Vehicle parameter determination method and device and server

Abstract

The invention discloses a vehicle parameter determination method and device and a server, and the method comprises the steps: building a parameterized model for a target structural member of a target vehicle, and splicing the parameterized model with a finite element model of an existing vehicle structural member, thereby obtaining a target vehicle model, and carrying out the optimization design of the overall performance and parameters of the target vehicle. The method is easy and convenient to operate, the limitation of arrangement, process, weight, cost and the like can be broken through in the conceptual design stage, a global optimal structure scheme for vehicle body development is obtained, and a series of potential problems of space occupation, cost rise, process adjustment, weight exceeding and the like caused by later performance optimization are avoided.

Description

Technical Field

[0001] The present invention relates to vehicle The technical field relates particularly to a method, device and server for determining vehicle parameters. Background Art

[0002] The current vehicle model development includes market research, concept design, engineering design, prototype testing, mass production and other stages; in the market research stage, research is conducted on consumer needs, preferences, habits, etc., to clarify the vehicle model and market goals, and determine the pricing strategy; in the concept design stage, based on the pricing strategy, a sketch of the overall layout of the car is made, and styling design is carried out based on the determined basic dimensions; in the engineering design stage, based on the results of the styling design, the vehicle parts structure is detailed.

[0003] In the development process of existing vehicle models, simplified models are usually used for simple simulation analysis in the conceptual design stage, which can only achieve the optimal design of local performance under certain circumstances such as layout and process. However, the key performance of the vehicle body is highly related to the overall layout of the vehicle model, the parts molding process, weight and cost constraints, etc. In the later engineering design stage, when conducting the global optimal design of the coordinated development of layout, process, weight, cost, etc., it is necessary to change and adjust the parameters related to the optimal design of layout and process determined in the early stage based on the evaluation results, which will increase costs and extend time. Summary of the invention

[0004] The present application provides a method, device and server for determining vehicle parameters to solve the problem that in the prior art, only local optimal design of performance can be performed in the conceptual design stage. When the vehicle parameters are globally optimally designed in the later stage, the parameters optimized in the conceptual design stage need to be changed and adjusted, thereby increasing costs and prolonging time. The application achieves the technical effect of realizing global optimal design of vehicle parameters in the conceptual design stage to avoid increased costs and prolonging time caused by global development changes and adjustments of parameters in the later stage.

[0005] In view of the above problems, the present application is proposed to provide a method, device and server for determining vehicle parameters that overcome the above problems or at least partially solve the above problems.

[0006] In a first aspect, a method for determining vehicle parameters is provided, which is applied to a server, wherein the server is pre-configured with a finite element model of an existing vehicle structural component;

[0007] The method includes:

[0008] Establish a parametric model of the target vehicle structure, and assemble the parametric model with the finite element model of the existing vehicle structure to obtain the target vehicle model;

[0009] According to the target vehicle model, a finite element model of the target vehicle is established;

[0010] The finite element model of the target vehicle is used for finite element analysis. The optimized values ​​of vehicle parameters are determined based on the output results of the finite element analysis. The vehicle parameters include the size, material, and position of the parametric model, as well as the size and material of the finite element model of the existing vehicle structural parts.

[0011] Optionally, the finite element model of the existing vehicle structure includes: a finite element model of an existing body structure, the finite element model of the existing body structure is obtained by deleting the structure overlapping with the target vehicle structure from the body finite element model of the existing vehicle; the target vehicle model includes a body model of the target vehicle;

[0012] Assemble the parameterized model with the finite element model of the existing vehicle structure to obtain the target vehicle model, including:

[0013] The parametric model is overlapped with the finite element model of the existing body structure to obtain the body model of the target vehicle.

[0014] Optionally, a finite element model of a target vehicle is established according to the target vehicle model, including:

[0015] According to the body model of the target vehicle, a body finite element model of the target vehicle is established;

[0016] The finite element model of the target vehicle is used for finite element analysis. Based on the output of the finite element analysis, the optimized values ​​of the vehicle parameters are determined, including:

[0017] Based on the finite element model of the target vehicle body, calculate and output the first performance corresponding to the vehicle parameters, and judge whether the first performance meets the set first performance standard, the first performance including: the stiffness performance, NVH performance, and collision performance of the target vehicle body;

[0018] If the first performance does not meet the first performance standard, the vehicle parameters are modified, and based on the modified vehicle parameters, the first performance corresponding to the modified vehicle parameters is calculated and output, and it is determined again whether the first performance corresponding to the modified vehicle parameters meets the first performance standard, until the first performance corresponding to the finally modified vehicle parameters meets the first performance indicator, or the number of modifications of the vehicle parameters reaches a preset number of times.

[0019] Optionally, a finite element analysis is performed using a finite element model of the target vehicle, and based on the output of the finite element analysis, the optimized values ​​of the vehicle parameters are determined, including:

[0020] Based on the finite element model of the vehicle body of the target vehicle, for each set of vehicle parameters of the plurality of vehicle parameters, calculating and outputting a second performance corresponding to the set of vehicle parameters, the second performance comprising: stiffness performance, NVH performance, and collision performance of the vehicle body of the target vehicle;

[0021] determining a first relationship function between a vehicle parameter and a second property;

[0022] According to the first relationship function, an optimized value of the vehicle parameter is determined.

