Design method, device and frame of vehicle structural member

Abstract

The application discloses a design method and device of a vehicle structural member and a vehicle frame, and relates to the technical field of vehicle structural member design. The design method comprises the following steps: obtaining a target finite element model of the vehicle structural member; configuring a model thickness as a simulation variable of load simulation, a thickness variation interval as a constraint condition of load simulation, and a weight parameter item and a performance parameter item as a response target of load simulation, so that the target finite element model meets the frame design requirements of the vehicle structural member in a probability design stage; obtaining a simulation result set based on output results responding to the response target after load simulation is performed on the target finite element model; determining a target simulation result meeting weight design requirements in the simulation result set according to the performance contribution degree of the thickness of each component in the vehicle structural member; and determining a model structure corresponding to the target simulation result as a target design structure of the vehicle structural member, so that the target simulation result meets the design target of product performance and lightweight.

Description

Technical Field

[0001] This invention relates to the technical field of vehicle structural component design, and more particularly to a design method, apparatus, and chassis for vehicle structural components. Background Technology

[0002] The increasing demand for improved durability and NVH (Noise, Vibration, and Harshness) performance in vehicle chassis components is increasingly at odds with the pursuit of lightweight and lean design principles. For example, in addition to its traditional functions of vibration and noise isolation and supporting front suspension components, the subframe in today's electrified passenger vehicles also serves as a load-bearing component for the electric motor, posing even greater challenges to chassis design. Simultaneously, lightweight subframe design contributes to improved overall vehicle ride comfort.

[0003] Lightweight design must meet design performance specifications, including modal performance, strength, and durability. The subframe, composed of crossbeams, trailing arms, and steering knuckles, is an assembly of various welded sheet metal parts. The orientation of the crossbeams, trailing arms, and structural cross-sectional area affect modal performance, while the thickness of the sheet metal parts of the subframe components affects its performance and weight. However, existing methods struggle to reduce the design conflict between frame structural performance and lightweight design.

[0004] Therefore, how to design vehicle structural components that balance structural performance and lightweighting is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] The present invention provides a design method, device and frame for vehicle structural components, which enables the design results of vehicle structural components to take into account both structural performance and lightweighting.

[0006] The embodiments of the present invention provide the following solutions:

[0007] In a first aspect, embodiments of the present invention provide a design method for a vehicle structural component, the method comprising:

[0008] Obtain the target finite element model of the vehicle structural component, wherein the target finite element model is the finite element model of the vehicle structural component with the highest modal frequency within the deformation range and weight limit.

[0009] The model thickness of the target finite element model is configured as the simulation variable for load simulation, the preset thickness variation range is the constraint condition for load simulation, and the preset weight parameter and performance parameter are the response target for load simulation.

[0010] Load simulation is performed on the target finite element model, and the set of simulation results is obtained based on the output results of the response to the target.

[0011] Based on the performance contribution of the thickness of each component in the vehicle structure, the target simulation results that meet the weight design requirements are determined from the simulation result set.

[0012] The model structure corresponding to the target simulation results is determined as the target design structure for vehicle structural components.

[0013] In one optional embodiment, obtaining the target finite element model of the vehicle structural component includes:

[0014] Construct the initial finite element model of the vehicle structural components;

[0015] Obtain the upper limit of the weight of the vehicle structural components, as well as the deformation range of the vehicle structural components in the installation space;

[0016] The initial finite element model is configured with its shape as the simulation variable and its deformation range and weight limit as constraints. Deformation simulation is then performed on the initial finite element model.

[0017] The deformation result of the model with the highest modal frequency in the deformation simulation is determined as the target finite element model.

[0018] In one alternative embodiment, after constructing an initial finite element model of the vehicle structural component, the method further includes:

[0019] Determine whether a triangular mesh exists in the target region of the initial finite element model, where the target region includes the weld region and the weld heat-affected zone;

[0020] If so, the initial finite element model is re-meshed until the triangular mesh is eliminated in the target region.

[0021] In one optional embodiment, the vehicle structural component is a subframe of the vehicle; obtaining the deformation range of the vehicle structural component in the installation space includes:

[0022] The initial finite element model of the subframe was subjected to first-order, second-order, and third-order modal finite element simulations in the installation space to obtain the deformation and cross-sectional data sets of the subframe.

[0023] The deformation range is determined based on the maximum crossbeam deformation and maximum longitudinal arm deformation of the subframe in the deformation dataset, and the maximum and minimum longitudinal arm sections of the subframe in the section dataset.

