

[0033] Obtain the natural frequency of the air chamber inside the vehicle;

[0034] Based on the dynamic stiffness curve and a preset dynamic stiffness threshold, the plate thickness of the first rear side panel connecting plate model is adjusted to determine the second rear side panel connecting plate model, including:

[0035] Based on the dynamic stiffness curve, determine the valley excitation frequency corresponding to the valley value of the dynamic stiffness curve;

[0036] Determine the frequency difference between the valley excitation frequency and the natural frequency of the air cavity inside the vehicle;

[0037] When the length ratio is greater than a preset ratio and the frequency difference is greater than a preset difference, the second rear side panel connecting plate model is determined based on the first rear side panel connecting plate model.

[0038] If the length ratio is less than or equal to a preset ratio or the frequency difference is less than or equal to the preset difference, increase the plate thickness of the first rear side panel connecting plate model.

[0039] In one feasible implementation, the optimized design method for the rear side panel structure of a vehicle further includes:

[0040] Obtain the initial TB model of the vehicle, which includes the initial rear sidewall structure model;

[0041] Replace the initial rear side panel connecting plate model of the initial TB model with the first rear side panel connecting plate model to determine the NTF verification model.

[0042] Perform NTF analysis on the NTF validation model;

[0043] If the noise contribution of the rear side panel structure in the NTF verification model is less than the preset contribution threshold, the structural parameters of the vehicle's rear side panel are determined based on the initial rear side panel model.

[0044] In one feasible implementation, the optimized design method for the rear side panel structure of a vehicle further includes:

[0045] If the noise contribution of the rear side panel structure in the NTF verification model is greater than or equal to the preset contribution threshold, an enhancement sheet model is established based on the initial rear side panel model.

[0046] The reinforcement plate model is connected to the initial rear side panel model to determine the optimized rear side panel model.

[0047] Based on the optimized model of the rear side panel, the structural parameters of the vehicle's rear side panel are determined.

[0048] According to a second aspect of the embodiments of this application, a storage medium is provided, the storage medium including a stored program, wherein, when the program is running, the device where the storage medium is located is controlled to execute the optimization design method for the vehicle rear side panel structure as proposed in any of the first aspects above.

[0049] According to a third aspect of the embodiments of this application, an electronic device is provided, the electronic device including at least one processor and at least one memory connected to the processor, wherein the processor is used to call program instructions in the memory to execute the optimization design method for the vehicle rear side panel structure as proposed in any of the first aspects above.

[0050] Compared with the prior art, the present invention has at least the following beneficial effects: The vehicle rear side panel structure optimization design method provided in this application can optimize the morphology of the vehicle rear side panel connecting plate based on the initial rear side panel structure model of the vehicle and the modal frequency of the rear side panel structure as the optimization constraint during the design stage of the vehicle rear side panel structure. This is beneficial to improve the modal performance of the rear side panel connecting plate and the overall rear side panel structure during the design stage. Furthermore, by performing dynamic stiffness analysis on the first rear side panel connecting plate model obtained based on the aforementioned morphological optimization, the structural parameters of the first rear side panel connecting plate model are further adjusted to determine the second rear side panel connecting plate model. Based on the second rear side panel connecting plate model, the structural parameters of the rear side panel connecting plate are determined. This enables the vehicle rear side panel connecting plate to have good anti-deformation ability under dynamic load, reduces the vibration amplitude of the rear side panel connecting plate and the overall rear side panel structure during vehicle operation, improves the vibration of the rear side panel structure, weakens the impact of the rear side panel structure on the vehicle's acoustic cavity, reduces the acoustic-structure coupling effect caused by the vibration of the rear side panel structure, reduces vehicle noise, improves the driver's and passengers' perception of ambient noise, and enhances the user experience of the vehicle. Attached Figure Description

[0051] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of exemplary embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0052] Figure 1 A schematic flowchart illustrating an optimization design method for a vehicle rear side panel structure according to an embodiment of this application;

[0053] Figure 2 A schematic structural block diagram of a storage medium according to an embodiment of this application;

[0054] Figure 3 A schematic structural block diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0055] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0056] like Figure 1 As shown, according to a first aspect of the embodiments of this application, an optimized design method for a vehicle rear side panel structure is proposed, comprising:

[0057] Step S101: Obtain the initial rear side panel structure model of the vehicle. The initial rear side panel structure model includes the connected initial rear side panel outer panel model and the initial rear side panel connecting panel model.

[0058] Specifically, during the design phase of the vehicle's rear side panel structure, an initial model of the vehicle's rear side panel structure can be obtained to provide a model basis for optimizing the vehicle's rear side panel structure.

[0059] It should be noted that the initial rear side panel structure model includes at least an initial rear side panel outer plate model and an initial rear side panel connecting plate model. The rear side panel outer plate is the main structural component of the vehicle's rear side panel structure, and the rear side panel connecting plate is connected to it. Thus, the initial rear side panel structure model can be used to reflect the vehicle's rear side panel structure. The connection relationship between the initial rear side panel connecting plate model and the initial rear side panel outer plate model can be determined according to the vehicle's assembly requirements, which helps improve the accuracy and reliability of the analysis and calculation results involved in the optimization process.

[0060] Understandably, during the design phase of a vehicle's rear side panel structure, the rear side panel outer plate is usually limited by dimensional factors such as the overall size requirements of the vehicle and the structural dimensions of the chassis system. Consequently, the adjustable space for the structural dimensions of the rear side panel outer plate is relatively small, making it difficult to perform significant structural optimizations. Therefore, the initial rear side panel outer plate model can be a model with a high degree of completion during the design phase, meaning that the initial rear side panel outer plate model can be a model whose shape and size parameters have been determined according to relevant dimensional requirements, assembly requirements, and other design requirements. Compared to the rear side panel outer plate, the rear side panel connecting plate has relatively fewer dimensional constraints during the design phase, making it easier to perform a wider range of dimensional adjustments and shape modifications. Therefore, the initial rear side panel connecting plate model can be a smooth plate-like model, meaning that the initial rear side panel connecting plate model can have a relatively lower degree of completion and may be a model of a rear side panel connecting plate without rib design on its surface.

