A method for implementing modular design of a vehicle body module
By adopting a modular design approach, the problem of incompatibility between upper body panels of different car styles was solved, realizing modular design of the upper body, improving product flexibility and R&D efficiency, expanding product variety, and reducing design risks.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2021-10-30
- Publication Date
- 2026-03-17
AI Technical Summary
The difficulty in incorporating compatible body designs across different car styles results in low parts standardization, slow product development and updates, and high design risks.
By adopting a modular design approach, modularizing the architecture, beam structure, reinforcement structure, body interface, and cross-section, and combining multidisciplinary performance optimization, a modular upper body platform is constructed to achieve compatible design for different vehicle styles.
It has improved the modularity and standardization of the upper body structure, expanded the product range, reduced design risks, and accelerated the research and development and upgrading of new products.
Smart Images
Figure CN116070337B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to automobiles, and more specifically to a method for implementing modular design of the upper body of an automobile. Background Technology
[0002] As competition intensifies in the automotive market and car products are constantly being updated, launching new and facelifted models to meet customer needs has become one of the ways for automakers to maintain product competitiveness. Currently, mainstream brands are gradually establishing platform-based technical architectures based on their own product layout and R&D capabilities to ensure compatibility of chassis and lower body designs for products on the same platform and improve the commonality of parts. However, the upper bodies of different styles of vehicles (SUVs, sedans, crossovers, etc.) on the same platform often require differentiated designs. For example, SUVs require a higher upper body height and more space, while sedans have a lower upper body height and a relatively low stance. Crossovers have an oval-shaped upper body and a sloping rear design, which makes it difficult to design compatible upper bodies for different styles of vehicles. Summary of the Invention
[0003] The purpose of this invention is to propose a modular design implementation method for automobile upper body, which can effectively improve the modularity, standardization and serialization level of upper body structure, expand product types, accelerate the research and development and update speed of new products, reduce performance design risks, and increase the feasibility of modular products being produced on the same production line.
[0004] The present invention provides a method for implementing modular design of an automobile upper body, comprising the following steps:
[0005] S1, Build the concept model of the upper body;
[0006] S2, Modular Architecture: Based on the same lower body technology platform, the architecture modules of the upper body concept model are determined according to the upper body styling characteristics of various different styling models. The upper body architecture modules include a general architecture module applicable to various different styling models, a selection architecture module applicable to the same styling model, and a dedicated architecture module applicable to a single model.
[0007] S3, Modular Beam Structure: Based on S2, build topology models of various vehicle models with different styling styles and perform topology optimization. Based on the topology optimization results of various vehicle models with different styling styles, determine the beam structure module in the general architecture module. Based on the topology optimization results of the same vehicle model, determine the beam structure module in the selected architecture module. Based on the platform-based vehicle body and beam structure module, produce digital prototypes of multiple vehicle models with different styling styles.
[0008] S4, Modular Reinforcement Structure: Modal analysis is performed on digital prototypes of multiple models with different styling styles. The strain energy distribution law of digital prototypes of multiple models with different styling styles is calculated and summarized, and reinforcement structure modules suitable for multiple models with different styling styles are designed.
[0009] S5, Modular Body Interface: Based on S4, the overlapping interfaces on the upper body of digital prototypes of multiple models with different styling are optimized, and the optimal solution obtained from the optimization design is determined as the body interface module.
[0010] S6, Section Modularization: Based on S5, the key sections on the upper body of digital prototypes of multiple models with different styling are optimized, and the optimal solution obtained by the optimization design is determined as the section module.
[0011] S7. Construct a performance solution database based on the upper body modular platform: Based on S1 to S6, establish an upper body modular platform. Perform mass normalization sensitivity analysis on the structural parameters, thickness parameters, and material parameters of each module in the upper body modular platform, and screen design variables to determine the design variables. With the collision performance, NVH performance, durability performance, and weight of the upper body as output variables, build a multi-disciplinary design optimization integration process that includes design variables and output variables. Obtain the mapping relationship between design variables and output variables through sampling calculation analysis, and construct a performance solution database based on the upper body modular platform.
[0012] S8, based on the specific vehicle model requirements, obtains feasible solutions from the performance solution database built in S7 based on the upper body modular platform.