[0024] In one optional embodiment, the model thickness of the target finite element model is configured as the simulation variable for the load simulation, the preset thickness variation range is configured as the constraint condition for the load simulation, and the preset weight parameter and performance parameter are configured as the response target for the load simulation, including:

[0025] Configure corresponding simulation variables for the thickness of each component in the target finite element model;

[0026] Configure a corresponding thickness variation range for each component thickness;

[0027] Configure the target design weight of the target finite element model for the weight parameter item, and configure the first-order modal frequency, target stress, and durability damage value of the target finite element model for the performance parameter item.

[0028] In one optional embodiment, based on the performance contribution of the thickness of each component in the vehicle structure, a target simulation result that meets the weight design requirements is determined from the simulation result set, including:

[0029] Based on the component thickness set corresponding to each simulation result in the simulation result set, the performance contribution of each simulation result is obtained. The component thickness set is the data set of the thickness of each component containing vehicle structural parts in the simulation results.

[0030] Based on all performance contributions and preset contribution thresholds, the target components for thickness reduction in vehicle structural parts are determined.

[0031] The simulation results corresponding to the thickness reduction of the target component are determined as the target simulation results.

[0032] In one optional embodiment, the simulation result corresponding to the thickness reduction of the target component is determined as the target simulation result, including:

[0033] The reduction in the thickness of the target component is set as the optimization variable, and the minimum weight of the target component is set as the optimization objective.

[0034] The optimization calculation is performed based on the configuration results of the optimization variables and optimization objectives, and the response result of the optimization objective is determined as the target simulation result.

[0035] In one optional embodiment, the model structure corresponding to the target simulation result is determined as the target design structure of the vehicle structural component, including:

[0036] Input the model structure corresponding to the target simulation result into the preset performance recalculation model to obtain the performance recalculation result, which includes modal performance item, strength performance item and durability performance item;

[0037] When each performance item in the performance recalculation result is greater than the corresponding set threshold, the model structure corresponding to the performance recalculation result is determined as the target design structure.

[0038] Secondly, embodiments of the present invention also provide a design apparatus for vehicle structural components, the apparatus comprising:

[0039] The acquisition module is used to acquire the target finite element model of the vehicle structural component, wherein the target finite element model is the finite element model of the vehicle structural component with the highest modal frequency within the deformation range and weight limit.

[0040] The configuration module is used to configure the model thickness of the target finite element model as the simulation variable for load simulation, the preset thickness variation range as the constraint condition for load simulation, and the preset weight parameter and performance parameter as the response target for load simulation.

[0041] The module is used to perform load simulation on the target finite element model and obtain a set of simulation results based on the output results of the response to the target.

[0042] The first determination module is used to determine the target simulation result that meets the weight design requirements from the simulation result set based on the performance contribution of the thickness of each component in the vehicle structural parts.

[0043] The second determination module is used to determine the model structure corresponding to the target simulation results as the target design structure of the vehicle structural components.

[0044] Thirdly, embodiments of the present invention also provide a vehicle frame, which is designed using any of the design methods described in the first aspect.

[0045] The design method, apparatus, and chassis for a vehicle structural component of the present invention have the following advantages compared with the prior art:

[0046] The design method of this invention obtains a target finite element model of a vehicle structural component, configures the model thickness of the target finite element model as the simulation variable for load simulation, the thickness variation range as the constraint condition for load simulation, and the weight parameter and performance parameter as the response target for load simulation. Since the target finite element model is the finite element model with the highest modal frequency within the deformation range and weight limit, the target finite element model meets the frame design requirements of the vehicle structural component in the probabilistic design stage. After performing load simulation on the target finite element model, a set of simulation results is obtained based on the output results in response to the response target. According to the performance contribution of the thickness of each component in the vehicle structural component, the target simulation result that meets the weight design requirements is determined in the set of simulation results. Since the target simulation result is filtered by performance contribution and meets the weight parameter and performance parameter, it conforms to the design goals of product performance and lightweighting. Therefore, the model structure corresponding to the target simulation result is determined as the target design structure of the vehicle structural component. This design method limits deformation and weight in the probabilistic design stage, and uses the model with the highest modal frequency as the target finite element model, which can limit the basic frame structure of vehicle structural components. In the detailed design stage, the structural form of vehicle structural components is further narrowed down by weight parameters, performance parameters, and performance contribution, which reduces the contradiction between structural performance and lightweight design, and thus takes into account the design requirements of structural performance and lightweight design of vehicle structural components in the design process. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of this specification or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0048] Figure 1 A flowchart illustrating the vehicle structural component design method provided in this embodiment of the invention;

[0049] Figure 2 A schematic diagram of the initial finite element model of the rear subframe provided in an embodiment of the present invention;

[0050] Figure 3-1 This is a schematic diagram of the deformation of the first crossbeam in the negative X direction according to an embodiment of the present invention;

[0051] Figure 3-2 A schematic diagram of the deformation of the first crossbeam in the positive X direction provided in an embodiment of the present invention;

[0052] Figure 4-1 This is a schematic diagram of the deformation of the second crossbeam in the negative X direction according to an embodiment of the present invention;

[0053] Figure 4-2 This is a schematic diagram of the deformation of the second crossbeam in the positive X direction according to an embodiment of the present invention;

[0054] Figure 5-1 This is a schematic diagram of the deformation of the longitudinal arm in the Y direction, provided in an embodiment of the present invention.

