Method, device and storage medium for optimizing structure of vehicle sheet metal part

Abstract

The application discloses a vehicle sheet metal structure optimization method and device and a storage medium, and belongs to the field of vehicle shape optimization. The method comprises the following steps: inputting optimization parameters into an initial finite element model of a target sheet metal part, and selecting the positions of a plurality of response points in the initial finite element model; performing static stiffness analysis on the initial finite element model to determine the normal displacement value of each response point; based on a constraint condition, substituting the normal displacement value of each response point into a first target equation to determine an optimal solution that satisfies the constraint condition; and substituting the optimal solution that satisfies the constraint condition into a second target equation to obtain a target finite element model. The method can improve the working efficiency of vehicle sheet metal structure optimization.

Description

Technical Field

[0001] This application relates to the field of vehicle shape optimization, and in particular to a method, apparatus and storage medium for optimizing the structure of vehicle sheet metal parts. Background Technology

[0002] As competition in the automotive market intensifies, automakers are striving to improve vehicle body rigidity without increasing vehicle weight by optimizing the structure of sheet metal parts, thereby reducing in-vehicle noise without reducing vehicle range.

[0003] In related technologies, the structural optimization methods for vehicle sheet metal parts mostly involve personnel manually observing the strain of the target sheet metal part to find its structural weak points, and then performing manual modal analysis or stiffness and surface pressure calculations to optimize the target sheet metal part.

[0004] However, this method requires a high level of personal experience and ability from the relevant personnel, and is complex to operate and time-consuming, which greatly affects work efficiency. Summary of the Invention

[0005] In view of this, this application provides a method, apparatus and storage medium for optimizing the structure of vehicle sheet metal parts, which is simple and convenient to operate and improves the work efficiency of operators.

[0006] Specifically, the following technical solutions are included:

[0007] In a first aspect, embodiments of this application provide a method for optimizing the structure of vehicle sheet metal parts, the method comprising:

[0008] Input optimization parameters into the initial finite element model of the target sheet metal part, and select the positions of multiple response points in the initial finite element model;

[0009] Static stiffness analysis was performed on the initial finite element model to determine the normal displacement value at each response point;

[0010] Based on the constraints, the normal displacement value of each response point is substituted into the first objective equation to determine the optimal solution that satisfies the constraints.

[0011] Substituting the optimal solution that satisfies the constraints into the second objective equation yields the objective finite element model.

[0012] In some embodiments, selecting the locations of multiple response points in the initial finite element model includes:

[0013] Based on the multiple mounting points on the initial finite element model, multiple response points are determined, wherein each mounting point corresponds to one of the response points.

[0014] The location of the installation point is selected as the location of the response point.

[0015] In some embodiments, before inputting optimization parameters into the initial finite element model of the target sheet metal part and selecting the positions of multiple response points in the initial finite element model, the method further includes:

[0016] Obtain the finite element model of the vehicle body, wherein the finite element model of the vehicle body is a vehicle body structure model formed by dividing the vehicle body structure into element meshes and then recombining them.

[0017] From the finite element model of the vehicle body, select the initial finite element model of the target sheet metal part.

[0018] In some embodiments, performing static stiffness analysis on the initial finite element model to determine the normal displacement value at each response point includes:

[0019] Based on the inertial release method, a normal unit load is applied to the initial finite element model to obtain the normal displacement value at each response point, wherein the normal unit load is 1 N / mm. 2 .

[0020] In some embodiments, the normal displacement value of each response point is obtained according to the following formula:

[0021] ;

[0022] Where P is the normal unit load, S is the area to which the unit load is applied, k is the structural stiffness of the initial finite element model, and is the normal displacement value of the response point.

[0023] In some embodiments, substituting the optimal solution satisfying the constraints into the second objective equation to obtain the objective finite element model includes:

[0024] Substituting the optimal solution that satisfies the constraints into the second objective equation yields the objective solution;

[0025] The finite element model corresponding to the target solution is determined as the target finite element model.