[0013] Furthermore, in S2, the general architecture module is the front frame component of the upper body, including but not limited to the A-pillar, the lower body of the A-pillar, the B-pillar, and the sill beam; the selected architecture module is the rear frame component of the upper body, including but not limited to the C-pillar and the D-pillar; the special architecture module includes but not limited to the sill beam, the C-pillar, and the wheel hub components in the three transition areas.
[0014] Furthermore, S3 includes:
[0015] S31. A unified topology model is built for multiple vehicle models with different styling styles to balance the simulation analysis of collision safety performance and NVH performance. The unified topology model consists of a design domain and a non-design domain. The lower body is set as the non-design domain, and the finite element model of the platform-based lower body is retained. The general architecture module is set as design domain I, and the selected architecture module and the special architecture module are set as design domain II. The topology model of the design domain is established. The topology model of the design domain and the finite element model of the lower body are matched and coordinated through the connection method of common nodes to build a unified topology model.
[0016] S32, based on a unified topology model of various vehicle models with different styling styles, integrates multiple NVH working conditions for each vehicle model's unified topology model, with the constraint of meeting multi-condition performance, and with the optimization objective of topology domain volume fraction ≦25%, performs topology iteration and obtains finite element topology optimization results. Using the OSSmooth module of OptiStruct software, the topology optimization design results are interpreted into a geometric model according to the element density threshold of 0.3.
[0017] S33, based on the topological results of the unified topological model of various styling models, the modularization of the beam structure is realized. With the help of the topological geometric models of different styling models, the designers determine the beam structure module in the general architecture module according to the feasibility of the process and the geometric model of design domain I. Based on the topological geometric model of the same styling model and the geometric model of design domain II, the beam structure module in the selected architecture module and the special architecture module is determined.
[0018] S34, based on the platform-based lower body and the beam structure module in S33, produces multiple digital prototypes with different styling styles.
[0019] Furthermore, S4 includes: performing modal analysis on multiple digital prototype vehicles with different styling designs from S3, viewing the modal calculation results in the finite element post-processing software HyperView, identifying the order of the body bending mode and torsional mode based on the mode shape, and recording the corresponding bending mode frequency f. b f t The comprehensive modal strain energy is obtained by nonlinearly superimposing the modal weighting coefficients and the bending-torsional modal strain energy; the nonlinear superposition weighting coefficients of the modal strain energy are based on the target value f of the bending-torsional modal performance. bg f tg To formulate the torsional mode weighting coefficient, setting the bending mode weighting coefficient to a unit value of 1, the torsional mode weighting coefficient C is calculated as follows:
[0020]
[0021] The nonlinear superposition results of modal strain energy are examined to pinpoint the concentrated strain energy region. Based on the strain energy distribution results of multiple digital prototypes with different styling styles, the strain energy distribution patterns of multiple digital prototypes with different styling styles are statistically summarized to determine the consistent location of the reinforcing component and design a reinforcing component structure module suitable for multiple different styling styles of vehicles.
[0022] Furthermore, S5 includes:
[0023] S51, Overlap Layer Implementation: Based on the digital prototypes of multiple models with different styling styles processed by S4, the overlapping area of sheet metal at each overlap interface is parametrically modeled using the Mopher software.
[0024] S52, modular implementation of interfaces: calculate the relevant collision performance, NVH performance, durability performance and material weight of each overlapping interface under different overlapping levels, and determine the optimal solution by comprehensively considering the impact of joint type on various performance, cost and weight, which is determined as the vehicle body interface module.
[0025] Furthermore, S6 includes, based on S5, optimizing the design of key cross-sections on the upper body of multiple digital prototype vehicles with different styling designs. The specific process is as follows: performing collision performance analysis, cross-section node stiffness analysis and optimization on cross-sections of the same type, with optimization constraints of: collision performance ≤ target value, node stiffness performance ≤ target value, and optimization objective of: minimizing the total mass of cross-section parts. After optimization, the optimal solution and weight that meet the performance requirements under the same type of cross-section are obtained; comparing the optimal solutions and weights of different types of cross-sections, the solution with the minimum total mass of parts under the same performance constraints is selected and confirmed as the corresponding cross-section module.