[0055] Figure 5-2 This is a schematic diagram of the deformation of the longitudinal arm in the Y direction, provided in an embodiment of the present invention.

[0056] Figure 6-1 A schematic diagram of the deformation of the longitudinal arm expanding outward in the positive Z direction, provided in an embodiment of the present invention;

[0057] Figure 6-2 A schematic diagram of the deformation of the longitudinal arm in the negative Z direction, provided in an embodiment of the present invention;

[0058] Figure 7-1 A deformation diagram of the lower limit of the cross-sectional area of ​​the longitudinal arm provided in an embodiment of the present invention;

[0059] Figure 7-2 A schematic diagram illustrating the deformation of the upper limit of the cross-sectional area of ​​the longitudinal arm provided in an embodiment of the present invention;

[0060] Figure 8-1 A schematic diagram of the initial finite element model provided in an embodiment of the present invention from a preset viewpoint;

[0061] Figure 8-2 A schematic diagram of the target finite element model provided in an embodiment of the present invention from a preset viewpoint;

[0062] Figure 9 A schematic diagram of the target finite element model of the front subframe provided in an embodiment of the present invention;

[0063] Figure 10-1 A schematic diagram of the first-order modal contribution provided in an embodiment of the present invention;

[0064] Figure 10-2 A schematic diagram illustrating the strength contribution provided in an embodiment of the present invention;

[0065] Figure 11 A schematic diagram of a full-frame subframe provided in an embodiment of the present invention;

[0066] Figure 12 This is a schematic diagram of the vehicle structural component design device provided in an embodiment of the present invention.

[0067] Explanation of reference numerals in the attached drawings: 1-First crossbeam, 2-Second crossbeam, 3-First longitudinal arm, 4-Second longitudinal arm, 5-Weld. Detailed Implementation

[0068] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention are within the protection scope of the embodiments of the present invention.

[0069] The vehicle structural component design method provided in this invention can be used to design any type of vehicle structural component, such as a half-frame subframe or a full-frame subframe. The following will take the half-frame subframe as an example to illustrate how to make the design result of the vehicle structural component take into account both structural performance and lightweight design requirements.

[0070] Please see Figure 1 , Figure 1 This is a flowchart illustrating a design method for a vehicle structural component. The design method can be applied to a design terminal for vehicle structural components, such as a design server or PC (Personal Computer) device, as long as it can run the implementation steps of the design method. The design method includes:

[0071] S11. Obtain the target finite element model of the vehicle structural component, wherein the target finite element model is the finite element model of the vehicle structural component with the highest modal frequency within the deformation range and weight limit.

[0072] Specifically, the target finite element model is the foundation for finite element simulation and can be constructed using finite element software such as Hypermesh, Ansys, and Abaqus. The deformation range characterizes the maximum deformation of a vehicle structural component under stress and can be determined based on the component's maximum permissible deformation. The weight limit characterizes the maximum permissible self-weight of the vehicle structural component and can be determined based on its design requirements. The highest modal frequency within both the deformation range and the weight limit indicates that the vehicle structural component exhibits good NVH performance under that structural configuration, and this model is thus selected as the target finite element model.

[0073] In practical applications, the construction of a target finite element model involves many steps, and the accuracy of a target finite element model constructed based on the designer's experience or calculations may be insufficient. Therefore, in one specific implementation, obtaining the target finite element model of a vehicle structural component includes:

[0074] The first step is to construct the initial finite element model of the vehicle structural component. This initial finite element model can be built based on the basic design structure of the vehicle structural component, or it can be built based on the historical design structure of the vehicle structural component. Please refer to [link / reference]. Figure 2 , Figure 2This is a schematic diagram of the initial finite element model of the rear subframe. It can be constructed based on the basic structure of the rear subframe, including the first crossbeam 1, the second crossbeam 2, the first longitudinal arm 3, and the second longitudinal arm 4, etc. The initial finite element model is obtained based on the basic construction structure.