[0026] In some embodiments, the first objective equation is:

[0027] f(x) = max{x1, x2, ..., xn} n};

[0028] Where, x n This represents the displacement of the response point n in the normal direction.

[0029] The constraints are as follows:

[0030] xi ≤c, i=1,…,n;

[0031] Where, x i Let c be the displacement value of response point i in the normal direction, c be the constraint condition, and c be a constant.

[0032] In some embodiments, the second objective equation is:

[0033] Target(x) = min(f(x)).

[0034] Secondly, embodiments of this application also provide a vehicle sheet metal structure optimization device, the device comprising:

[0035] The setting module is used to input optimization parameters into the initial finite element model of the target sheet metal part and select the positions of multiple response points in the initial finite element model;

[0036] The calculation and analysis module is used to perform static stiffness analysis on the initial finite element model and determine the normal displacement value of each response point;

[0037] The first equation solving module is used to substitute the normal displacement value of each response point into the first objective equation based on the constraint conditions to determine the optimal solution that satisfies the constraint conditions.

[0038] The second equation solving module is used to substitute the optimal solution that satisfies the constraints into the second objective equation to obtain the objective finite element model.

[0039] Thirdly, embodiments of this application also provide a computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, the computer program is stored in a memory, and is loaded by a processor and executed as described in the first aspect above for the method of optimizing the structure of vehicle sheet metal parts.

[0040] The beneficial effects of the technical solutions provided in this application include at least the following:

[0041] The method for optimizing the structure of vehicle sheet metal parts provided in this application involves inputting optimization parameters into the finite element model of the target sheet metal part to obtain an initial finite element model. Based on the selection of multiple response points and static stiffness analysis of the initial finite element model, the normal displacement value of each response point can be determined. Based on the constraints, the normal displacement value of each response point is substituted into the first objective equation to obtain the optimal solution that satisfies the constraints. By substituting the optimal solution that satisfies the constraints into the second objective equation, the optimized finite element model of the target sheet metal part can be obtained. This process replaces the method of optimizing sheet metal parts based on manual observation and calculation, is simple and convenient to operate, and improves the work efficiency of relevant personnel. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A flowchart illustrating a method for optimizing the structure of vehicle sheet metal parts, provided in this application embodiment;

[0044] Figure 2 A schematic diagram of a finite element model of a coat rack provided in an embodiment of this application;

[0045] Figure 3 A flowchart illustrating the method for selecting the positions of multiple response points in an initial finite element model in a method for optimizing the structure of a vehicle sheet metal part provided in this application embodiment;

[0046] Figure 4 A flowchart illustrating the method for optimizing the structure of a vehicle sheet metal part provided in this application, in which the optimal solution is substituted into the second objective equation to obtain the target finite element model;

[0047] Figure 5 A schematic diagram of a structurally optimized finite element model of a coat rack provided for an embodiment of this application;

[0048] Figure 6 This is a schematic diagram of a vehicle sheet metal structure optimization device provided in an embodiment of this application.

[0049] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0050] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by those skilled in the art. Some technical terms appearing in the embodiments of this application are described below.

[0052] In the embodiments of this application, the "vehicle NVH performance" generally refers to the noise, vibration and acoustic roughness of a vehicle;

[0053] The "acoustic roughness" mentioned generally refers to the subjective perception of vehicle vibration and noise by a person during vehicle operation.

[0054] The "inertia release method" generally refers to first calculating the motion (acceleration) of the structure under unbalanced external forces, then constructing a balanced force system through inertial forces to make the support reaction force equal to zero, eliminating the influence of inappropriate constraints on deformation and stress state, and then solving for the nodal displacement, which describes the relative motion of all nodes relative to the support, thereby eliminating the stress concentration near the constraint end caused by directly constraining the support.

[0055] The "key hard points" generally refer to the control points, lines, surfaces, and control features of the whole vehicle and important vehicle components that appear on the vehicle body structure model.

[0056] The "elastic center" generally refers to the center point of force on the elastic body structure.