[0023] Optionally, the finite element model of the existing vehicle structure includes: a non-body finite element model of the existing vehicle, the non-body finite element model of the existing vehicle is obtained by deleting a structure overlapping with the existing body structure from a whole vehicle finite element model of the existing vehicle, and the target vehicle model includes a whole vehicle model of the target vehicle;

[0024] Assemble the parameterized model with the finite element model of the existing vehicle structure to obtain the target vehicle model, which also includes:

[0025] The body model of the target vehicle and the non-body finite element model of the existing vehicle are subjected to node overlap processing to obtain the whole vehicle model of the target vehicle.

[0026] Optionally, a finite element model of a target vehicle is established according to the target vehicle model, including:

[0027] According to the whole vehicle model of the target vehicle, a whole vehicle finite element model of the target vehicle is established;

[0028] The finite element model of the target vehicle is used for finite element analysis. Based on the output of the finite element analysis, the optimized values ​​of the vehicle parameters are determined, including:

[0029] Based on the body finite element model of the target vehicle, for each group of vehicle parameters of the multiple groups of vehicle parameters, calculate and output the third performance corresponding to the group of vehicle parameters, the third performance including: the stiffness performance, NVH performance, and collision performance of the body of the target vehicle, and the collision performance, NVH performance, and durability performance of the entire target vehicle;

[0030] determining a second relationship function between the vehicle parameter and the third property;

[0031] Based on the second relationship function, an optimized value of the vehicle parameter is determined.

[0032] Optionally, after determining the optimized value of the vehicle parameter according to the relationship function between the vehicle performance and the vehicle parameter, the method further includes:

[0033] Based on the whole vehicle finite element model of the target vehicle, calculate and output the third performance corresponding to the optimized value of the vehicle parameter, and judge whether the third performance corresponding to the optimized value of the vehicle parameter meets the set vehicle performance index;

[0034] If the third performance corresponding to the optimized value of the vehicle parameter does not meet the vehicle performance index, modifying the optimized value of the vehicle parameter;

[0035] Based on the whole vehicle finite element model of the target vehicle, the third performance corresponding to the optimized value of the modified vehicle parameter is calculated and output, and it is determined whether the third performance corresponding to the optimized value of the modified vehicle parameter meets the vehicle performance index, until the third performance corresponding to the optimized value of the modified vehicle parameter finally meets the vehicle performance index, or the number of modifications of the optimized value of the vehicle parameter reaches a preset number.

[0036] Optionally, a parametric model of the target vehicle structure is established, including:

[0037] A parametric model of the target vehicle structural part is established based on the received initial information of the shape, CAS data, section data, size, and material of the target vehicle structural part.

[0038] In a second aspect, a vehicle parameter determination device is provided, which is applied to a server, and the server is pre-configured with a finite element model of an existing vehicle structural component;

[0039] The device includes:

[0040] A target vehicle model building unit is used to build a parameterized model of a target vehicle structure, and assemble the parameterized model with a finite element model of an existing vehicle structure to obtain a target vehicle model;

[0041] A finite element model building unit is used to build a finite element model of a target vehicle according to a target vehicle model;

[0042] The optimization unit is used to perform finite element analysis using the finite element model of the target vehicle, and determine the optimized values ​​of vehicle parameters according to the results output by the finite element analysis. The vehicle parameters include the size, material, and position of the parameterized model, as well as the size and material of the finite element model of the existing vehicle structural parts.

[0043] In a third aspect, the present application also provides a server, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the server executes the method provided in the first aspect.

[0044] In a fourth aspect, the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the computer executes the method provided in the first aspect.

[0045] In a fifth aspect, the present application also provides a computer program product, including a computer program, which, when executed by a computer, enables the computer to execute the method provided in the first aspect.

[0046] The technical solution provided by this application has at least the following technical effects or advantages:

[0047] The vehicle parameter determination method, device and server provided in the present application establish a parametric model for the target structural parts of the target vehicle and assemble it with the finite element model of the existing vehicle structural parts to obtain the target vehicle model so as to optimize the global performance and parameters of the target vehicle. The method is easy to operate and can be implemented in the conceptual design stage. It can break through multiple restrictions such as layout, process, weight, cost, etc., to obtain the global optimal structural solution for vehicle body development, and avoid a series of potential problems such as space encroachment, cost increase, process adjustment, weight excess, etc. caused by later performance optimization.