[0075] Because the initial finite element model has an irregular structure, if triangular meshes exist during the meshing process, the accuracy of subsequent simulation results may be insufficient. Therefore, in one specific implementation, after constructing the initial finite element model of the vehicle structural component, the method further includes:

[0076] The initial finite element model is used to determine if triangular meshes exist in the target region, which includes the weld area and the weld heat-affected zone (HAZ). Vehicle structural components are often assembled from sheet metal parts and profiles through welding. The welding process can lead to weld brittleness in the HAZ, therefore, the strength and durability of the weld area and HAZ need to be carefully monitored. If triangular meshes exist in the target region, it indicates that the meshes negatively impact the accuracy of subsequent simulations. In this case, the initial finite element model is re-meshed until the triangular meshes are eliminated from the target region. Conversely, if no triangular meshes are found, the subsequent steps can be directly implemented. It should be noted that the presence of triangular meshes in the target region can be determined using tools or through the observation and judgment of technical personnel. After eliminating the triangular meshes in the target region, the next step can be performed.

[0077] The second step is to obtain the upper limit of the vehicle structural component's weight and its deformation range within the installation space. The upper limit can be determined based on the design weight requirements of the vehicle structural component, or it can be determined based on the weight of the structural component corresponding to the target value of the vibration modal frequency. For example, in finite element simulation, if the bending modal frequency of the vehicle structural component increases by 18% while the weight only increases by 1%, it indicates that a small increase in weight can achieve an excellent bending modal frequency. Therefore, the weight of the structural component at this weight is determined as the upper limit. The deformation of the vehicle structural component under stress within the installation space is limited by that space; therefore, the deformation boundary of the installation space can be determined as the deformation range.

[0078] For example, the vehicle structural component is the vehicle subframe; obtaining the deformation range of the vehicle structural component in the installation space includes:

[0079] The initial finite element model of the subframe was subjected to first-order, second-order, and third-order modal finite element simulations in the installation space to obtain deformation and cross-sectional datasets. These simulations cover vibration excitations of the subframe under various road conditions, allowing for the acquisition of deformation datasets based on its deformation within the installation space. Similarly, the cross-sectional areas of the subframe's crossbeams and longitudinal arms change accordingly after deformation, and cross-sectional datasets are obtained based on these changes in cross-sectional area.

[0080] The deformation range is determined based on the maximum crossbeam deformation and maximum trailing arm deformation of the subframe in the deformation dataset, and the maximum and minimum trailing arm cross sections of the subframe in the cross section dataset. The deformation dataset contains all deformation data from the finite element simulation, and the maximum crossbeam deformation and maximum trailing arm deformation can be determined through extreme value filtering. The maximum crossbeam deformation on the subframe includes the maximum deformation of the first and second crossbeams in the X and Z directions, respectively, and the maximum trailing arm deformation includes the maximum deformation of the first and second trailing arms in the Y and Z directions, respectively.

[0081] Please see Figure 3-1 and 3-2 The first crossbeam deforms in the X direction after being subjected to force. The maximum deformation occurs in region R1 when deforming outwards towards the subframe, and the maximum deformation also occurs in region R2 when deforming inwards towards the subframe. Therefore, the maximum crossbeam deformation in the X direction can be obtained based on the deformation values ​​of regions R1 and R2. (See also...) Figure 4-1 and 4-2 The maximum crossbeam deformation in the X direction of the second crossbeam is obtained based on the deformation values ​​of regions R3 and R4. (See also...) Figure 5-1 and 5-2 The maximum longitudinal arm deformation in the Y direction of the first longitudinal arm is obtained based on the deformation values ​​of regions R5 and R7, and the maximum longitudinal arm deformation in the Y direction of the second longitudinal arm is obtained based on the deformation values ​​of regions R6 and R8. Please refer to [link / reference]. Figure 7-1 and 7-2 After the first longitudinal arm is subjected to force, it also deforms in the Z direction. The maximum crossbeam deformation of the first longitudinal arm in the Z direction is obtained based on the deformation values ​​of region R9 and region R10.

[0082] Please see Figure 7-1 and 7-2 In the rear subframe of a vehicle, the cross-sectional areas of its longitudinal arms are not exactly the same. After deformation under stress, the influence of the cross-sectional area on the structural performance needs to be considered. Therefore, in the cross-sectional data set, the minimum longitudinal arm cross-section of region R11 and the maximum longitudinal arm cross-section of region R12 are both determined as the deformation range.

[0083] The third step involves configuring the shape of the initial finite element model as the simulation variable, and the deformation range and weight limit as constraints, and then performing deformation simulation on the initial finite element model. After configuring the shape change as the simulation variable, the subframe shape can continuously and freely change within the deformation range and weight limit when performing finite element deformation simulation on the initial finite element model.