[0057] To make the technical solutions and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0058] With the continuous increase in car ownership, competition in the automotive market is becoming increasingly fierce, and consumers are placing higher and higher demands on vehicle NVH performance (vehicle noise, vehicle vibration, and sound roughness). To meet these demands, more and more automakers are focusing on the development and research of vehicle NVH performance. Currently, the main methods automakers use to improve vehicle NVH performance include the use of sound-absorbing or sound-insulating materials, active sound design, and strengthening the rigidity of the vehicle body structure. Among these, strengthening the rigidity of the body structure, especially through structural optimization of the vehicle's sheet metal parts, can improve body rigidity without adding vehicle components, thereby reducing interior noise. Therefore, optimizing the structure of vehicle sheet metal parts is the most cost-effective optimization method. Optimizing the structure of vehicle sheet metal parts can increase body rigidity without increasing vehicle weight, and thus reduce interior noise without reducing the vehicle's driving range. Therefore, automakers typically use vehicle sheet metal part structural optimization to improve vehicle NVH performance.

[0059] In related technologies, the structural optimization methods for vehicle sheet metal parts often involve personnel manually observing the strain of the target sheet metal part to identify its structural weaknesses. Simultaneously, they reference the body design of competing models and perform multiple rounds of manual modal analysis or stiffness and surface pressure calculations to optimize the structure of the target sheet metal part. However, this method demands a high level of personal experience and skill from the personnel involved, is complex to operate, and is time-consuming, significantly impacting work efficiency.

[0060] In order to solve the technical problems existing in the related technologies, this application provides a method for optimizing the structure of vehicle sheet metal parts, which can improve the efficiency of vehicle sheet metal part optimization.

[0061] Figure 1 A flowchart illustrating a method for optimizing the structure of a vehicle sheet metal part, provided in an embodiment of this application. This method can be implemented using Optimus software. See also... Figure 1 The method includes the following steps:

[0062] Step 101: Input optimization parameters into the initial finite element model of the target sheet metal part, and select the positions of multiple response points in the initial finite element model.

[0063] By inputting optimization parameters into the initial finite element model of the target sheet metal part, the range of changes in the target sheet metal part structure during the optimization process is limited, ensuring that the optimized target sheet metal part structure meets the actual needs; by selecting the positions of multiple response points in the initial finite element model, the target finite element model can be obtained in subsequent calculations.

[0064] In some embodiments, the optimization parameters include the height, width, and angle of the ribs.

[0065] For example, the target sheet metal part could be a coat rack. See also Figure 2 , Figure 2 This is a schematic diagram of a finite element model of a coat rack provided in an embodiment of this application.

[0066] For example, taking the structural optimization of a finite element model of a coat rack as an example, the rib angle is taken as 60°, the height is taken as 5mm~8mm, and the width only needs to exceed the height. For example, the width value is not less than 10mm.

[0067] In some embodiments, prior to this step, the method for optimizing the structure of vehicle sheet metal parts provided in this application further includes:

[0068] Obtain the finite element model of the vehicle body, which is a vehicle body structure model formed by dividing the vehicle body structure into element meshes and then recombining them; select the initial finite element model of the target sheet metal part from the finite element model of the vehicle body.

[0069] In other words, the finite element model of the vehicle body includes the finite element models of multiple sheet metal parts of the vehicle body, and the initial finite element model of the target sheet metal part can be selected from the finite element models of multiple sheet metal parts.

[0070] In some embodiments, a finite element model of the vehicle body is constructed using the Hypermesh finite element mesh processing software. In other words, Optimus can perform co-simulation with Hypermesh software to optimize the structure of the target sheet metal parts, thereby achieving structural optimization of the vehicle's sheet metal parts.

[0071] In some embodiments, prior to this step, the method for optimizing the structure of vehicle sheet metal parts provided in this application further includes:

[0072] Based on the inertia release method, a normal unit load is applied to the initial finite element model, and the normal displacement value of the mounting point on the initial finite element model is output, where the normal unit load is 1 N / mm. 2 The mounting point is located at the elastic center of a critical hard point on the target sheet metal part.