[0026] Furthermore, S7 includes:
[0027] S71, design parameter mass normalization sensitivity analysis: Based on the architecture module, beam structure module, reinforcement structure module and vehicle body interface module obtained from S2 to S6, establish the upper body modular platform and perform sensitivity analysis of design parameters. The design parameters include structural parameters, thickness parameters and material parameters. Mass normalization sensitivity analysis is adopted. Based on the sensitivity output results and ranking of unit mass, the parameters with larger sensitivity are determined as design variables.
[0028] S72, multidisciplinary performance integration, is based on the design variables selected by S71 and parametrically modeled on the Optimus software integration platform. The collision performance, NVH performance, durability performance and weight of the upper body are used as output variables to build a multidisciplinary design optimization integration process that includes design variables and output variables.
[0029] S73 performs DOE sampling calculations based on a multidisciplinary design optimization integration process, with 80 samples taken. The design method adopted is Latin Hypercube sampling. The DOE sample points and calculation results are extracted, and the mapping relationship between design variables and output variables is analyzed to construct a performance solution database based on a modular platform.
[0030] Furthermore, S8 includes: taking "collision performance ≥ target value, NVH performance ≥ design target value, durability performance ≥ design target value" as constraints, and "minimizing weight and cost" as the optimization objective, and performing optimization iterations based on the mapping relationship between design variables and output variables to obtain an optimized solution.
[0031] Furthermore, the design variables include, but are not limited to: A-pillar inclination angle, B-pillar inclination angle, B-pillar position, reinforcement thickness, and structural component material.
[0032] The modular design implementation method for the automotive upper body described in this invention determines the architectural layout and segmentation of the upper body structure modularization based on the styling characteristics of different vehicle models, thus defining the modular architecture modules of the upper body. Optimization design is performed using a high-precision unified topology model and simulation methods to lock in the modularization of the beam structure. The method of nonlinear superposition of modal strain energy is used to identify the areas of the upper body requiring reinforcement, achieving modularization of the reinforcement structure. Considering material utilization, welding lap layer levels, and structural performance, modularization of the body interface is achieved. The form of key cross-section cavities is standardized and modularized, thereby realizing the modular design of the upper body. A performance solution database based on the modular platform is constructed to meet the performance differentiation requirements of specific vehicle models and support the compatible design of upper bodies for different vehicle styles. This invention can effectively improve the plasticity of product forms, expand product types, and accelerate the research and development and update speed of new products. Attached Figure Description
[0033] Figure 1 This is a flowchart illustrating the modular design implementation method for the upper body of a car as described in the embodiments. Detailed Implementation
[0034] The invention will now be further described with reference to the accompanying drawings.
[0035] like Figure 1 The method for implementing a modular design of the upper body of an automobile, as shown, includes the following steps:
[0036] S1, Building the upper body concept model
[0037] A concept model of the upper body was built based on the initial design to provide a foundation for subsequent design optimization.
[0038] S2, modular architecture
[0039] Based on the same lower body technology platform, the architectural layout and segmentation scheme of the upper body concept model are determined according to the upper body styling characteristics of various different styling models. The architectural modules of the upper body are determined, including a general architectural module applicable to various different styling models, a selected architectural module applicable to the same styling model, and a dedicated architectural module applicable to a single model. Different styling models include, but are not limited to, SUVs, sedans, and crossovers.
[0040] Specifically, the general architecture module consists of the front frame components of the upper body, including but not limited to the A-pillar, the lower body of the A-pillar, the B-pillar, and the sill beam; the optional architecture module consists of the rear frame components of the upper body, including but not limited to the C-pillar and the D-pillar; and the special architecture module includes but not limited to the sill beam, the C-pillar, and the wheel hub components in the transition area.
[0041] The general architecture module keeps the front frame of the vehicle body unchanged by adjusting the A-pillar angle and B-pillar position, and can be used for vehicles with different styling styles. The selected architecture module is suitable for vehicles with the same styling style, while the dedicated architecture module package is designed according to the individual characteristics of different vehicle models.
[0042] S3, modular beam structure
[0043] The design is optimized by taking into account the performance of multiple disciplines through simulation, and the arrangement of the beam system is locked. The beam system modules include, but are not limited to, A-column, B-column, C-column, rear panel and storage panel.