[0084] The fourth step is to determine the deformation result of the model with the highest modal frequency in the deformation simulation as the target finite element model. The highest modal frequency can be configured based on the response target of the deformation simulation, and the output result of the deformation simulation response to the highest modal frequency is the target finite element model. Please refer to [link to relevant documentation]. Figure 8-1 and 8-2 The initial finite element model and the target finite element model have different shapes. For example, region R14 has a larger external dimension than R13. The shape of the target finite element model represents the subframe shape responding to the highest modal frequency under the constraint of the weight limit. Based on the obtained target finite element model, it can also be determined whether there are triangular meshes in the weld area and the weld heat-affected zone. If triangular meshes exist, they are eliminated in the manner described above. After obtaining the target finite element model, proceed to step S12.

[0085] S12. Configure the model thickness of the target finite element model as the simulation variable for load simulation, the preset thickness variation range as the constraint condition for load simulation, and the preset weight parameter and performance parameter as the response target for load simulation.

[0086] Specifically, the above configuration can be implemented using the corresponding tools in the simulation software. This allows the model thickness to be configured as a variable during the simulation process, the thickness variation range to be configured as a constraint during the simulation, and the weight and performance parameters to be the simulation's response targets. The thickness variation range can be freely set based on the experience of technical personnel, the weight parameter can be the target design weight of the vehicle structural component, and the performance parameters can be set based on the structural performance of the vehicle structural component, such as structural strength and durability.

[0087] For example, the configuration for performing load simulation includes:

[0088] Configure simulation variables for the thickness of each component in the target finite element model, allowing the thickness value of each component to vary freely. Please refer to [link / reference]. Figure 9In the diagram, different gray levels represent different components. Taking the front subframe of a vehicle as an example, it is welded from 42 sheet metal parts, including components such as crossbeams, main arms, steering knuckles, and motor mounts. Similarly, a corresponding thickness variation range is configured for the thickness of each component. The thickness variation range for each component can be set to the same value, such as increasing or decreasing by 20% from the original value; of course, it can also be configured with different corresponding ranges to meet the usage requirements of different structural components in corresponding scenarios. Configure the target design weight of the target finite element model for the weight parameter item, and configure the first-order modal frequency, target stress, and durability damage value of the target finite element model for the performance parameter item. After completing all configurations, proceed to step S13.

[0089] S13. Perform load simulation on the target finite element model and obtain a set of simulation results based on the output results of the response to the target.

[0090] Specifically, load simulation is a simulation method based on strength loads and durability loads to verify the target finite element model. RBE2 elements can be established at preset hard points of the target finite element model. Strength loads and durability loads are applied to the principal points of the RBE2 elements, and the strength, stress, and durability damage values ​​of the target finite element model are solved using finite element software. A Design of Experiment (DOE) analysis workflow can be built based on the finite element software. Its output results can obtain several combinations of stiffness, i.e., a set of simulation results. After obtaining the set of simulation results, the process proceeds to step S14.

[0091] S14. Based on the performance contribution of the thickness of each component in the vehicle structure, determine the target simulation result that meets the weight design requirements from the simulation result set.

[0092] Specifically, the performance contribution rate characterizes the magnitude of the effect of the material thickness of each component on the structural performance. It can be defined based on the design principles of vehicle structural components by engineers, or it can be determined based on the corresponding parameters of the simulation results, without specific limitations here. Based on the performance contribution rate, target components for which thickness reduction can be implemented can be selected. After weight reduction, such components can meet the weight design requirements without affecting the structural performance of the vehicle structural components, thus allowing the acquisition of target simulation results.

[0093] For example, based on the performance contribution of the thickness of each component in the vehicle structure, the target simulation results that meet the weight design requirements are determined from the simulation result set, including:

[0094] The first step is to obtain the performance contribution of each simulation result based on the component thickness set corresponding to each simulation result in the simulation result set. The component thickness set is the data set of the thickness of each component containing vehicle structural parts in the simulation results. Sensitivity analysis of the material thickness of each component can be performed using DOE analysis software to obtain the contribution of each component thickness to the structural performance, i.e., the performance contribution. Please refer to [link to relevant documentation]. Figure 10-1 and 10-2 The performance contribution can be represented by a bar chart, with the horizontal axis representing the component number and the vertical axis representing the corresponding contribution value.

[0095] The second step involves identifying the target components for thickness reduction in the vehicle structure based on all performance contributions and preset contribution thresholds. The contribution threshold can be freely set according to actual needs; components with performance contributions less than the contribution threshold have a lower impact on structural performance and are thus identified as target components.