[0073] Before structural optimization of the target sheet metal part, a normal unit load is applied to the initial finite element model of the target sheet metal part to obtain the normal displacement value of the mounting point. This is used as the normal displacement value before structural optimization. After the structural optimization of the finite element model of the target sheet metal part is completed, the effect of the vehicle sheet metal part structural optimization method provided in this application embodiment can be shown by comparing the magnitude of the normal displacement value of the mounting point of the initial finite element model before optimization and the normal displacement value of the mounting point of the target finite element model after optimization.

[0074] In some embodiments, see Figure 3 The locations of multiple response points selected in the initial finite element model include:

[0075] Step 1021: Based on multiple mounting points on the initial finite element model, determine multiple response points, where each mounting point corresponds to a response point.

[0076] Step 1022: Select the location of the installation point as the location of the response point.

[0077] By setting the response points of the initial finite element model of the target sheet metal part at the mounting points and ensuring a one-to-one correspondence between the response points and the elastic centers of the key hard points of the target sheet metal part, the elastic center is the center of force on the elastic body structure and the point where the deformation amplitude is the largest when the elastic body structure is subjected to force. Therefore, setting the response points at the mounting points can ensure that the normal displacement value of the response points accurately reflects the deformation amplitude of the target sheet metal part when subjected to a normal unit load, and thus accurately reflects the stiffness of the target sheet metal part.

[0078] Step 102: Perform static stiffness analysis on the initial finite element model to determine the normal displacement value at each response point.

[0079] In some embodiments, this step includes: applying a normal unit load to the initial finite element model based on the inertial release method to obtain the normal displacement value of each response point.

[0080] The normal unit load is 1 N / mm. 2 .

[0081] Static stiffness analysis, based on the inertia release method, involves applying a normal unit load to the initial finite element model to obtain the normal displacement value at each response point.

[0082] By applying a normal unit load to the initial finite element model, the normal displacement value at each response point is obtained, and then the normal displacement value generated at each response point of the target sheet metal part under the constraints of the optimization parameters is derived. This method avoids the complex process of multi-round modal analysis or stiffness and surface pressure calculations that require relevant personnel to rely on personal experience and the design of competing models in existing technologies. It reduces the difficulty and cycle of vehicle sheet metal part structural optimization, thereby significantly increasing the efficiency of vehicle sheet metal part structural optimization.

[0083] In some embodiments, the static stiffness analysis of the initial finite element model is performed using Optimus software.

[0084] In some embodiments, the normal displacement value of each response point is obtained according to the following formula:

[0085] ;

[0086] Where P is the normal unit load, S is the area to which the unit load is applied, and k is the structural stiffness of the initial finite element model. This represents the normal displacement value at the response point.

[0087] Step 103: Based on the constraints, substitute the normal displacement value of each response point into the first objective equation to determine the optimal solution that satisfies the constraints.

[0088] The normal displacement value of each response point is substituted into the first objective equation, and the solution that meets the constraints is selected as the optimal solution. This solution method avoids the process in existing technologies where relevant personnel need to perform multiple rounds of modal analysis or stiffness and surface pressure calculations based on personal experience and competitor vehicle body structure design. This shortens the work cycle, reduces the complexity of the work, and thus significantly improves the efficiency of vehicle sheet metal structure optimization.

[0089] Prior to this step, the method for optimizing the structure of vehicle sheet metal parts provided in this application embodiment further includes: inputting the maximum number of iteration steps into the first objective equation.

[0090] It should be noted that after substituting the normal displacement value of each response point into the first objective equation, if the optimal solution that satisfies the constraints still cannot be determined after the maximum number of iterations, the solution at the last iteration shall be taken as the optimal solution.

[0091] In some embodiments, the maximum number of iterations can be 15.

[0092] In some embodiments, this step is implemented using the optistruct solver embedded in the Hypermesh software, i.e., the iterative solution process is implemented using the optistruct solver.

[0093] In some embodiments, the first objective equation is:

[0094] f(x) = max{x1, x2, ..., xn} n};

[0095] Where, x n This represents the displacement of the response point n in the normal direction.