[0044] In practice, S3 includes the following steps:
[0045] S31, based on S2, builds a unified topology model for multiple vehicle models with different styling to balance simulation analysis of collision safety and NVH performance. The unified topology model consists of design domains and non-design domains. The lower body is set as the non-design domain, and the finite element model of the platform-based vehicle body is retained. The general architecture module is set as design domain I, and the selected architecture module and the special architecture module are set as design domain II. The topology model of the design domain (including design domain I and design domain II) is established. By building a unified topology model, the finite element model achieves high accuracy while reducing the element size of the topology model, improving the computational iteration efficiency. The topology model of the design domain and the finite element model of the lower body are matched and coordinated through the connection of common nodes to build a unified topology model. In this implementation case, a unified topology model is built for three vehicle models, including SUV, sedan and crossover, covering different styles of vehicle models under the same platform. The topology models of the three different styling models share design domain I. The optimization result of design domain I, that is, the topology structure, can also be compatible with the three different styling models. Design domain I is the key area for modularization of the beam structure.
[0046] S32, Perform multidisciplinary topology optimization and result interpretation: Based on a unified topology model for various vehicle models with different styling, integrate multiple NVH conditions (bending stiffness, torsional stiffness, etc.) and multiple collision conditions (frontal collision, offset collision, side collision, rear-end collision, top impact, etc.) for each vehicle model's unified topology model. With the constraint of satisfying multi-condition performance and the optimization objective of topology domain volume fraction ≤25%, perform topology iteration and obtain finite element topology optimization results. Using the OSSmooth module of OptiStruct software, interpret the topology optimization design results into a geometric model according to the element density threshold of 0.3, as a design reference.
[0047] S33, based on the topological results of a unified topological model for various vehicle styling styles, modularization of the beam system structure is achieved: using the topological geometric models of different styling styles, designers determine the beam system structure module in the general architecture module based on process feasibility and referring to the geometric model of design domain I, that is, referring to the topological results of SUVs, sedans, and crossovers to determine the beam system structure of the general architecture module, so as to take into account the main force transmission path characteristics of the three models to the greatest extent; based on the topological geometric model of the same styling style vehicle and referring to the geometric model of design domain II, the beam system structure module in the selected architecture module and the special architecture module is determined.
[0048] S34, based on the platform-based vehicle body and the beam structure module in S33, manufactures multiple digital prototypes of different styling models. In this embodiment, one digital prototype each of an SUV, a sedan, and a crossover is manufactured.
[0049] S4, Modular Reinforcing Structure
[0050] The area requiring reinforcement in the upper body is identified by nonlinear superposition of modal strain energy. The reinforcement structural modules include, but are not limited to, rear door frame reinforcement, B-pillar reinforcement, and A-pillar reinforcement.
[0051] Linear superposition of modal strain energies can cause some modal weights to be too large or too small, resulting in unreasonable superposition of strain energies and insignificant optimization effects in the later stages. Nonlinear superposition methods can avoid this deviation.
[0052] Modal analysis was performed on multiple digital prototypes with different styling in S3. The modal calculation results were viewed in the finite element post-processing software HyperView. The orders of the body bending and torsional modes were identified based on the mode shapes, and the corresponding bending modal frequencies f were recorded. b f t The comprehensive modal strain energy is obtained by nonlinearly superimposing the modal weighting coefficients and the bending-torsional modal strain energy; the nonlinear superposition weighting coefficients of the modal strain energy are based on the target value f of the bending-torsional modal performance. bg ftg To formulate the torsional mode weighting coefficient, setting the bending mode weighting coefficient to a unit value of 1, the torsional mode weighting coefficient C is calculated as follows:
[0053]
[0054] The nonlinear superposition results of modal strain energy are examined to pinpoint the concentrated strain energy region. Based on the strain energy distribution results of multiple digital prototypes with different styling styles, the strain energy distribution patterns of multiple digital prototypes with different styling styles are statistically summarized to determine the consistent location of the reinforcing component and design a reinforcing component structure module suitable for multiple different styling styles of vehicles.
[0055] S5, modular body interface
[0056] Considering material utilization, welding overlap levels, and structural performance, the upper body is optimized and modularized; the body interface modules include, but are not limited to, the overlap interface between the B-pillar and A-pillar, the overlap interface between the B-pillar and the sill beam, the overlap interface between the lower body of the A-pillar and the sill beam, and the overlap interface between the front crossbeam of the roof and the A-pillar.