[0096] The third step is to define the simulation results corresponding to the thickness reduction of the target component as the target simulation result. Since the target component has a relatively small impact on the structural performance of the vehicle structural parts, its thickness can be reduced to decrease the overall weight of the vehicle structural parts. The simulation results after the thickness reduction are defined as the target simulation result. It can be understood that the simulation results represent the model thickness reduction results that satisfy the constraints and response targets in the load simulation, and can be represented by the model or data.

[0097] For example, the simulation result corresponding to the thickness reduction of the target component is determined as the target simulation result, including:

[0098] The reduction in the thickness of the target component is set as the optimization variable, and the minimum weight of the target component is set as the optimization objective. Optimization calculations are performed based on the configuration results of the optimization variables and objectives, and the response result of the optimization objective is determined as the target simulation result. The optimization calculations can also be performed using finite element method software. Through optimization calculations, the lightweight design scheme with the minimum mass can be determined. Optimization calculations enable efficient optimization processing and obtain accurate target simulation results. After obtaining the target simulation results, proceed to step S15.

[0099] S15. Determine the model structure corresponding to the target simulation results as the target design structure for the vehicle structural components.

[0100] Specifically, the model structure corresponding to the target simulation results can balance the design requirements of structural performance and lightweighting, and therefore it is determined as the target design structure. Taking a certain subframe as an example, under the premise that the modal performance, strength, and durability all meet the standards, its overall weight is reduced by 13%.

[0101] For example, the model structure corresponding to the target simulation result is determined as the target design structure of the vehicle structural component, including:

[0102] The first step is to input the model structure corresponding to the target simulation results into a preset performance recalculation model to obtain performance recalculation results. These results include modal performance items, strength performance items, and durability performance items. Performance recalculation can be performed using finite element software, thus re-verifying the modal, strength, and durability properties of the target simulation results.

[0103] The second step is to determine the target design structure based on the model structure corresponding to the performance recalculation results when each performance item in the performance recalculation results exceeds the corresponding set threshold. If the modal performance item, strength performance item, and durability performance item all exceed their respective set thresholds, it indicates that the model structure meets the design requirements after weight reduction; therefore, the model structure corresponding to the performance recalculation results is determined as the target design structure. Performance recalculation ensures the accuracy of the design results.

[0104] Based on the same inventive concept as the design method, embodiments of the present invention also provide a vehicle frame, which is designed using any of the design methods. It is understood that the frame can be a full-frame subframe or a half-frame subframe; please refer to [link / reference]. Figure 11 Region L contains the front half of the full-frame subframe, while the area outside region L contains the rear half of the full-frame subframe. The front and rear halves are connected as a whole by welding. When implementing the full-frame design, the structural performance of weld 5 can be verified simultaneously.

[0105] Based on the same inventive concept as the design method, embodiments of the present invention also provide a design apparatus for vehicle structural components. Please refer to [link to relevant documentation]. Figure 12 , Figure 12 This is a schematic diagram of the designed device. The designed device includes:

[0106] The acquisition module 201 is used to acquire the target finite element model of the vehicle structural component, wherein the target finite element model is the finite element model of the vehicle structural component with the highest modal frequency within the deformation range and weight limit.

[0107] The configuration module 202 is used to configure the model thickness of the target finite element model as the simulation variable of the load simulation, the preset thickness variation range as the constraint condition of the load simulation, and the preset weight parameter and performance parameter as the response target of the load simulation.

[0108] Module 203 is used to perform load simulation on the target finite element model and obtain a set of simulation results based on the output results of the response to the target.

[0109] The first determining module 204 is used to determine the target simulation result that meets the weight design requirements from the simulation result set based on the performance contribution of the thickness of each component in the vehicle structural component.

[0110] The second determining module 205 is used to determine the model structure corresponding to the target simulation result as the target design structure of the vehicle structural component.

[0111] In one optional embodiment, the acquisition module includes:

[0112] Construct a submodule to build the initial finite element model of the vehicle structural components;

[0113] The acquisition submodule is used to obtain the upper limit of the weight of the vehicle structural component and the deformation range of the vehicle structural component in the installation space.

[0114] The first configuration submodule is used to configure the model shape of the initial finite element model as the simulation variable, and the deformation range and weight limit as the constraint conditions, and to perform deformation simulation on the initial finite element model.

[0115] The first determination submodule is used to determine the deformation result of the model with the highest modal frequency in the deformation simulation as the target finite element model.