[0096] The constraints are:

[0097] x i ≤c, i=1,…,n;

[0098] Where, x i Let c be the displacement value of response point i in the normal direction, c be the constraint condition, and c be a constant;

[0099] For example, in the finite element model of a coat rack on a car body, the value of c is 100mm.

[0100] Step 104: Substitute the optimal solution that satisfies the constraints into the second objective equation to obtain the objective finite element model.

[0101] Here, the target finite element model is the finite element model corresponding to the optimized target sheet metal part.

[0102] The second objective equation is:

[0103] Target(x) = min(f(x)).

[0104] In other words, the second objective equation is the minimum value equation, and the result is the minimum value of f(x).

[0105] In some embodiments, see Figure 4 This step includes the following sub-steps:

[0106] Step 1041: Substitute the optimal solution that satisfies the constraints into the second objective equation to obtain the objective solution.

[0107] Step 1042: Determine the finite element model corresponding to the target solution as the target finite element model.

[0108] For example, see Figure 5 , Figure 5 This is a schematic diagram of a structurally optimized finite element model of a coat rack provided in an embodiment of this application.

[0109] In some embodiments, after this step, the method for optimizing the structure of vehicle sheet metal parts provided in this application further includes:

[0110] The target finite element model is validated.

[0111] This demonstrates the effect of the optimized vehicle sheet metal structure provided in the embodiments of this application.

[0112] In the embodiments of this application, there are two different ways to verify the target finite element model. These two different ways of implementation are described in detail below:

[0113] The first approach involves obtaining the target finite element model and performing surface pressure analysis on it.

[0114] The surface pressure analysis of the target finite element model includes: obtaining the target finite element model; applying a normal unit load to the target finite element model based on the inertia release method; and obtaining the normal displacement value at each response point of the target finite element model, wherein the normal unit load is 1 N / mm. 2 .

[0115] In some embodiments, surface pressure analysis is performed using the numerical simulation capabilities of Hyperworks software.

[0116] For example, taking the finite element model of a coat rack as an example, see Table 1 below:

[0117] Table 1. Comparison of normal displacement of mounting points under normal unit load on the target sheet metal part before and after optimization.

[0118]

[0119] As can be seen, after optimization by the method for optimizing the structure of vehicle sheet metal parts provided in this application embodiment, the normal displacement value of the mounting point of the target finite element model is significantly reduced, with the maximum reduction reaching 88%.

[0120] The second implementation method involves obtaining a finite element model of the vehicle body, performing noise transfer function analysis on the finite element model of the vehicle body to obtain the initial noise value; obtaining a target finite element model, placing the target finite element model into the finite element model of the vehicle body, replacing the initial finite element model of the target sheet metal part in the finite element model of the vehicle body, and obtaining an optimized finite element model of the vehicle body; performing noise transfer function analysis on the optimized finite element model of the vehicle body to obtain the optimized noise value.

[0121] By comparing the changes in noise values ​​of the vehicle body finite element model before and after optimization, the optimization effect of the method for optimizing the vehicle sheet metal structure provided in this application embodiment is reflected.

[0122] Therefore, the method for optimizing the structure of vehicle sheet metal parts provided in this application embodiment can obtain an initial finite element model by inputting optimization parameters into the finite element model of the target sheet metal part. Based on the selection of multiple response points and static stiffness analysis of the initial finite element model, the normal displacement value of each response point can be determined. Based on the constraints, the normal displacement value of each response point is substituted into the first objective equation to obtain the optimal solution that satisfies the constraints. By substituting the optimal solution that satisfies the constraints into the second objective equation, the optimized finite element model of the target sheet metal part can be obtained. This process replaces the method of optimizing sheet metal parts based on human observation and manual calculation, which is simple and convenient to operate and improves the work efficiency of relevant personnel. At the same time, the method for optimizing the structure of vehicle sheet metal parts provided in this application embodiment can avoid the use of optimization methods that increase costs, such as adding components, while meeting the needs of lightweight vehicle design, ensuring that the vehicle's driving range is not shortened, thereby achieving cost reduction and efficiency improvement.