[0061] It's also understandable that, due to the vehicle's structural layout, the pressure relief valve is typically located at the rear side panel connecting plate. During vehicle operation, air can be expelled through the valve, and the valve's opening and closing movements generate vibration, becoming an excitation source. This vibration excitation can easily cause vibration and noise in the rear side panel connecting plate, resulting in significant vibration and noise throughout the vehicle's rear side panel structure, thus affecting the vehicle's NVH performance. Therefore, the structure of the rear side panel connecting plate can be a primary optimization target; improving its performance can enhance the overall performance of the vehicle's rear side panel structure.

[0062] Step S102: Using the modal frequencies of the rear side structure as optimization constraints, perform morphological optimization on the initial rear side connecting plate model to determine the first rear side connecting plate model;

[0063] Specifically, in the process of optimizing the rear side panel connecting plate of a vehicle, the modal frequency of the rear side panel structure can be used as an optimization constraint to optimize the morphology of the initial rear side panel connecting plate model, thereby adjusting the structural shape of the corresponding rear side panel connecting plate and changing the modal frequency of the rear side panel connecting plate and the overall rear side panel structure. This ensures that the rear side panel structure corresponding to the optimized first rear side panel connecting plate model meets the modal frequency requirements, improves the modal performance of the rear side panel structure, and reduces the possibility of excited vibration of the vehicle's rear side panel structure when determining the structural parameters of the vehicle's rear side panel based on the first rear side panel connecting plate model. This improves the vibration of the rear side panel structure during vehicle operation, avoids strong noise caused by severe vibration of the rear side panel structure, and improves the user experience of the vehicle.

[0064] For example, considering various excitation frequencies that can easily affect the rear side panel structure during actual vehicle use, a modal frequency avoidance range for the rear side panel connecting plate can be set. This ensures that the modal frequency of the rear side panel structure corresponding to the optimized first rear side panel connecting plate model is outside the aforementioned modal frequency avoidance range, thereby reducing the possibility of the optimized rear side panel structure being subjected to excitation vibration. Alternatively, the modal frequencies of the rear side panel structure of vehicles with similar structures and no rear side panel structure vibration noise problems can be referenced, and a modal frequency reference value can be set. This ensures that the modal frequency of the rear side panel structure corresponding to the optimized first rear side panel connecting plate model is greater than or equal to the aforementioned modal frequency reference value, thereby reducing the possibility of the optimized rear side panel structure being subjected to excitation vibration. It is understood that there are multiple ways to give the aforementioned optimization constraints, which will not be listed in detail here.

[0065] It should be noted that during the morphological optimization of the initial rear side panel connecting plate model, the optimization objective can be selected in conjunction with other vehicle performance requirements. For example, if there is a requirement for vehicle lightweighting, minimizing the mass of the rear side panel connecting plate or rear side panel structure can be used as the optimization objective, so that the mass of the rear side panel connecting plate and rear side panel structure corresponding to the first rear side panel connecting plate model is as low as possible. If there is a requirement for vehicle miniaturization or space utilization, minimizing the volume of the rear side panel connecting plate can be used as the optimization objective, so that the volume of the rear side panel corresponding to the first rear side panel connecting plate model is minimized. The connecting plate should be as small as possible to reduce the space occupied by the rear side panel connecting plate, which will save space for the arrangement of other vehicle components. Multiple objectives can also be set simultaneously during the optimization process to perform multi-objective morphological optimization of the rear side panel connecting plate. Therefore, the optimization objectives in the aforementioned morphological optimization process are not limited here. It can be understood that the first rear side panel connecting plate model obtained under different optimization objectives should meet the modal frequency requirements of the rear side panel structure. This will reduce the possibility of excited vibration of the rear side panel structure while meeting other performance requirements of the vehicle, thereby improving the NVH level of the vehicle.

[0066] Step S103: Perform dynamic stiffness analysis on the first rear side panel connecting plate model, and adjust the structural parameters of the first rear side panel connecting plate model according to the dynamic stiffness analysis results to determine the second rear side panel connecting plate model.

[0067] Specifically, given the first rear side panel connecting plate model, a dynamic stiffness analysis can be performed on it to determine its stiffness characteristics at different excitation frequencies. This allows for an understanding of the deformation of the first rear side panel connecting plate under dynamic loads. Based on the dynamic stiffness analysis results, the structural parameters of the first rear side panel connecting plate model can be further adjusted to determine the second rear side panel connecting plate model. This improves the ability of the rear side panel connecting plate corresponding to the second model to resist deformation under dynamic loads, further reducing the possibility of large-amplitude vibrations in the rear side panel connecting plate and rear side structure during vehicle operation. This improves the vibration of the rear side structure, weakens the impact of the rear side structure on the vehicle's acoustic cavity, reduces the acoustic-structure coupling effect caused by the vibration of the rear side structure, lowers vehicle noise, and enhances the user experience.

[0068] It is understandable that factors that may generate dynamic loads on the rear side panel connecting plate during vehicle operation include, but are not limited to, road surface excitation, vibration excitation generated by dynamic components such as the engine and pressure relief valve. Therefore, the excitation frequency of the aforementioned excitations can be obtained to more comprehensively consider the possible load conditions of the rear side panel connecting plate during vehicle operation when performing dynamic stiffness analysis. This improves the reliability of the dynamic stiffness analysis results and helps to ensure the ability of the rear side panel connecting plate and the overall rear side structure corresponding to the second rear side panel connecting plate model to resist deformation under different load excitations. This reduces the vibration amplitude of the vehicle's rear side structure, further improves the vibration of the rear side structure during operation, and greatly reduces the possibility of vibration noise in the rear side structure caused by the aforementioned excitations.