[0048] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0050] Figure 1 This is a flow chart of a method for determining vehicle parameters in an embodiment of the present application;

[0051] Figure 2 This is a CC structure diagram in the embodiment of this application;

[0052] Figure 3 This is a schematic cross-sectional view of the B-pillar in the embodiment of the present application;

[0053] Figure 4 This is a schematic diagram of a parameterized model of a B-pillar in an embodiment of the present application;

[0054] Figure 5 This is a schematic diagram of a threshold cross section in an embodiment of the present application;

[0055] Figure 6 A schematic diagram of a parameterized model of a threshold in an embodiment of the present application;

[0056] Figure 7 It is a schematic diagram of the left half of the body finite element model of an existing vehicle;

[0057] Figure 8 It is a schematic diagram of the left half of the finite element model of the existing vehicle body structure;

[0058] Fig. 9 It is a schematic diagram of the left half of the body model of the target vehicle in the embodiment of the present application;

[0059] Fig.10 This is a schematic diagram of the vehicle body modal analysis results in the embodiment of the present application;

[0060] Fig.11 This is a schematic diagram of the vehicle body stiffness analysis results in the embodiment of this application;

[0061] Fig.12 This is a schematic diagram of the results of the analysis of the dynamic stiffness of the vehicle body NVH attachment point in the embodiment of the present application;

[0062] Fig.13 The finite element model of the door cover of an existing vehicle;

[0063] Fig.14 The finite element model of the non-body assembly of an existing vehicle except the door cover;

[0064] Fig.15 A whole vehicle model of the target vehicle in the embodiment of the present application;

[0065] Fig.16 This is a schematic diagram of the frontal collision analysis results in the embodiment of the present application;

[0066] Fig.17 This is an example diagram of the structural model corresponding to four vehicle parameters in the embodiment of the present application;

[0067] Fig.18 A comparison diagram of the deformation modes of the energy absorption box and the front beam in the collision test in the embodiment of the present application;

[0068] Fig.19 This is a comparison diagram of the B-pillar acceleration curve of the collision test in the embodiment of the present application;

[0069] Fig. 20 A comparison chart of the intrusion amount of the front wall panel in the collision test in the embodiment of the present application;

[0070] Fig.21 This is a comparison diagram of the rebound curves of the collision test in the embodiment of the present application;

[0071] Fig. 22 This is a comparison diagram of the NVH test dynamic stiffness curve in the embodiment of the present application;

[0072] Fig.23 This is a schematic diagram of a vehicle parameter determination device in an embodiment of the present application;

[0073] Fig.24 This is a schematic diagram of a server in an embodiment of the present application. DETAILED DESCRIPTION

[0074] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings.

[0075] Various structural schematic diagrams according to embodiments of the present application are shown in the accompanying drawings. These figures are not drawn to scale, and some details are magnified and some details may be omitted for the purpose of clear expression. The shapes of various regions and layers shown in the figures and the relative sizes and positional relationships therebetween are only exemplary, and may deviate in practice due to manufacturing tolerances or technical limitations, and those skilled in the art may further design regions / layers with different shapes, sizes, and relative positions according to actual needs.

[0076] In order to better understand the above-mentioned technical scheme, the above-mentioned technical scheme will be described in detail below in combination with specific implementation methods. It should be understood that the embodiments of the present disclosure and the specific features in the embodiments are detailed descriptions of the technical scheme of the present application, rather than limitations on the technical scheme of the present application. In the absence of conflict, the embodiments of the present application and the technical features in the embodiments can be combined with each other.

[0077] In the conventional vehicle development cycle, the 3-5 months before the first version of the vehicle body data is released is the concept design stage, which is mainly the overall layout design stage of the vehicle body. At present, in the concept design stage of vehicle body development, the body development mainly relies on simplified models. For example, the one-dimensional beam unit model is used to carry out basic linear statics analysis and optimization such as stiffness mode. Another example is the application of the modeling software SFE Concept to establish a fully parametric model of the vehicle body, and to carry out stiffness mode and parameter optimization related to variables such as cross-sectional size and thickness.

[0078] These methods all have the disadvantage of over-simplification of structure, which limits the scope of key performance analysis and is more limited to linear static performance analysis, and cannot carry out nonlinear dynamic performance analysis. Taking the modeling software SFE Concept as an example, since the body has not entered the part structure design stage, the body performance simulation development based on detailed data cannot be carried out in the conceptual design stage. In the conceptual design stage, the SFE Concept modeling process will simplify the structural details such as reinforcing ribs, weight reduction holes, and induction grooves. Forcibly applying the SFE model to carry out collision simulation will cause problems such as incomplete induction groove features causing completely different deformation modes. In addition, during the application process, it is impossible to evaluate and predict the deviation between the deformation mode of the SFE model results and the deformation mode of the actual model results. Therefore, due to the limitations of the software modeling capabilities, even through structural refinement, the number of analysis items cannot be expanded.

[0079] During the vehicle development process, the key performance of the vehicle body is highly related to the overall layout of the vehicle, the parts molding process, weight and cost constraints, etc. At the current conceptual design stage, only the local optimal performance design can be achieved under certain circumstances such as the layout and process. As a result, in the detailed data development stage of the vehicle body at the later stage of the conceptual design stage, design changes due to performance improvement will increase the development cost exponentially, and there is a high probability that the project SOP (Start of Product ion) time will be delayed.

[0080] In view of this, the present application provides a method for determining vehicle parameters, which is applied to a server, and the server is pre-configured with a finite element model of an existing vehicle structural component. Figure 1 , Figure 1 This is a flowchart of a method for determining vehicle parameters in an embodiment of the present application, the method comprising:

[0081] S101, establishing a parametric model of a target vehicle structural component, and assembling the parametric model with a finite element model of an existing vehicle structural component to obtain a target vehicle model;

[0082] S102, establishing a finite element model of the target vehicle according to the target vehicle model;

[0083] S103, performing finite element analysis using the target vehicle finite element model, and determining optimized values ​​of vehicle parameters according to the output results of the finite element analysis, where the vehicle parameters include the size, material, and position of the parameterized model, and the size and material of the finite element model of the existing vehicle structural parts.