[0116] In an optional embodiment, the acquisition module further includes:

[0117] The judgment submodule is used to determine whether there is a triangular mesh in the target region of the initial finite element model. The target region includes the weld region and the weld heat-affected region.

[0118] The processing submodule is used to re-mesh the initial finite element model when triangular meshes exist in the target region, until the triangular meshes are eliminated from the target region.

[0119] In one optional embodiment, the vehicle structural component is the vehicle's subframe; the acquisition submodule includes:

[0120] The simulation acquisition unit is used to perform first-order, second-order, and third-order modal finite element simulations on the initial finite element model of the subframe in the installation space to obtain the deformation dataset and cross-sectional dataset of the subframe.

[0121] The first determining unit is used to determine the deformation range based on the maximum crossbeam deformation and maximum longitudinal arm deformation of the subframe in the deformation data set, and the maximum and minimum longitudinal arm sections of the subframe in the section data set.

[0122] In one optional embodiment, the configuration module includes:

[0123] The second configuration submodule is used to configure the corresponding simulation variables for the thickness of each component in the target finite element model;

[0124] The third configuration submodule is used to configure the corresponding thickness variation range for each component thickness.

[0125] The fourth configuration submodule is used to configure the target design weight of the target finite element model for the weight parameter item, and to configure the first-order modal frequency, target stress, and durability damage value of the target finite element model for the performance parameter item.

[0126] In one optional embodiment, the first determining module includes:

[0127] The first submodule is used to obtain the performance contribution of each simulation result based on the component thickness set corresponding to each simulation result in the simulation result set. The component thickness set is the data set of the thickness of each component containing the vehicle structural parts in the simulation results.

[0128] The second determination submodule is used to determine the target component for thickness reduction in the vehicle structure based on all performance contribution values ​​and preset contribution thresholds.

[0129] The third determination submodule is used to determine the simulation results corresponding to the thickness reduction of the target component as the target simulation result.

[0130] In one optional embodiment, the third determining submodule includes:

[0131] The configuration unit is used to configure the thickness reduction of the target component as an optimization variable and the minimum weight of the target component as an optimization objective.

[0132] The second determining unit is used to perform optimization calculations based on the configuration results of the optimization variables and optimization objectives, and to determine the response result of the optimization objective as the target simulation result.

[0133] In one optional embodiment, the second determining module includes:

[0134] The second acquisition submodule is used to input the model structure corresponding to the target simulation result into the preset performance recalculation model to obtain the performance recalculation result, wherein the performance recalculation result includes modal performance item, strength performance item and durability performance item;

[0135] The fourth determination submodule is used to determine the model structure corresponding to the performance recalculation result as the target design structure when each performance item in the performance recalculation result is greater than the corresponding set threshold.

[0136] The technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0137] In the probabilistic design phase, the design methodology limits deformation and weight, using the model with the highest modal frequency as the target finite element model, which can define the basic frame structure of the vehicle structural components. In the detailed design phase, the structural form of the vehicle structural components is further narrowed down using weight parameters, performance parameters, and performance contribution, reducing the contradiction between structural performance and lightweight design, and thus taking into account the design requirements of structural performance and lightweight design of vehicle structural components during the design process.

[0138] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied 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.

[0139] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (modules, systems), and computer program products according to embodiments of the invention. It will 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 computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0140] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0141] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0142] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0143] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A design method for a vehicle structural component, characterized in that, The method includes: Obtain the target finite element model of the vehicle structural component, wherein the target finite element model is the finite element model of the vehicle structural component with the highest modal frequency within the deformation range and weight limit. The model thickness of the target finite element model is configured as the simulation variable for load simulation, the preset thickness variation range is configured as the constraint condition for load simulation, and the preset weight parameter and performance parameter are configured as the response target for load simulation. Load simulation is performed on the target finite element model, and a set of simulation results is obtained based on the output results in response to the target response. Based on the performance contribution of the thickness of each component in the vehicle structural parts, the target simulation results that meet the weight design requirements are determined from the set of simulation results. The model structure corresponding to the target simulation result is determined as the target design structure of the vehicle structural component; obtaining the target finite element model of the vehicle structural component includes: Construct an initial finite element model of the vehicle structural component; the vehicle structural component is the vehicle subframe; Obtain the upper limit of the weight of the vehicle structural component; the upper limit of the weight represents the maximum permissible weight of the vehicle structural component; The initial finite element model of the subframe is subjected to first-order, second-order, and third-order modal finite element simulations in the installation space to obtain the deformation dataset and cross-sectional dataset of the subframe. The deformation range is determined based on the maximum crossbeam deformation and maximum longitudinal arm deformation of the subframe in the deformation dataset, and the maximum and minimum longitudinal arm sections of the subframe in the section dataset; the deformation range characterizes the maximum deformation of the vehicle structural component under stress. The model shape of the initial finite element model is configured as the simulation variable, and the deformation range and the upper weight limit are configured as constraints, and deformation simulation is performed on the initial finite element model. The deformation result of the model with the highest modal frequency in the deformation simulation is determined as the target finite element model.