[0069] It should be noted that, compared to the rear side panel structure design based on static analysis during the design phase, this optimized design method is based on the consideration of the dynamic stiffness characteristics of the rear side panel connecting plate. This is beneficial to ensure that the rear side panel structure has better resistance to deformation under dynamic loads, reduces the vibration amplitude of the rear side panel structure, and is particularly suitable for MPVs and other models with larger dimensions and relatively low rear side panel structure stiffness.

[0070] Step S104: Determine the structural parameters of the vehicle's rear side panel connecting plate based on the second rear side panel connecting plate model.

[0071] Specifically, given the second rear side panel connecting plate model, the structural parameters of the corresponding vehicle rear side panel connecting plate can be determined based on this model. It is understood that the second rear side panel connecting plate model is obtained by adjusting the structural parameters of the first rear side panel connecting plate model based on the dynamic stiffness analysis results. This results in good modal performance as well as good stiffness characteristics under dynamic loads. Therefore, determining the structural parameters of the vehicle's rear side panel connecting plate based on the second rear side panel connecting plate model can reduce the likelihood of severe vibrations in the vehicle's rear side panel connecting plate and the overall rear side panel structure during vehicle operation. It also reduces the vibration amplitude of the vehicle's rear side panel structure, improves the vibration condition of the rear side panel structure, reduces noise caused by the vibration of the rear side panel structure, improves the driver's and passengers' perception of ambient noise, and enhances the user experience of the vehicle.

[0072] In summary, the vehicle rear side panel structure optimization design method provided in this application can optimize the morphology of the vehicle's rear side panel connecting plate based on the initial rear side panel structure model of the vehicle during the design stage, using the modal frequency of the rear side panel structure as an optimization constraint. This is beneficial for improving the modal performance of the rear side panel connecting plate and the overall rear side panel structure during the design stage. Furthermore, by performing dynamic stiffness analysis on the first rear side panel connecting plate model obtained based on the aforementioned morphological optimization, the structural parameters of the first rear side panel connecting plate model are further adjusted to determine the second rear side panel connecting plate model. Based on the second rear side panel connecting plate model, the structural parameters of the rear side panel connecting plate are determined. This enables the vehicle's rear side panel connecting plate to have good anti-deformation ability under dynamic loads, reduces the vibration amplitude of the rear side panel connecting plate and the overall rear side panel structure during vehicle operation, improves the vibration of the rear side panel structure, weakens the impact of the rear side panel structure on the vehicle's acoustic cavity, reduces the acoustic-structure coupling effect caused by the vibration of the rear side panel structure, reduces vehicle noise, improves the driver's and passengers' perception of ambient noise, and enhances the user experience of the vehicle.

[0073] In some examples, the modal frequencies of the rear side panel structure are used as optimization constraints to perform morphological optimization on the initial rear side panel connecting plate model to determine the first rear side panel connecting plate model, including:

[0074] Obtain the vehicle's body frame model and vehicle assembly information;

[0075] Based on the assembly information, the initial rear side structure model is connected to the vehicle frame model to determine the topography optimization CAE (Computer Aided Engineering) model;

[0076] The optimization constraint condition is that the modal frequency of the rear side structure is greater than a preset frequency threshold.

[0077] The optimization objective is to minimize the mass of the rear sidewall structure.

[0078] Based on the morphological optimization CAE model, optimization constraints, and optimization objectives, the structural parameters of the initial rear side panel connecting plate model are optimized to determine the first rear side panel connecting plate model.

[0079] Specifically, using the modal frequencies of the rear side panel structure as optimization constraints, the initial rear side panel connecting plate model is morphologically optimized to determine the first rear side panel connecting plate model. During this process, the vehicle body frame model and assembly information can be acquired. It is understood that the body frame model can include, but is not limited to, component models of the main frame structures of the vehicle body, such as wheel arch models, C-ring models, D-ring models, and longitudinal beam models. Then, based on the assembly information, the initial rear side panel structure model is connected to the body frame model to determine the morphological optimization CAE model of the rear side panel connecting plate. This allows the use of the body frame model and assembly information to provide more realistic structural constraints for the rear side panel structure model, thereby improving the reliability of the morphological optimization results.

[0080] Understandably, the vehicle body frame model can include body frame component models such as inner and outer rear wheel arch models, C-ring models, D-ring models, and rear longitudinal beam models, which are close to the rear side structure of the vehicle. This reduces the workload of model assembly and modeling, and improves the efficiency of the morphology optimization process.

[0081] Simultaneously, the modal frequency of the rear side panel structure exceeding a preset frequency threshold can be used as an optimization constraint in the morphology optimization process, and minimizing the mass of the vehicle's rear side panel structure can be used as the optimization objective. This allows for morphological optimization of the initial rear side panel connecting plate model to improve its modal performance while simultaneously reducing the overall mass of the rear side panel connecting plate and the rear side panel structure. This facilitates improvements in vehicle lightweighting, reduces energy consumption, and further enhances the user experience in practical applications. It is understandable that, in conjunction with the foregoing, the preset frequency threshold can be an upper limit of the modal frequency avoidance range for the rear side panel connecting plate, set based on various excitation frequencies that easily affect the rear side panel structure during actual vehicle use; or it can be a reference value for the modal frequency of the rear side panel structure of a vehicle with a similar structure that does not have rear side panel structure vibration and noise issues.