[0084] Next, we take the vehicle parameter optimization in the conceptual design stage as an example, and combine Figure 2-Figure 9 The method for determining vehicle parameters provided in the embodiment of the present application is described, and this example does not constitute a limitation on the embodiment of the present application. The following embodiments can be combined with each other, and the same or similar concepts or processes will not be described in detail.

[0085] like Figure 2 As shown, Figure 2 The flowchart of vehicle parameter optimization design in the conceptual design stage in the embodiment of the present application is as follows: the parametric model of the target vehicle structure is established according to the received initial information of the shape, CAS data, section data, size and material of the target vehicle structure.

[0086] CAS stands for Concept A Surface, which means the three-dimensional digital model used to express the design intention and reflect certain engineering information in automobile design. Engineering information generally refers to the design intention, milling model, engineering feasibility analysis, and subsequent modeling surface production.

[0087] For the target structural parts to be developed, SFE Concept software is used to input CAS, breakpoint section, typical section, material, thickness and other information to establish a parametric module. It is understandable that if there is preliminary CAD data of the target structural parts, it can also be input as a reference, but the preliminary CAD data is not a must-enter item.

[0088] For example, for iterative optimization of the structural design of the sensitive area of ​​side impact and bending stiffness performance, the B-pillar and the door sill are used as the target structural parts, and the input is as follows: Figure 3 The B-pillar cross-section information shown is established as follows Figure 4 The parametric model of the B-pillar shown in the figure takes the door sill as the target structure and inputs Figure 5 The threshold section information shown is established as follows Figure 6 Parameterized model of the threshold shown.

[0089] In some optional implementations, the finite element model of the existing vehicle structure includes: the finite element model of the existing body structure, and the target vehicle model includes the body model of the target vehicle. The operation of executing S101 specifically includes: performing node overlap processing on the parameterized model and the finite element model of the existing body structure to obtain the body model of the target vehicle.

[0090] The finite element model of the existing vehicle body structure is obtained by deleting the structure that overlaps with the target vehicle structure from the finite element model of the existing vehicle body. For example, the finite element model of the existing vehicle structure as a non-parametric module of the vehicle body can be obtained by cutting the FE model of the existing vehicle, which is generally processed by Hyperworks or ANSA pre-processing software.

[0091] Still taking the target structural parts as B-pillar and door sill as an example, as follows Figure 7 , 8 As shown, Figure 7 It is a schematic diagram of the left half of the body finite element model of an existing vehicle; Figure 8 FIG. 1 is a schematic diagram of the left half of the finite element model of the existing vehicle body structure. Figure 7 In the finite element model of the existing vehicle body shown in FIG, the B-pillar and the door sill structure are deleted to obtain a non-parametric body module that meets the requirements, that is, Figure 8 The finite element model of the existing body structure with the B-pillar and door sill deleted is shown.

[0092] In the operation of S101, Figure 4 The parametric model of the B-pillar shown and Figure 6 The parameterized model of the door sill shown is used as a parameterized body module with Figure 8 The non-parametric body modules shown in are assembled to obtain the coupled body-in-white model, i.e., the body model of the target vehicle, as shown in Fig. 9 As shown, Fig. 9It is a schematic diagram of the left half of the body model of the target vehicle in the embodiment of the present application.

[0093] In some optional implementations, executing the operation of S102 specifically includes:

[0094] According to the body model of the target vehicle, a body finite element model of the target vehicle is established. Specifically, a finite element mesh model sample of the front vehicle model body, i.e., the body finite element model of the target vehicle, can be created based on DOE methods such as optimized Latin square and full factor method.

[0095] In some optional implementations, executing the operation of S103 specifically includes:

[0096] The first step is to calculate and output the first performance corresponding to the vehicle parameters based on the finite element model of the target vehicle body, and determine whether the first performance meets the set first performance standard. The first performance includes: the stiffness performance, NVH performance, and collision performance of the target vehicle body;

[0097] In the second step, if the first performance does not meet the first performance standard, the vehicle parameters are modified, and based on the modified vehicle parameters, the first performance corresponding to the modified vehicle parameters is calculated and output, and it is determined again whether the first performance corresponding to the modified vehicle parameters meets the first performance standard, until the first performance corresponding to the finally modified vehicle parameters meets the first performance indicator, or the number of modifications of the vehicle parameters reaches a preset number of times.

[0098] The purpose of the above operation is to perform structural optimization on the body of the target vehicle through the finite element model of the body of the target vehicle.

[0099] In some other feasible implementations, based on the parameterized attributes of the vehicle body parameter module, vehicle body-level DOE analysis and multidisciplinary optimization can be performed. Therefore, the operation of executing S103 specifically includes:

[0100] In the first step, based on the finite element model of the target vehicle's body, for each set of vehicle parameters of the multiple sets of vehicle parameters, a second performance corresponding to the set of vehicle parameters is calculated and output, the second performance including: stiffness performance, NVH performance, and collision performance of the target vehicle's body.