[0123] Figure 6 A schematic diagram of a vehicle sheet metal part structure optimization device provided in this application embodiment is shown below. Figure 6 The vehicle sheet metal structure optimization device 600 includes:

[0124] The setting module 601 is used to input optimization parameters into the initial finite element model of the target sheet metal part and select the positions of multiple response points in the initial finite element model;

[0125] The calculation and analysis module 602 is used to perform static stiffness analysis on the initial finite element model and determine the normal displacement value of each response point.

[0126] The first equation solving module 603 is used to substitute the normal displacement value of each response point into the first objective equation based on the constraint conditions to determine the optimal solution that satisfies the constraint conditions.

[0127] The second equation solving module 604 is used to substitute the optimal solution that satisfies the constraints into the second objective equation to obtain the objective finite element model.

[0128] In some embodiments, the setting module 601 specifically includes:

[0129] The location setting module is used to determine multiple response points based on multiple mounting points on the initial finite element model, wherein each mounting point corresponds to a response point.

[0130] The location selection module is used to select the location of the installation point as the location of the response point.

[0131] In some embodiments, the vehicle sheet metal structure optimization device 600 further includes:

[0132] The acquisition module is used to acquire the vehicle body finite element model, which is a vehicle body structure model formed by dividing the vehicle body structure into element meshes and then combining them.

[0133] The selection module is used to select the initial finite element model of the target sheet metal part from the vehicle body finite element model.

[0134] In some embodiments, the calculation and analysis module 602 specifically includes:

[0135] The displacement calculation and analysis module is used to apply a normal unit load to the initial finite element model based on the inertia release method, and obtain the normal displacement value at each response point, where the normal unit load is 1 N / mm. 2 .

[0136] In some embodiments, the normal displacement value of each response point is obtained according to the following formula:

[0137] ;

[0138] Where P is the normal unit load, S is the area to which the unit load is applied, and k is the structural stiffness of the initial finite element model. This represents the normal displacement value at the response point.

[0139] In some embodiments, the second equation solving module 604 specifically includes:

[0140] The solution module is used to substitute the optimal solution that satisfies the constraints into the second objective equation to obtain the objective solution.

[0141] The model determination module is used to determine the finite element model corresponding to the target solution as the target finite element model.

[0142] In some embodiments, the first objective equation is:

[0143] f(x) = max{x1, x2, ..., xn} n};

[0144] Where, x n This represents the displacement of the response point n in the normal direction.

[0145] The constraints are:

[0146] x i ≤c, i=1,…,n;

[0147] Where, x i Let be the displacement value of response point i in the normal direction, c be the constraint condition, and c be a constant.

[0148] In some embodiments, the second objective equation is:

[0149] Target(x) = min(f(x)).

[0150] The vehicle sheet metal structure optimization device provided in this application embodiment obtains an initial finite element model by inputting optimization parameters into the finite element model of the target sheet metal part. Based on the selected positions of multiple response points and static stiffness analysis of the initial finite element model, the normal displacement value of each response point can be determined. Based on constraints, the normal displacement value of each response point is substituted into the first objective equation to obtain the optimal solution satisfying the constraints. By substituting the optimal solution satisfying the constraints into the second objective equation, the optimized finite element model of the target sheet metal part is obtained. This process replaces the manual observation and calculation methods used by personnel to optimize sheet metal structures, offering simple and convenient operation and improving the work efficiency of relevant personnel. Furthermore, the vehicle sheet metal structure optimization device provided in this application embodiment avoids cost-increasing optimization methods such as adding components, while meeting the needs of lightweight automotive design, ensuring that the vehicle's driving range is not shortened, thereby achieving cost reduction and efficiency improvement.

[0151] This application provides a computer-readable storage medium storing a computer program. This computer program is stored in a memory and is loaded and executed by a processor using the vehicle sheet metal structure optimization method provided in the above embodiments. For example... Figure 1 The method shown.