[0082] Furthermore, based on the aforementioned morphology optimization CAE model, optimization constraints, and optimization objectives, the structural parameters of the initial rear side panel connecting plate model can be optimized to achieve morphology optimization of the rear side panel connecting plate, determine the first rear side panel connecting plate model, and ensure that the modal frequency of the first corresponding rear side panel structure is greater than the preset modal frequency, thereby improving the modal performance of the rear side panel structure. Consequently, when determining the structural parameters of the vehicle's rear side panel based on the first rear side panel connecting plate model, the possibility of excited vibration of the vehicle's rear side panel structure can be reduced, improving the vibration of the rear side panel structure during vehicle operation, avoiding strong noise caused by severe vibration of the rear side panel structure, improving the user experience of the vehicle, and minimizing the mass of the rear side panel connecting plate, thereby reducing the overall mass of the rear side panel structure and improving the vehicle's lightweight level.

[0083] In some examples, the structural parameters of the initial rear side panel connecting plate model are optimized based on the morphological optimization CAE model, optimization constraints, and optimization objectives to determine the first rear side panel connecting plate model, including:

[0084] Based on the morphology optimization CAE model, optimization constraints, and optimization objectives, the plate thickness and rib parameters of the initial rear side panel connection plate model are optimized.

[0085] Based on the optimization results, the optimization model of the rear side panel structure is determined, which includes the optimization model of the rear side panel connecting plate.

[0086] Modal verification was performed on the optimized model of the rear side enclosure structure;

[0087] If the modal frequency of the rear side panel structure optimization model is greater than the preset frequency threshold, the rear side panel connecting plate optimization model is rounded to determine the first rear side panel connecting plate model.

[0088] Specifically, in the process of optimizing the structural parameters of the initial rear side panel connecting plate model based on the morphology optimization CAE model, optimization constraints, and optimization objectives, and determining the first rear side panel connecting plate model, the plate thickness and rib parameters of the initial rear side panel connecting plate model can be used as optimization target parameters. Thus, based on the morphology optimization CAE model, optimization constraints, and optimization objectives, the plate thickness and rib parameters of the initial rear side panel connecting plate model can be optimized. For plate-shaped components, adjusting the plate thickness can more efficiently change the modal frequency of the plate, thereby improving the modal performance of the rear side panel connecting plate and enhancing the overall performance of the rear side panel structure. Furthermore, the aforementioned adjustment of the plate thickness is also beneficial to changing the stiffness of the rear side panel connecting plate and enhancing its resistance to deformation. Meanwhile, in conjunction with the foregoing, the rear side panel connecting plate is usually used as the mounting carrier for the pressure relief valve in practical applications. Therefore, the rear side panel connecting plate often needs to be designed with ribs to enhance the strength and rigidity of the plate and ensure that the rear side panel connecting plate can provide reliable support for the pressure relief valve. Thus, the rib parameters of the initial rear side panel connecting plate model can be optimized as optimization parameters. On the one hand, this can ensure the structural strength of the rear side panel connecting plate, and on the other hand, the modal performance of the rear side panel connecting plate can be improved by adjusting the rib parameters.

[0089] Understandably, considering the foregoing, if the initial rear side panel connecting plate model is a smooth plate-like model—that is, the initial rear side panel connecting plate model has a relatively low level of completion and may not have ribbed design on its surface—then the ribbed design process can be integrated into the morphology optimization process, completing the ribbed design work for the rear side panel connecting plate while optimizing. It should be noted that ribbed parameters include, but are not limited to, ribbed position, ribbed width, ribbed height, and draft angle, etc.

[0090] Furthermore, based on the optimization results, the optimization model of the rear side panel structure can be determined. It is understood that since the optimization object parameters are the plate thickness and rib parameters of the initial rear side panel connecting plate model, the optimization results include the optimization model of the rear side panel connecting plate. Accordingly, the optimization model of the rear side panel structure includes at least the optimization model of the rear side panel connecting plate. At the same time, if the structure of the initial rear side panel outer plate model is not adjusted during the morphological optimization of the rear side panel connecting plate, the optimization model of the rear side panel structure may also include the initial rear side panel outer plate model.

[0091] Furthermore, modal verification can be performed on the optimized model of the rear side panel structure to ensure that the modal frequency of the optimized model is greater than the preset frequency threshold. This ensures that the modal performance of the rear side panel structure corresponding to the optimized model is improved. Thus, if the modal frequency of the optimized model is greater than the preset frequency threshold, it indicates that the optimized rear side panel connecting plate can improve the overall modal performance of the rear side panel structure. Subsequently, rounding operation is performed on the optimized model of the rear side panel connecting plate to make minor structural modifications to the rear side panel connecting plate, improve the design completion of the rear side panel connecting plate, and determine the first rear side panel connecting plate model. This facilitates the subsequent actual processing of the rear side panel structure based on the first rear side panel connecting plate model.

[0092] Understandably, if the modal frequency of the rear side panel structure optimization model is less than or equal to the preset frequency threshold, the optimization constraints can be redefined by increasing the preset frequency threshold, and the initial rear side panel connecting plate model can be optimized again to further improve the modal performance of the rear side panel connecting plate and provide further assurance for the overall modal performance improvement of the rear side panel structure.

[0093] It is understandable that the optimized model of the rear side panel connecting plate includes the plate body and the ribs located on the plate body. When performing the rounding operation, both the plate body and the ribs can be rounded.

[0094] In some examples, dynamic stiffness analysis is performed on the first rear side panel connecting plate model to adjust the structural parameters of the first rear side panel connecting plate model based on the dynamic stiffness analysis results, thereby determining the second rear side panel connecting plate model, including:

[0095] Dynamic stiffness analysis was performed on the model of the first rear side panel connecting plate;

[0096] Based on the dynamic stiffness analysis results, the dynamic stiffness curve of the first rear side panel connecting plate model is established;

[0097] Based on the dynamic stiffness curve and the preset dynamic stiffness threshold, the plate thickness of the first rear side panel connecting plate model is adjusted to determine the second rear side panel connecting plate model.