[0057] S5 includes the following steps:
[0058] S51, Implementation of Overlap Layers: Based on digital prototypes of multiple models with different styling styles after processing by S4, the Mopher software is used to parametrically model the overlapping area of sheet metal at each overlap interface, so as to realize automatic identification of welding overlap layers and non-linear generation of weld points. That is, when the overlapping area of sheet metal increases, it is automatically determined that two or more layers of weld points can be made, and the weld points are appropriately densely distributed at the edge of the joint.
[0059] S52, Modular Implementation of Body Interfaces: The relevant collision performance, NVH performance, durability, and material weight of each overlapping interface at different overlapping levels are calculated. The impact of the joint type on various performance aspects, cost, and weight is considered to establish the optimal solution, which is then determined as the body interface module. For example, for the B-pillar and A-pillar overlapping interface, side impact performance, roof crush performance, bending and torsional stiffness, and material weight need to be calculated simultaneously to establish the optimal solution. The optimal solution achieves the best performance under the same cost and weight conditions; or, as it can be described, achieves the lowest cost and weight under the same performance conditions.
[0060] S6, modular cross-section
[0061] The key cross-sectional cavity forms are standardized and modularized. Cross-sectional modules include, but are not limited to, A-pillar cross-sections and B-pillar cross-sections.
[0062] Based on S5, the key sections of the upper body of multiple digital prototype vehicles with different styling are optimized. Taking the A-pillar section as an example, the specific process is as follows: collision performance analysis, section node stiffness analysis and optimization are performed on A-pillar sections of the same type. The optimization constraints are: collision performance ≤ target value, node stiffness performance ≤ target value. The optimization objective is to minimize the total mass of the section parts. After optimization, the optimal solution and weight that meet the performance requirements under the same type of A-pillar section are obtained. The optimal solutions and weights of different types of A-pillar sections are compared, and the solution with the minimum total mass of the parts under the same performance constraints is selected as the corresponding section module.
[0063] S7, constructing a performance solution database based on the upper body module platform.
[0064] The structural changes in vehicle length, width, and height of the platform models have different requirements for the upper body size parameters. The modular upper body platform established with reference to S1-S6 can realize the modular design of the upper body with different requirements for vehicle length, width, and height. By adjusting the A-pillar inclination angle, B-pillar inclination angle, B-pillar position, reinforcement thickness, and structural component materials, the performance differentiation requirements of specific models can be met.
[0065] S7 includes the following steps:
[0066] S71, design parameter mass normalization sensitivity analysis: Based on the architecture module, beam structure module, reinforcement structure module, and body interface module obtained from S2 to S6, a modular platform for the upper body is established, and sensitivity analysis of design parameters is performed. Design parameters include structural parameters, thickness parameters, and material parameters. Unlike sensitivity analysis that focuses on weight reduction, the performance scheme database needs to cover the performance requirements of different vehicle models, prioritizing components with relatively high sensitivity. To avoid large components having higher sensitivity than other components due to direct sensitivity analysis, mass normalization sensitivity analysis is used. Based on the sensitivity output results per unit mass and their ranking, parameters with higher sensitivity are determined as design variables for the next step of integration optimization. Mass normalization sensitivity analysis requires adding the MASS command to the sensitivity analysis output statement OUTPUT,H3DGAUGE,FL,MASS or OUTPUT,H3DTOPOL,FL,MASS.
[0067] S72, Multidisciplinary Performance Integration: Based on the design variables selected in S71, and using the Optimus software integration platform to perform parametric modeling of the design variables, the collision performance, NVH performance, durability performance, and weight of the upper vehicle body are used as output variables to build a multidisciplinary (collision performance, NVH performance, durability performance) design optimization integration process that includes design variables and output variables. In this embodiment, the design variables include, but are not limited to: A-pillar inclination angle, B-pillar inclination angle, B-pillar position, reinforcement thickness, and structural component material.
[0068] S73 performs DOE sampling calculations based on a multidisciplinary design optimization integration process, with 80 samples taken. The design method adopted is Latin Hypercube sampling. The DOE sample points and calculation results are extracted, and the mapping relationship between design variables and output variables is analyzed to construct a performance solution database based on a modular platform.
[0069] S8, depending on the specific model requirements
[0070] Based on the performance requirements of specific vehicle models, the most economical and feasible solution is obtained from the performance solution database based on the modular platform in the S7.