[0152] This application also provides a computer program product containing instructions. When this computer program product is run on a computer, it can cause the computer to execute the method for optimizing the structure of vehicle sheet metal parts provided in the above-described method embodiments, for example... Figure 1 The method shown.

[0153] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0154] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0155] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0156] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for optimizing the structure of vehicle sheet metal parts, characterized in that, The method includes: Input optimization parameters into the initial finite element model of the target sheet metal part, and select the positions of multiple response points in the initial finite element model; Static stiffness analysis was performed on the initial finite element model to determine the normal displacement value at each response point; Based on the constraints, the normal displacement value of each response point is substituted into the first objective equation to determine the optimal solution that satisfies the constraints. Substituting the optimal solution that satisfies the constraints into the second objective equation yields the objective finite element model; The first objective equation is: f(x)=max{x1,x2,……,x n }; Where, x n Let n be the displacement value of the response point n in the normal direction; The constraints are as follows: x i ≤c,i=1,…,n; Where, x i Let c be the displacement value of response point i in the normal direction, c be the constraint condition, and c be a constant; The second objective equation is: Target(x) = min(f(x)).

2. The method for optimizing the structure of vehicle sheet metal parts according to claim 1, characterized in that, The locations for selecting multiple response points in the initial finite element model include: Based on the multiple mounting points on the initial finite element model, multiple response points are determined, wherein each mounting point corresponds to one of the response points. The location of the installation point is selected as the location of the response point.

3. The method for optimizing the structure of vehicle sheet metal parts according to claim 1, characterized in that, Before inputting optimization parameters into the initial finite element model of the target sheet metal part and selecting the positions of multiple response points in the initial finite element model, the method further includes: Obtain the finite element model of the vehicle body, wherein the finite element model of the vehicle body is a vehicle body structure model formed by dividing the vehicle body structure into element meshes and then recombining them. From the finite element model of the vehicle body, select the initial finite element model of the target sheet metal part.

4. The method for optimizing the structure of vehicle sheet metal parts according to claim 1, characterized in that, The static stiffness analysis of the initial finite element model to determine the normal displacement value at each response point includes: Based on the inertial release method, a normal unit load is applied to the initial finite element model to obtain the normal displacement value at each response point, wherein the normal unit load is 1 N / mm. 2 .

5. The method for optimizing the structure of vehicle sheet metal parts according to claim 4, characterized in that, The normal displacement value of each response point is obtained according to the following formula: ； Where P is the normal unit load, S is the area to which the unit load is applied, and k is the structural stiffness of the initial finite element model. The normal displacement value of the response point.

6. The method for optimizing the structure of vehicle sheet metal parts according to claim 1, characterized in that, The step of substituting the optimal solution satisfying the constraints into the second objective equation to obtain the objective finite element model includes: Substituting the optimal solution that satisfies the constraints into the second objective equation yields the objective solution; The finite element model corresponding to the target solution is determined as the target finite element model.

7. A device for optimizing the structure of vehicle sheet metal parts, characterized in that, The device includes: The setting module is used to input optimization parameters into the initial finite element model of the target sheet metal part and select the positions of multiple response points in the initial finite element model; The calculation and analysis module is used to perform static stiffness analysis on the initial finite element model and determine the normal displacement value of each response point; The first equation solving module is used to substitute the normal displacement value of each response point into the first objective equation based on the constraint conditions to determine the optimal solution that satisfies the constraint conditions. The second equation solving module is used to substitute the optimal solution that satisfies the constraints into the second objective equation to obtain the objective finite element model; The first objective equation is: f(x)=max{x1,x2,……,x n }; Where, x n Let n be the displacement value of the response point n in the normal direction; The constraints are as follows: x i ≤c,i=1,…,n; Where, x i Let c be the displacement value of response point i in the normal direction, c be the constraint condition, and c be a constant; The second objective equation is: Target(x) = min(f(x)).

8. A computer-readable storage medium, wherein, The computer-readable storage medium stores a computer program, which is stored in a memory and is loaded and executed by a processor as described in any one of claims 1 to 6, for optimizing the structure of vehicle sheet metal parts.

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