[0098] Specifically, in the process of performing dynamic stiffness analysis on the first rear side panel connecting plate model to adjust its structural parameters and determine the second rear side panel connecting plate model based on the analysis results, dynamic stiffness analysis can be performed on the first rear side panel connecting plate model. Based on the analysis results, a dynamic stiffness curve for the first rear side panel connecting plate can be established. This facilitates a more intuitive display of the dynamic stiffness analysis results using the aforementioned dynamic stiffness curve. It is understood that the dynamic stiffness curve reflects the relationship between dynamic stiffness and excitation frequency. Furthermore, a preset dynamic stiffness threshold can be set to determine the first rear side panel connecting plate model in conjunction with the dynamic stiffness curve. The deformation resistance of the plate model under different excitation frequencies provides a reference for further structural adjustments to the first rear side panel connecting plate model. Furthermore, based on the dynamic stiffness curve and preset dynamic stiffness threshold, the plate thickness of the first rear side panel connecting plate model can be adjusted to determine the second rear side panel connecting plate model. This is beneficial to further improve the deformation resistance of the rear side panel connecting plate under dynamic loads, reduce the vibration amplitude of the rear side panel connecting plate, weaken the impact of the rear side panel structure on the vehicle's acoustic cavity, reduce the acoustic-structure coupling effect caused by the vibration of the rear side panel structure, reduce vehicle noise, and improve the user experience of the vehicle.

[0099] It should be noted that, in conjunction with the foregoing, when performing dynamic stiffness analysis on the first rear side panel connecting plate model, the range of excitation frequencies analyzed can be selected based on the excitation frequencies corresponding to road surface excitation, vibration excitation generated by dynamic components such as the engine and pressure relief valve during operation. This allows for a more comprehensive consideration of the possible load conditions of the rear side panel connecting plate during vehicle operation, improving the reliability of the dynamic stiffness analysis results. Consequently, this helps ensure the ability of the rear side panel connecting plate and the overall rear side panel structure corresponding to the second rear side panel connecting plate model to resist plate deformation under different load excitations, reducing the vibration amplitude of the vehicle's rear side panel structure, further improving the vibration of the rear side panel structure during operation, and greatly reducing the possibility of vibration noise generated by the aforementioned excitations in the rear side panel structure.

[0100] It should be noted that the aforementioned preset dynamic stiffness threshold can be selected by referring to the dynamic stiffness of the rear side panel connecting plate of vehicles with similar vehicle structures and no rear side panel structure vibration and noise problems, or determined by combining other empirical data. No further restrictions are imposed here.

[0101] In some examples, the plate thickness of the first rear side panel connecting plate model is adjusted according to the dynamic stiffness curve and a preset dynamic stiffness threshold to determine the second rear side panel connecting plate model, including:

[0102] Based on the dynamic stiffness curve, determine the length of the acceptable frequency range when the dynamic stiffness of the first rear side panel connecting plate model is greater than the preset dynamic stiffness threshold.

[0103] Determine the ratio of the length of the acceptable frequency range to the total length of the excitation frequency range of the dynamic stiffness curve;

[0104] If the length ratio is greater than the preset ratio, the second rear side panel connecting plate model is determined based on the first rear side panel connecting plate model.

[0105] If the length ratio is less than or equal to the preset ratio, increase the plate thickness of the first rear side panel connecting plate model.

[0106] Specifically, in the process of adjusting the plate thickness of the first rear side panel connecting plate model according to the dynamic stiffness curve and the preset dynamic stiffness threshold to determine the second rear side panel connecting plate model, the length of the acceptable frequency range when the dynamic stiffness of the first rear side panel connecting plate model is greater than the preset dynamic stiffness threshold can be determined according to the dynamic stiffness curve. It can be understood that when the dynamic stiffness of the first rear side panel connecting plate model is greater than the preset dynamic stiffness threshold, it indicates that the dynamic stiffness of the first rear side panel connecting plate model is relatively high at the corresponding excitation frequency. Correspondingly, the rear side panel connecting plate corresponding to the first rear side panel connecting plate model is less likely to undergo large deformation and vibration at that excitation frequency. The possibility of generating strong noise is low. Accordingly, it can be assumed that the dynamic stiffness of the first rear side panel connecting plate model meets the standard at this excitation frequency. By determining the length of the standard frequency range when the dynamic stiffness of the first rear side panel connecting plate model is greater than the preset dynamic stiffness threshold, it is helpful to understand in which excitation frequency range the first rear side panel connecting plate model has strong deformation resistance. Furthermore, by comparing the length of the standard frequency range with the total length of the excitation frequency range of the dynamic stiffness curve, the proportion of the excitation frequency range corresponding to the high dynamic stiffness of the first rear side panel connecting plate model to the excitation frequency range analyzed in the dynamic stiffness analysis can be determined by the length ratio. When the aforementioned length ratio is greater than the preset ratio, it indicates that the rear side panel connecting plate corresponding to the first rear side panel connecting plate model can maintain good anti-deformation performance under most excitation frequencies. Therefore, the second rear side panel connecting plate model can be determined based on the first rear side panel connecting plate model without modifying the structural parameters of the first rear side panel connecting plate model. When the length ratio is less than or equal to the preset ratio, it indicates that the rear side panel connecting plate corresponding to the first rear side panel connecting plate model is difficult to maintain good anti-deformation performance under most excitation frequencies. Therefore, the stiffness of the rear side panel connecting plate can be improved by increasing the plate thickness of the first rear side panel connecting plate model until the aforementioned length ratio is greater than the preset ratio, thereby improving the overall stiffness of the rear side panel connecting plate and the rear side panel structure.

[0107] It is understandable that by increasing the thickness of the aforementioned plates, the stiffness of the rear side panel connecting plate can be improved, while the quality of the rear side panel connecting plate can be improved, which is conducive to further improving the modal performance of the rear side panel connecting plate and reducing the possibility of the rear side panel connecting plate being subjected to excited vibration.