[0071] With the constraints of "collision performance ≥ target value, NVH performance ≥ design target value, and durability performance ≥ design target value", and the optimization objective of "minimizing weight and cost", optimization iteration is carried out based on the mapping relationship between design variables and output variables to obtain an optimized solution, that is, to obtain the A-pillar inclination angle, B-pillar inclination angle, B-pillar position, reinforcement thickness, and structural component material scheme that meet the performance requirements of specific vehicle models.
Claims
1. A method for implementing a modular design of a vehicle body module on a vehicle, characterized in that, The method comprises the following steps: S1, building a concept model of an upper body; S2, architecture modularization: based on the same lower body technical platform, architecture modules of the concept model of the upper body are determined according to the modeling characteristics of the upper body of a plurality of different modeling style vehicle models, the architecture modules of the upper body include general architecture modules applicable to a plurality of different modeling style vehicle models, selected architecture modules applicable to the same modeling style vehicle model, and special architecture modules applicable to one vehicle model; S3, beam system structure modularization: based on S2, topological models of a plurality of different modeling style vehicle models are built and topological optimization is performed, beam system structure modules in the general architecture modules are determined according to the topological optimization results of a plurality of different modeling style vehicle models, beam system structure modules in the selected architecture modules are determined according to the topological optimization results of the same modeling style vehicle model, and digital sample vehicles of a plurality of different modeling style vehicle models are manufactured based on the platformized lower body and the beam system structure modules; S4, reinforcement structure modularization: modal analysis is performed on the digital sample vehicles of a plurality of different modeling style vehicle models, the strain energy distribution law of the digital sample vehicles of a plurality of different modeling style vehicle models is calculated and summarized, and reinforcement structure modules applicable to a plurality of different modeling style vehicle models are designed; S5, vehicle body interface modularization: based on S4, the lap joints on the upper body of the digital sample vehicles of a plurality of different modeling style vehicle models are optimized and designed, and the optimal scheme obtained by the optimization and design is determined as a vehicle body interface module; S6, section modularization: based on S5, key sections on the upper body of the digital sample vehicles of a plurality of different modeling style vehicle models are optimized and designed, and the optimal scheme obtained by the optimization and design is determined as a section module; S7, constructing a performance scheme database based on an upper body module platform: based on S1 to S6, an upper body modularization platform is established, quality normalized sensitivity analysis is performed on the structure parameters, thickness parameters and material parameters of each module in the upper body modularization platform, design variables are selected and determined, the crash performance, NVH performance, durability performance and weight of the upper body are taken as output variables, a multi-disciplinary design optimization integrated process is built, the mapping relationship between the design variables and the output variables is obtained by sampling calculation and analysis, and a performance scheme database based on the upper body modularization platform is constructed; S8, according to the requirements of a specific vehicle model, a feasible scheme is obtained based on the performance scheme database based on the upper body modularization platform constructed in S7.
2. The method of claim 1, wherein, In S2, the general architecture modules are upper body front frame components, and the general architecture modules include but are not limited to A-pillars, A-pillar lower bodies, B-pillars and rocker beams; the selected architecture modules are upper body rear frame components, and the selected architecture modules include but are not limited to C-pillars and D-pillars; the special architecture modules include but are not limited to rocker beams, C-pillars and hub transition area components.
3. The method of claim 1, wherein, S3 includes: S31, a unified topology model of multiple different styling style vehicle models is built to take into account the simulation analysis of the collision safety performance and the NVH performance, the unified topology model is composed of a design domain and a non-design domain, the lower vehicle body is set as the non-design domain, the finite element model of the platformized lower vehicle body is retained, the general framework module is set as the design domain I, the selected framework module and the special framework module are set as the design domain II, the topology model of the design domain is established, the topology model of the design domain is matched and coordinated with the finite element model of the lower vehicle body through a connection mode of shared nodes, and the unified topology model is built; S32, based on the unified topology model of multiple different styling style vehicle models, multiple NVH working conditions corresponding to the unified topology model of each vehicle model are integrated, the performance under multiple working conditions is taken as a constraint condition, the volume fraction of the topology domain is taken as an optimization target, topology iteration is performed, and a finite element topology optimization result is obtained, the topology optimization design result is interpreted into a geometric model according to an element density threshold value 0.3 by means of the OSSmooth module of the OptiStruct software; S33, according to the topology result of the unified topology model of multiple different styling style vehicle models, the modularization of the beam system structure is realized, the topology geometric model of different styling style vehicle models is used, the geometric model of the design domain I is referred to according to the process implementation, the beam system structure module in the general framework module is determined, the geometric model of the design domain II is referred to according to the topology geometric model of the same styling style vehicle model, and the beam system structure module in the selected framework module and the special framework module is determined; S34, based on the platformized lower vehicle body and the beam system structure module in S33, multiple digital sample vehicles of different styling style vehicle models are manufactured.