2. The design method for vehicle structural components according to claim 1, characterized in that, After constructing the initial finite element model of the vehicle structural component, the method further includes: Determine whether a triangular mesh exists in the target region of the initial finite element model, wherein the target region includes the weld region and the weld heat-affected region; If so, the initial finite element model is re-meshed until the triangular mesh is eliminated from the target region.

3. The design method for vehicle structural components according to claim 1, characterized in that, The model thickness of the target finite element model is configured as the simulation variable for load simulation, the preset thickness variation range is the constraint condition for load simulation, and the preset weight parameter and performance parameter are the response targets for load simulation, including: Configure corresponding simulation variables for the thickness of each component in the target finite element model; For each of the aforementioned components, a corresponding thickness variation range is configured; Configure the target design weight of the target finite element model for the weight parameter item, and configure the first-order modal frequency, target stress, and durability damage value of the target finite element model for the performance parameter item.

4. The design method for vehicle structural components according to claim 1, characterized in that, The step of determining the target simulation result that meets the weight design requirements from the simulation result set based on the performance contribution of the thickness of each component in the vehicle structural parts includes: Based on the component thickness set corresponding to each simulation result in the simulation result set, the performance contribution of each simulation result is obtained, wherein the component thickness set is the data set of each component thickness of the vehicle structural component included in the simulation result; Based on all performance contributions and preset contribution thresholds, the target component for thickness reduction in the vehicle structural components is determined; The simulation results corresponding to the thickness reduction of the target component are determined as the target simulation results.

5. The design method for vehicle structural components according to claim 4, characterized in that, The simulation result corresponding to the thickness reduction of the target component is determined as the target simulation result, including: The thickness reduction of the target component is configured as an optimization variable, and the minimum weight of the target component is configured as an optimization objective; The optimization calculation is performed based on the configuration results of the optimization variables and the optimization objective, and the response result of the optimization objective is determined as the target simulation result.

6. The design method for vehicle structural components according to claim 1, characterized in that, The step of determining the model structure corresponding to the target simulation result as the target design structure of the vehicle structural component includes: The model structure corresponding to the target simulation result is input into a preset performance recalculation model to obtain the performance recalculation result, wherein the performance recalculation result includes modal performance items, strength performance items and durability performance items; When each performance item in the performance recalculation result is greater than the corresponding set threshold, the model structure corresponding to the performance recalculation result is determined as the target design structure.

7. A design device for vehicle structural components, characterized in that, The device includes: The acquisition module is used to acquire the target finite element model of the vehicle structural component, wherein the target finite element model is the finite element model of the vehicle structural component with the highest modal frequency within the deformation range and weight limit. The configuration module is used to configure the model thickness variation of the target finite element model as the simulation variable of the load simulation, the preset thickness variation range as the constraint condition of the load simulation, and the preset weight parameter and performance parameter as the response target of the load simulation. The module is used to perform load simulation on the target finite element model and obtain a set of simulation results based on the output results in response to the target response. The first determining module is used to determine the target simulation result that meets the weight design requirements from the simulation result set based on the performance contribution of the thickness of each component in the vehicle structural component. The second determining module is used to determine the model structure corresponding to the target simulation result as the target design structure of the vehicle structural component; the acquisition module is used to construct the initial finite element model of the vehicle structural component; the vehicle structural component is the vehicle subframe; Obtain the upper limit of the weight of the vehicle structural component; the upper limit of the weight represents the maximum permissible weight of the vehicle structural component; The initial finite element model of the subframe is subjected to first-order, second-order, and third-order modal finite element simulations in the installation space to obtain the deformation dataset and cross-sectional dataset of the subframe. The deformation range is determined based on the maximum crossbeam deformation and maximum longitudinal arm deformation of the subframe in the deformation dataset, and the maximum and minimum longitudinal arm sections of the subframe in the section dataset; the deformation range characterizes the maximum deformation of the vehicle structural component under stress. The model shape of the initial finite element model is configured as the simulation variable, and the deformation range and the upper weight limit are configured as constraints, and deformation simulation is performed on the initial finite element model. The deformation result of the model with the highest modal frequency in the deformation simulation is determined as the target finite element model.

8. A vehicle frame, characterized in that, The frame is designed using any one of the design methods described in claims 1-6.

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