[0108] In some examples, the optimized design methods for the rear side panel structure of a vehicle also include:

[0109] Obtain the natural frequency of the air chamber inside the vehicle;

[0110] Based on the dynamic stiffness curve and a preset dynamic stiffness threshold, the plate thickness of the first rear side panel connecting plate model is adjusted to determine the second rear side panel connecting plate model, including:

[0111] Based on the dynamic stiffness curve, determine the valley excitation frequency corresponding to the valley value of the dynamic stiffness curve;

[0112] Determine the frequency difference between the valley excitation frequency and the natural frequency of the air cavity inside the vehicle;

[0113] When the length ratio is greater than a preset ratio and the frequency difference is greater than a preset difference, the second rear side panel connecting plate model is determined based on the first rear side panel connecting plate model.

[0114] If the length ratio is less than or equal to a preset ratio or the frequency difference is less than or equal to a preset difference, increase the plate thickness of the first rear side panel connecting plate model.

[0115] Specifically, the natural frequency of the air cavity inside the vehicle can also be obtained so that it can reflect the natural frequency of the vehicle's acoustic cavity vibration. It can be understood that the natural frequency of the air cavity inside the vehicle includes the natural frequency of the cavity enclosed in the driver's cab. At the same time, in the process of adjusting the plate thickness of the first rear side panel connecting plate model according to the dynamic stiffness curve and the preset dynamic stiffness threshold to determine the second rear side panel connecting plate model, the valley excitation frequency corresponding to the valley value of the dynamic stiffness curve and the frequency difference between the valley excitation frequency and the natural frequency of the air cavity inside the vehicle can be further determined using the aforementioned dynamic stiffness curve. It can be understood that the valley value of the aforementioned dynamic stiffness curve is also the minimum value in the dynamic stiffness curve.

[0116] Furthermore, combining the frequency difference and the aforementioned length ratio, a second rear side panel connecting plate model can be determined based on the first rear side panel connecting plate model when both the length ratio and the frequency difference are greater than a preset value. It can be understood that when the frequency difference is greater than the preset value, it indicates that the excitation frequency of the first rear side panel connecting plate model, with its poor dynamic stiffness, avoids the natural frequency of gas vibration within the vehicle's cabin. Therefore, when the excitation source excites the rear side panel connecting plate corresponding to the first rear side panel connecting plate model at a valley excitation frequency, it causes the rear side panel connecting plate to vibrate at a relatively large amplitude. During vibration, resonance of the air cavity inside the vehicle caused by the rear side panel connecting plate can be avoided, and the noise in the driver's cab can be reduced, improving the noise perception of the driver and passengers and enhancing the user experience of the vehicle. Furthermore, by combining the aforementioned condition that the length ratio is greater than the preset ratio for further constraints, it can be ensured that the rear side panel connecting plate corresponding to the first rear side panel connecting plate model can maintain good anti-deformation performance at most excitation frequencies. Thus, the second rear side panel connecting plate model can be determined based on the first rear side panel connecting plate model without modifying the structural parameters of the first rear side panel connecting plate model.

[0117] When the aforementioned frequency difference is less than or equal to the preset difference, it indicates that the excitation frequency of the first rear side panel connecting plate model with poor dynamic stiffness is close to the natural frequency of gas vibration in the vehicle's cockpit. Therefore, when the excitation source excites the rear side panel connecting plate corresponding to the first rear side panel connecting plate model with a valley excitation frequency and causes the rear side panel connecting plate to vibrate with a large amplitude, the vibration of the rear side panel connecting plate is likely to cause resonance of the air cavity inside the vehicle, which can increase the plate thickness of the first rear side panel connecting plate model until the aforementioned frequency difference is greater than the preset difference.

[0118] It should be noted that the aforementioned preset difference can be greater than or equal to 2Hz and less than or equal to 3Hz. For example, if the natural frequency of the air cavity in the vehicle is 43Hz and the preset difference is set to 2Hz, then the valley excitation frequency should be greater than 45Hz or less than 41Hz.

[0119] It is understandable that, in conjunction with the foregoing, when the length ratio is less than or equal to the preset ratio, it indicates that the rear side panel connecting plate corresponding to the first rear side panel connecting plate model is difficult to maintain good anti-deformation performance under most excitation frequencies. Therefore, when the length ratio is less than or equal to the preset ratio or the valley excitation frequency is equal to the natural frequency of gas vibration, the plate thickness of the first rear side panel connecting plate model can be increased until the length ratio is greater than the preset ratio and the valley excitation frequency is not equal to the natural frequency of gas vibration.

[0120] In some examples, the optimized design methods for the rear side panel structure of a vehicle also include:

[0121] Obtain the initial TB (Trimmed Body) model of the vehicle, which includes the initial rear side panel structure model;

[0122] The initial rear side panel connecting plate model of the initial TB model is replaced with the first rear side panel connecting plate model to determine the NTF (Noise Transfer Function) verification model;

[0123] Perform NTF analysis on the NTF validation model;

[0124] If the noise contribution of the rear side panel structure in the NTF verification model is less than the preset contribution threshold, the structural parameters of the vehicle's rear side panel are determined based on the initial rear side panel model.

[0125] Specifically, the initial TB model of the vehicle can also be obtained. It can be understood that the TB model of the vehicle refers to the model of the part remaining after the whole vehicle is disconnected from the soft connection (spring, bushing) and the powertrain and chassis system are removed. TB usually includes body-in-white, four doors and two hoods, seat system, interior system, steering system, subframe and electronic and electrical system, etc. In other words, the TB model is a body model with interior. It should be noted that the initial TB model includes the aforementioned initial rear side structure model, that is, the initial TB model includes the initial rear side outer panel model and the initial rear side connecting plate model.