4. The method of claim 1, wherein, The S4 comprises: modal analysis is performed on the digital mockup of the plurality of different styling car models in S3, the modal calculation result is viewed in the finite element post-processing software HyperView, the order of the bending mode and the torsional mode of the vehicle body is identified according to the vibration mode, the corresponding bending mode frequency f b , f t is recorded; the comprehensive modal strain energy is obtained through nonlinear superposition according to the modal weighting coefficient and the bending-torsional modal strain energy; the modal strain energy nonlinear superposition weighting coefficient is formulated according to the bending-torsional modal performance target value f bg , f tg ; the bending modal weighting coefficient is set as a unit quantity 1, and then the torsional modal weighting coefficient C is calculated as follows: The modal strain energy nonlinear superposition result is viewed, and the strain energy concentration area is locked; according to the strain energy distribution result of the multiple digital sample vehicles of different styling style vehicle models, the strain energy distribution law of the multiple digital sample vehicles of different styling style vehicle models is statistically summarized, the consistent reinforcement position is determined, and the reinforcement structure module suitable for multiple different styling style vehicle models is designed.
5. The method of claim 1, wherein, The S5 includes: S51, lap joint level implementation: based on the multiple digital sample vehicles of different styling style vehicle models processed in S4, the mopher software is used to perform parameterized modeling on the overlapping area of each lap joint interface sheet metal; S52, interface modularization implementation: the related collision performance, NVH performance, durability performance and material weight of each lap joint interface under different lap joint levels are calculated, the influence of the joint form on each performance, cost and weight is comprehensively considered, the optimal scheme is determined, and the vehicle body interface module is determined.
6. The method of claim 1, wherein, The S6 comprises, on the basis of S5, optimizing the key sections on the upper vehicle body of the digital prototype of different modeling style vehicle models, and the specific process is: performing crash performance analysis, section node stiffness analysis and optimization on the same form section, the optimization constraint conditions are: crash performance <= target value, node stiffness performance <= target value, and the optimization target is: minimizing the total mass of the section parts, and the optimal scheme and weight of the section that meet the performance requirements are obtained after optimization; the optimal schemes and weights of different forms of sections are compared, the scheme with the minimum total mass of parts under the same performance constraint is selected, and the corresponding section module is confirmed.
7. The method of claim 1, wherein, The S7 comprises: S71, design parameter mass normalization sensitivity analysis, based on the architecture module, beam structure module, reinforcement structure module and vehicle body interface module obtained in S2 to S6, an upper vehicle body modular platform is established, and sensitivity analysis of design parameters is performed, the design parameters include structure parameters, thickness parameters and material parameters, mass normalization sensitivity analysis is adopted, according to the sensitivity output results and order of unit mass, the parameters with greater sensitivity are determined as design variables; S72, multidisciplinary performance integration, according to the design variables screened in S71, and based on the Optimus software integration platform, parameterized modeling of the design variables is performed, the crash performance, NVH performance, durability performance and weight of the upper vehicle body are taken as output variables, and a multidisciplinary design optimization integrated process including the design variables and the output variables is built; S73, DOE sampling calculation based on the multidisciplinary design optimization integrated process, the sampling sample is 80, and the design method adopts Latin Hypercube sampling; the DOE sample points and calculation results are extracted, the mapping relationship between the design variables and the output variables is obtained through analysis, that is, the performance scheme database based on the modular platform is constructed.
8. The method of claim 7, wherein, The S8 comprises: taking "crash performance >= target value, NVH performance >= design target value, and durability performance >= design target value" as constraint conditions, and "minimizing weight and cost" as optimization target, based on the mapping relationship between the design variables and the output variables, optimization iteration is performed to obtain an optimized scheme.
9. The method of claim 7, wherein, The design variables include but are not limited to: A-pillar inclination, B-pillar inclination, B-pillar position, reinforcement thickness and structure part material.