[0101] For example, application Fig. 9 The coupled body-in-white model shown in FIG. 1 is converted into a finite element model of the body in the operation of S102 to analyze and optimize the body's modal, stiffness, NVH and other performances. For example, the coupled body-in-white model is used to output the following: Fig.10 The body modal analysis matrix shown in the figure is output by the coupled body-in-white model as follows Fig.11 The body stiffness analysis matrix shown in the figure is output by coupling the body-in-white model as follows Fig.12The body NVH attachment point dynamic stiffness analysis matrix is ​​shown.

[0102] The second step is to determine a first relationship function between the vehicle parameter and the second performance;

[0103] Based on the performance calculation results obtained from the finite element model of the target vehicle body in the first step, a corresponding sample data statistical table is generated according to the variables (vehicle parameters and corresponding performance calculation results); a statistical table is established based on the variable data in the sample and the response data in the performance calculation results, and various DOE (Design of Experiments) analyses such as contribution rate, main effect, and interaction effect are carried out. Based on the statistical table, a parameter variable-performance response approximate model, namely the first relationship function, is further constructed.

[0104] The third step is to determine the optimized values ​​of the vehicle parameters according to the first relationship function.

[0105] Based on the design variables of the coupled body parameter module (parametric model), the modal, stiffness, NVH and other performance responses of the body are carried out, and the multi-disciplinary and multi-objective optimization solution is carried out using the multi-objective optimization algorithm to obtain the optimized values ​​of the vehicle parameters.

[0106] The vehicle parameter determination method provided in the embodiment of the present application applies the optimized values ​​of the vehicle parameters obtained in the vehicle concept design stage, so as to achieve a global optimal design for the collaborative development of the layout, process, weight, cost, etc. of the vehicle body.

[0107] In some optional implementations, the finite element model of the existing vehicle structure includes: a non-body finite element model of the existing vehicle, which is obtained by deleting the structure that overlaps with the existing body structure from the whole vehicle finite element model of the existing vehicle, and the target vehicle model includes the whole vehicle model of the target vehicle. The operation of executing S101 specifically also includes: performing node overlap processing on the body model of the target vehicle and the non-body finite element model of the existing vehicle to obtain the whole vehicle model of the target vehicle.

[0108] For example, from the finite element model of the whole vehicle of an existing vehicle, finite element models of the chassis, battery system, power system, suspension, door cover, seat, steering system, etc. are extracted, wherein the finite element model of the door cover of the existing vehicle is as follows: Fig.13 As shown in FIG. 1 , the finite element model of the non-body assembly of the existing vehicle except the door cover is as follows Fig.14 shown.

[0109] like Figure 2 As shown, Fig. 9 The body model of the target vehicle shown, as well as the chassis, battery, power, suspension, etc., namely Fig.13 The door cover shown and Fig.14The non-body finite element model of the existing vehicle composed of other assemblies shown in FIG. 1 is subjected to node overlap processing to obtain the following Fig.15 The full vehicle model of the target vehicle is shown.

[0110] In some optional implementations, the operation of performing S102 specifically includes: establishing a whole vehicle finite element model of the target vehicle according to the whole vehicle model of the target vehicle. Applying the parameter module based on DOE methods such as optimized Latin square and full factor method to create a whole vehicle finite element mesh model sample of the front vehicle model to obtain the whole vehicle finite element model of the target vehicle.

[0111] application Fig.15 The vehicle model shown is converted into a finite element model of the vehicle body during the operation of S102 to perform analysis and optimization of NVH, stiffness and strength and other performances.

[0112] In some optional implementations, executing the operation of S103 specifically includes:

[0113] The first step is to calculate and output the third performance corresponding to each set of vehicle parameters of multiple sets of vehicle parameters based on the body finite element model of the target vehicle, and the third performance includes: stiffness performance, NVH performance, and collision performance of the body of the target vehicle, and collision performance, NVH performance, and durability performance of the entire target vehicle.

[0114] Based on the generated vehicle finite element mesh, the collision, bending and torsional stiffness, modal, dynamic stiffness and other performance calculations are performed. For example, the vehicle finite element model of the target vehicle is used to perform a collision simulation and output the following: Fig.16 The 100% frontal crash analysis results are shown. It can be understood that Fig.16 Some structures that are not conducive to observing the deformation of the vehicle body structure are hidden, such as door covers.

[0115] In the second step, a second relationship function between the vehicle parameter and the third performance is determined.

[0116] Based on the performance calculation results obtained from the whole vehicle finite element model of the target vehicle in the first step, the corresponding sample data statistical table is generated according to the variables (vehicle parameters and the corresponding performance calculation results); a statistical table is established based on the variable data in the sample and the response data in the performance calculation results, and various DOE (Design of Experiments) analyses such as contribution rate, main effect, and interaction effect are carried out, and a parameter variable-performance response approximate model, i.e., the second relationship function, is further constructed based on the statistical table.

[0117] The third step is to determine the optimized values ​​of the vehicle parameters according to the second relationship function.