[0126] Furthermore, the initial rear side panel connecting plate model of the initial TB model is replaced with the first rear side panel connecting plate model to determine the NTF verification model of the vehicle. NTF analysis is then performed on the NTF verification model to determine the noise contribution of each component in the NTF verification model. It can be understood that the noise contribution here refers to the noise contribution of each component in the NTF verification model to the cabin space. The aforementioned components in the NTF verification model include the rear side panel structure composed of the rear side panel connecting plate corresponding to the first rear side panel connecting plate model and the rear side panel outer plate corresponding to the initial rear side panel outer plate model. Therefore, if the noise contribution of the rear side panel structure in the NTF verification model is less than a preset contribution threshold, it indicates that the contribution of the rear side panel structure in the NTF verification model to in-vehicle noise is low and will not have a serious negative impact on the noise experience of the driver and passengers. Furthermore, based on the initial rear side panel outer plate model, the structural parameters of the vehicle's rear side panel outer plate can be determined, providing further assurance for improving the user experience of the vehicle.

[0127] It is understandable that, for the rear side panel connecting plate, the dynamic stiffness analysis of the first rear side panel connecting plate model can be further combined with the aforementioned process to determine the second rear side panel connecting plate model, and the structural parameters of the rear side panel connecting plate can be further determined based on the second rear side panel connecting plate model.

[0128] In some examples, the optimized design methods for the rear side panel structure of a vehicle also include:

[0129] If the noise contribution of the rear side panel structure in the NTF verification model is greater than or equal to the preset contribution threshold, an enhancement sheet model is established based on the initial rear side panel model.

[0130] The reinforcement plate model is connected to the initial rear side panel model to determine the optimized rear side panel model.

[0131] Based on the optimized model of the rear side panel, the structural parameters of the vehicle's rear side panel are determined.

[0132] Specifically, if the noise contribution of the rear side panel structure in the NTF verification model is greater than or equal to the preset contribution threshold, it indicates that the rear side panel structure corresponding to the initial rear side panel model and the first rear side panel connecting plate model still has the potential to cause significant in-vehicle noise. Therefore, a reinforcement plate model can be established based on the initial rear side panel model. It can be understood that the aforementioned reinforcement plate refers to the sheet-like structure attached to the inside of the rear side panel in the vehicle to enhance the stiffness and strength of the rear side panel. Establishing the reinforcement plate model based on the initial rear side panel model can ensure that the reinforcement plate corresponding to the reinforcement plate model has good structural parameter consistency with the rear side panel corresponding to the initial rear side panel model, which facilitates the adaptability during subsequent actual attachment. Then, the reinforcement plate model is connected to the initial rear side panel model to determine the optimized rear side panel model. It can be understood that the optimized rear side panel model includes the connected initial rear side panel model and reinforcement plate model.

[0133] Further, based on the optimized model of the rear side panel, the structural parameters of the vehicle's rear side panel are determined. That is, the rear side panel includes a main body panel and reinforcing plates. The structural parameters of the main body panel of the rear side panel are determined based on the initial rear side panel model, and the structural parameters of the reinforcing plates are determined based on the reinforcing plate model. In this way, the reinforcing plates can be used to strengthen the strength and stiffness of the rear side panel, reduce the vibration amplitude of the rear side panel, and help reduce the noise around the ears of the driver and passengers caused by the rear side panel structure, thereby further improving the user experience of the vehicle.

[0134] At the same time, in conjunction with the aforementioned design method for the structural parameters of the rear side panel connecting plate, the vibration of the rear side panel structure during vehicle operation can be further improved, the in-vehicle noise caused by the rear side panel structure can be reduced, and the user experience of the vehicle can be improved.

[0135] like Figure 2As shown, according to a second aspect of the embodiments of this application, a storage medium 201 is provided, the storage medium 201 including a stored program 202, wherein, when the program 202 is running, the device where the storage medium 201 is located is controlled to execute the vehicle rear side panel structure optimization design method as proposed in any of the first aspects above.

[0136] Since the storage medium 201 provided in this application embodiment is used to implement the vehicle rear side panel structure optimization design method as proposed in any of the first aspects above, it has all the beneficial effects of the vehicle rear side panel structure optimization design method, which will not be repeated here.

[0137] like Figure 3 As shown, according to a third aspect of the embodiments of this application, an electronic device 300 is proposed. The electronic device 300 includes at least one processor 301 and at least one memory 302 connected to the processor 301. The processor 301 is used to call program instructions in the memory 302 to execute the optimized design method of the vehicle rear side panel structure as proposed in any of the first aspects above.

[0138] Since the electronic device 300 provided in this application embodiment is used to implement the optimized design method for the vehicle rear side panel structure as proposed in any of the first aspects above, it possesses all the beneficial effects of the optimized design method for the vehicle rear side panel structure, which will not be elaborated here.

[0139] This application is described with reference to flowchart illustrations and / or block diagrams of methods, storage media, and electronic devices according to embodiments of this application; it should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions; these computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable process management device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable process management device, generate instructions for implementing the process Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0140] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0141] In a typical configuration, an electronic device may include one or more processors (CPUs), memory, and buses; the electronic device may also include input / output interfaces, network interfaces, etc.

[0142] The memory may include non-permanent memory in a computer-readable medium, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip; the memory is an example of a storage medium.

[0143] Storage media, including permanent and non-permanent, removable and non-removable media, can be used to store information by any method or technology; the information can be computer-readable instructions, data structures, program modules, or other data; examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information that can be accessed by a computing device; as defined herein, storage media does not include transient media, such as modulated data signals and carrier waves.

[0144] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence; it should be understood that such data used can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein.

[0145] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0146] It should also be noted that the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus; and, without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0147] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or electronic devices; therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects; moreover, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0148] Computer program code for performing the operations of the embodiments of this application can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Common Lisp, Python, C++, Objective-C, Smalltalk, Delphi, Java, Swift, C#, Perl, Ruby, JavaScript, and PHP; conventional procedural programming languages ​​such as Fortran, ALGOL, COBOL, PL / I, BASIC, Pascal, and C; and any other programming language such as Lisp, Tcl, Prolog, Visual Basic .NET, SQL, and R. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0149] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the scope of the claims of this application.