[0118] Based on the design variables of the coupled body-parameter module (parametric model), the body collision, bending and torsional stiffness, modal, dynamic stiffness and other performance responses are carried out, and multi-disciplinary and multi-objective optimization solutions are carried out using multi-objective optimization algorithms to obtain the optimized values ​​of vehicle parameters.

[0119] The vehicle parameter determination method provided in the embodiment of the present application applies the optimized values ​​of the vehicle parameters obtained in the vehicle concept design stage, so as to achieve a global optimal design for the collaborative development of the layout, process, weight, cost, etc. of the whole vehicle.

[0120] In some optional implementations, after determining the optimized values ​​of the vehicle parameters, it is also necessary to verify the optimized values ​​of the vehicle parameters and implement the effective structure, material and material thickness recommendations obtained based on the optimization of the previous vehicle model. The specific operations are as follows:

[0121] Based on the whole vehicle finite element model of the target vehicle, the third performance corresponding to the optimized value of the vehicle parameters is calculated and output, and it is judged whether the third performance corresponding to the optimized value of the vehicle parameters meets the set vehicle performance index, that is, Figure 2 As shown in, after the simulation analysis and optimization of collision, NVH, rigidity, strength and durability and the DOE analysis and multidisciplinary optimization based on parameterized structure, it is judged whether the performance corresponding to the optimized value of vehicle parameters meets the standard.

[0122] If the third performance corresponding to the optimized value of the vehicle parameter does not meet the vehicle performance index, the optimized value of the vehicle parameter is modified. The specific operation is as follows: Figure 2 As shown, the values ​​of vehicle parameters are adjusted, the parameter values ​​of the coupled body simulation model are reset, and the whole vehicle finite element model of the target vehicle is generated again.

[0123] Again based on the whole vehicle finite element model of the target vehicle, the third performance corresponding to the optimized value of the modified vehicle parameter is calculated and output, and it is determined whether the third performance corresponding to the optimized value of the modified vehicle parameter meets the vehicle performance index, until the third performance corresponding to the optimized value of the modified vehicle parameter finally meets the vehicle performance index, or the number of modifications of the optimized value of the vehicle parameter reaches a preset number.

[0124] It is understandable that if the number of modifications of the optimized values ​​of the vehicle parameters reaches a preset number, it is difficult to obtain the optimized values ​​of the vehicle parameters that make the performance of the target vehicle meet the standards, and the parameterized model of the target vehicle structural parts needs to be modified or rebuilt.

[0125] The vehicle parameter determination method provided in the embodiment of the present application has the following beneficial effects:

[0126] 1. Achieve the global optimal design of the coordinated development of vehicle layout, process, weight, cost, etc. Compared with the serial single-performance development process of CAD→CAE→CAD based on detailed data, it can break through the limitations of layout, process, weight, cost, etc., and obtain the global optimal structural solution for body and / or vehicle development, avoiding a series of potential problems caused by later performance optimization, such as space encroachment, cost increase, process adjustment, and weight excess.

[0127] For example, Fig.17 As shown, it shows the feasibility of different potential structural layouts and design schemes of a coupled body (upper body without parameters + lower body with parameters) in the early conceptual design stage of a certain vehicle model, and the vehicle parameter determination method provided in the above embodiment is used to optimize the vehicle parameters. Fig.17 a. Fig.17 b. Fig.17 c. Fig.17 The four vehicle parameters shown in d correspond to the following situations. After the operation analysis of S103, based on the comprehensive consideration of layout, process feasibility, weight not overweight, and optimal performance, the final optimal solution is: Fig.17 d's plan.

[0128] 2. Compared with the fully parametric development of SFE, the performance development matrix in the conceptual design stage is more complete and rich. The same body model meets the conceptual stage development of multiple disciplines such as collision, NVH, strength and durability, and the accuracy of the simulation results meets the requirements of vehicle model development.

[0129] The vehicle parameter determination method provided in the above embodiment is adopted. In the conceptual design stage of a certain vehicle model, the upper body module with parameters (the upper body is a parameterized model of the target vehicle structure) is coupled with the lower body module without parameters (the finite element model of the existing vehicle structure), and the obtained front vehicle model (target vehicle model) is combined with performance simulation analysis. Compared with the later stage of project development, the performance simulation analysis results of the detailed data FE model are adopted, which compares the collision, NVH dynamic stiffness, stiffness model performance, etc. The results show that the numerical error of the collision performance analysis results of the front vehicle model is small, the deformation mode is consistent, the trend of the dynamic stiffness curve is consistent, and the numerical error of the stiffness modal analysis result is small. It can be seen that the overall error of the front vehicle model application is controllable, and the performance development matrix in the conceptual stage can be expanded to more performance dimensions.

[0130] A). Collision performance:

[0131] like Fig.18 , 19 As shown in the figure, the collision performance comparison results of the front vehicle model in the conceptual design stage (hereinafter referred to as the early model) and the later development detailed data model (hereinafter referred to as the later model) are given, among which, Fig.18This is a comparison diagram of the deformation modes of the energy absorption box and the front beam in the collision test embodiment of the present application. Fig.19 This is a comparison chart of the B-pillar acceleration curves of the collision test in the embodiment of the present application.

[0132] from Fig.18 It can be seen that the deformation modes of the energy absorption box and the front beam of the 40% offset collision condition output by the early model and the later model are basically the same at 20S (energy absorption box crushing), among which, Fig.18 a is the deformation mode of the energy absorption box and front beam of the collision test of the early model. Fig.18 b is the deformation mode of the energy absorption box and front beam in the collision test of the later model.

[0133] like Fig.19 As shown in Figure 2, the B-pillar acceleration trends and peak values ​​of the 40% offset collision condition output by the early model and the later model are basically consistent. Fig.19 a is the B-pillar acceleration curve of the collision test of the early model, with a peak acceleration of 45.8G. Fig.19 b is the B-pillar acceleration curve of the collision test of the later model, with a peak acceleration of 42.8G.

[0134] Another example Fig. 20 As shown, Fig. 20 a is a schematic diagram of the front panel intrusion of the collision test of the early model, with the maximum intrusion in the X direction of 374mm. Fig. 20 b is a schematic diagram of the intrusion of the front panel of the later model in the collision test. The maximum intrusion in the X direction is 443mm. Therefore, in the collision test, the maximum intrusion position of the front panel of the early model and the later model is consistent, which shows that the intrusion error is small.

[0135] Another example Fig.21 As shown, Fig.21 a is the rebound curve of the collision test of the previous model, and the rebound time is 61.8s. Fig.21 b is the collision test rebound curve of the later model, and the rebound time is 56.8s. It can be seen that the rebound times of the two are close and the error is small.

[0136] B).NVH dynamic stiffness performance:

[0137] The NVH dynamic stiffness performance analysis was performed on the early model and the later model respectively. The results are as follows: Fig. 22 The dynamic stiffness curves in the X, Y, and Z directions at point 1020 (rear suspension mounting point) of the vehicle body are shown. It can be seen that at point 1020 of the vehicle body, the dynamic stiffness curves in the X, Y, and Z directions have the same trend. Fig. 22 In the figure, the dotted lines marked with X1, Y1, and Z1 are the dynamic stiffness curves in the X, Y, and Z directions of the early model, and the solid lines marked with X2, Y2, and Z2 are the dynamic stiffness curves in the X, Y, and Z directions of the late model.

[0138] C). Body stiffness performance:

[0139] The body stiffness performance analysis was performed on the early model and the late model respectively, and the results are shown in Table 1. As can be seen from Table 1, the errors of the early model and the late model in the torsional and bending stiffness of the body in white are less than 7%, and the errors of the first-order torsional mode and the first-order bending mode of the body in white are less than 5%.

[0140] performance Rear car model Front car model error Torsional stiffness Nm / deg 22316 23734 6.3％ Bending stiffness N / mm 26667 27886 4.6％ First torsional mode Hz 37.53 39.38 4.9％ First bending mode Hz 50.02 50.6 0.8％

[0141] Table 1

[0142] As shown in Table 2 below, the absolute value of the static stiffness error of the rear suspension mounting point of the vehicle body in the X\Y\Z directions is less than 25%.

[0143]

[0144] Table 2

[0145] 3. The simulation model matrix is ​​richer. According to the vehicle development strategy, detailed non-parametric data and parameterized modular data can be flexibly configured to build simulation models and carry out preliminary evaluation:

[0146] A). Platform vehicle model development (platform parameter module + upper body non-parameter module).

[0147] B). Development of derivative vehicle models (non-parametric front body + parametric rear body module).

[0148] C). Regional structure and performance development (performance-related regional parameter module + non-related regional non-parametric module), such as door sill and B-pillar section design and development.

[0149] Fourth, the principle of dividing the parameterized module and the non-parameterized module is based on performance considerations rather than manufacturing or part design considerations, and the modeling limitations are fewer. The establishment of simulation models at each stage of vehicle model development requires relatively complete inputs (the establishment of SFE models requires inputs such as CAS, cross-sections, and layout information, and the establishment of detailed FE models requires complete CAD modeling data). The vehicle parameter determination method provided in the embodiment of the present application only requires the layout of the local structural area and the structural design concept. By integrating the non-parameterized module data, a high-precision simulation analysis model can be established on the basis of minimizing the input requirements.

[0150] 5. Taking into account the multiple requirements of simulation model parameterization, refinement and development cycle compression during vehicle development, the project development cycle can be compressed by about 20 days by conducting multiple rounds of simulation analysis and optimization of the front vehicle model in the concept stage. The following table compares the differences in model structure, material thickness, multi-dimensional parameterized properties of materials, model refinement and modeling time of the coupled body model relative to other modeling bases.

[0151] The embodiment of the present application also provides a vehicle parameter determination device, which is applied to a server, and the server is pre-configured with a finite element model of an existing vehicle structural component;

[0152] like Fig.23 As shown, the vehicle parameter determination device 2300 includes:

[0153] 2301, a target vehicle model building unit is used to build a parameterized model of a target vehicle structure, and assemble the parameterized model with a finite element model of an existing vehicle structure to obtain a target vehicle model.

[0154] 2302, a finite element model building unit, is used to build a finite element model of a target vehicle according to a target vehicle model.