Claims

1. An optimized design method for the rear side panel structure of a vehicle, characterized in that, include: Obtain the initial rear side panel structure model of the vehicle, the initial rear side panel structure model including the initial rear side panel outer panel model and the initial rear side panel connecting panel model connected to each other; Using the modal frequencies of the rear side structure as optimization constraints, the initial rear side connecting plate model is morphologically optimized to determine the first rear side connecting plate model. A dynamic stiffness analysis is performed on the first rear side panel connecting plate model to adjust its structural parameters based on the analysis results, thereby determining the second rear side panel connecting plate model. This process includes: performing a dynamic stiffness analysis on the first rear side panel connecting plate model; establishing a dynamic stiffness curve for the first rear side panel connecting plate model based on the analysis results; and adjusting the plate thickness of the first rear side panel connecting plate model based on the dynamic stiffness curve and a preset dynamic stiffness threshold, thereby determining the second rear side panel connecting plate model. The process of adjusting the plate thickness of the first rear side panel connecting plate model according to the dynamic stiffness curve and a preset dynamic stiffness threshold to determine the second rear side panel connecting plate model includes: determining the length of the acceptable frequency range when the dynamic stiffness of the first rear side panel connecting plate model is greater than the preset dynamic stiffness threshold according to the dynamic stiffness curve; determining the length ratio of the acceptable frequency range length to the total length of the excitation frequency range of the dynamic stiffness curve; determining the second rear side panel connecting plate model according to the first rear side panel connecting plate model when the length ratio is greater than a preset ratio; and increasing the plate thickness of the first rear side panel connecting plate model when the length ratio is less than or equal to the preset ratio. Based on the second rear side panel connecting plate model, the structural parameters of the rear side panel connecting plate of the vehicle are determined.

2. The optimized design method for the rear side panel structure of a vehicle according to claim 1, characterized in that, Using the modal frequencies of the rear sidewall structure as optimization constraints, the initial rear sidewall connecting plate model is morphologically optimized to determine the first rear sidewall connecting plate model, including: Obtain the vehicle body frame model and the vehicle assembly information; Based on the assembly information, the initial rear side structure model is connected to the vehicle frame model to determine the morphology optimization computer-aided engineering model; Determining that the modal frequency of the rear side enclosure structure is greater than a preset frequency threshold is an optimization constraint condition; The optimization objective is to minimize the mass of the rear side structure. Based on the morphological optimization computer-aided engineering model, the optimization constraints, and the optimization objective, the structural parameters of the initial rear side panel connecting plate model are optimized to determine the first rear side panel connecting plate model.

3. The optimized design method for the rear side panel structure of a vehicle according to claim 2, characterized in that, The step of optimizing the structural parameters of the initial rear side panel connecting plate model based on the morphological optimization computer-aided engineering model, the optimization constraints, and the optimization objective, to determine the first rear side panel connecting plate model, includes: Based on the morphological optimization computer-aided engineering model, the optimization constraints, and the optimization objective, the plate thickness and rib parameters of the initial rear side panel connecting plate model are optimized. Based on the optimization results, a rear side panel structure optimization model is determined, which includes a rear side panel connecting plate optimization model. Modal verification was performed on the optimized model of the rear side enclosure structure; If the modal frequency of the optimized rear side panel structure model is greater than the preset frequency threshold, the optimized rear side panel connecting plate model is rounded to determine the first rear side panel connecting plate model.

4. The optimized design method for the rear side panel structure of a vehicle according to claim 1, characterized in that, Also includes: Obtain the natural frequency of the air cavity inside the vehicle; The step of adjusting the plate thickness of the first rear side panel connecting plate model according to the dynamic stiffness curve and a preset dynamic stiffness threshold to determine the second rear side panel connecting plate model includes: Based on the dynamic stiffness curve, determine the valley excitation frequency corresponding to the valley value of the dynamic stiffness curve; Determine the frequency difference between the valley excitation frequency and the natural frequency of the in-vehicle air cavity; When the length ratio is greater than the preset ratio and the frequency difference is greater than the preset difference, the second rear side panel connecting plate model is determined based on the first rear side panel connecting plate model. If the length ratio is less than or equal to the preset ratio or the frequency difference is less than or equal to the preset difference, the thickness of the first rear side panel connecting plate model is increased.

5. The optimized design method for the rear side panel structure of a vehicle according to any one of claims 1 to 4, characterized in that, Also includes: Obtain the initial prepared body model of the vehicle, the initial prepared body model including the initial rear side panel structure model; The initial rear side panel connecting plate model of the initial prepared vehicle body model is replaced with the first rear side panel connecting plate model in order to determine the noise transfer function verification model. The noise transfer function verification model is subjected to noise transfer function analysis; If the noise contribution of the rear side panel structure in the noise transfer function verification model is less than a preset contribution threshold, the structural parameters of the rear side panel of the vehicle are determined according to the initial rear side panel model.

6. The optimized design method for the rear side panel structure of a vehicle according to claim 5, characterized in that, Also includes: If the noise contribution of the rear side panel structure of the noise transfer function verification model is greater than or equal to a preset contribution threshold, an enhancement sheet model is established based on the initial rear side panel model. The reinforcement plate model is connected to the initial rear side panel model to determine the optimized rear side panel model. Based on the optimized model of the rear side panel, the structural parameters of the rear side panel of the vehicle are determined.

7. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the storage medium to perform the optimized design method for the vehicle rear side panel structure as described in any one of claims 1 to 6.

8. An electronic device, characterized in that, The electronic device includes at least one processor and at least one memory connected to the processor, wherein the processor is used to call program instructions in the memory to execute the optimization design method for the vehicle rear side panel structure as described in any one of claims 1 to 6.

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