[0155] 2303, an optimization unit, is used to perform finite element analysis using a finite element model of a target vehicle, and determine optimized values ​​of vehicle parameters according to the output results of the finite element analysis. The vehicle parameters include the size, material, and position of the parameterized model, and the size and material of the finite element model of an existing vehicle structural component.

[0156] The vehicle parameter determination device 2300 provided in the embodiment of the present application can be used to implement the vehicle parameter determination method provided in the above embodiment, so as to achieve a global optimal structural solution for vehicle body development by breaking through multiple restrictions such as layout, process, weight, and cost in the conceptual design stage, and avoiding a series of potential problems such as space encroachment, cost increase, process adjustment, and weight excess caused by later performance optimization.

[0157] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a computer, the computer executes the method provided in the above embodiment.

[0158] The present application also provides a server, such as Fig.24 As shown, the server 2400 includes a memory 2401, a processor 2402, and a computer program 2403 stored in the memory 2401 and executable on the processor 2402. When the processor 2402 executes the computer program 2403, the server 2400 executes the method provided in the above embodiment.

[0159] The embodiments of the present application also provide a computer program product, including a computer program. When the computer program is executed, the computer executes the method provided in the above embodiments.

[0160] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0161] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0162] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

Claims

1. A method for determining vehicle parameters, characterized in that: Applied to a server, the server being pre-configured with a finite element model of an existing vehicle structural component; The method comprises: Establishing a parameterized model of a target vehicle structural component, and assembling the parameterized model with a finite element model of the existing vehicle structural component to obtain a target vehicle model; According to the target vehicle model, a finite element model of the target vehicle is established; The target vehicle finite element model is used to perform finite element analysis, and based on the output results of the finite element analysis, the optimized values ​​of vehicle parameters are determined, wherein the vehicle parameters include the size, material, and position of the parameterized model, and the size and material of the finite element model of the existing vehicle structural parts.

2. The method for determining vehicle parameters according to claim 1, characterized in that: The finite element model of the existing vehicle structure includes: a finite element model of an existing body structure, the finite element model of the existing body structure is obtained by deleting the structure that overlaps with the target vehicle structure from the body finite element model of the existing vehicle; the target vehicle model includes a body model of the target vehicle; The step of assembling the parameterized model with the finite element model of the existing vehicle structural component to obtain a target vehicle model includes: The parameterized model and the finite element model of the existing vehicle body structural component are subjected to node overlap processing to obtain a vehicle body model of the target vehicle.

3. The method for determining vehicle parameters according to claim 2, characterized in that: The step of establishing a finite element model of a target vehicle according to the target vehicle model comprises: According to the body model of the target vehicle, a body finite element model of the target vehicle is established; The step of performing finite element analysis using the target vehicle finite element model and determining optimized values ​​of vehicle parameters according to the output results of the finite element analysis includes: Based on the body finite element model of the target vehicle, calculate and output a first performance corresponding to the vehicle parameter, and judge whether the first performance meets a set first performance standard, wherein the first performance includes: stiffness performance, NVH performance, and collision performance of the body of the target vehicle; If the first performance does not meet the first performance standard, the vehicle parameters are modified, and based on the modified vehicle parameters, the first performance corresponding to the modified vehicle parameters is calculated and output, and it is determined again whether the first performance corresponding to the modified vehicle parameters meets the first performance standard, until the first performance corresponding to the finally modified vehicle parameters meets the first performance indicator, or the number of modifications of the vehicle parameters reaches a preset number of times.

4. The method for determining vehicle parameters according to claim 3, characterized in that: The step of performing finite element analysis using the target vehicle finite element model and determining optimized values ​​of vehicle parameters according to the output results of the finite element analysis includes: Based on the body finite element model of the target vehicle, for each group of vehicle parameters of the plurality of groups of vehicle parameters, calculate and output a second performance corresponding to the group of vehicle parameters, the second performance comprising: stiffness performance, NVH performance, and collision performance of the body of the target vehicle; determining a first relationship function between the vehicle parameter and the second performance; According to the first relationship function, an optimized value of the vehicle parameter is determined.

5. The method for determining vehicle parameters according to claim 2, characterized in that: The finite element model of the existing vehicle structure includes: a non-body finite element model of the existing vehicle, the non-body finite element model of the existing vehicle is obtained by deleting the structure overlapping with the existing body structure from the whole vehicle finite element model of the existing vehicle, and the target vehicle model includes the whole vehicle model of the target vehicle; The step of assembling the parameterized model with the finite element model of the existing vehicle structural component to obtain a target vehicle model further includes: The body model of the target vehicle and the non-body finite element model of the existing vehicle are subjected to node overlap processing to obtain a whole vehicle model of the target vehicle.

6. The method for determining vehicle parameters according to claim 5, characterized in that: The step of establishing a finite element model of a target vehicle according to the target vehicle model comprises: Establishing a whole vehicle finite element model of the target vehicle according to the whole vehicle model of the target vehicle; The step of performing finite element analysis using the target vehicle finite element model and determining optimized values ​​of vehicle parameters according to the output results of the finite element analysis includes: Based on the body finite element model of the target vehicle, for each group of vehicle parameters of the multiple groups of vehicle parameters, calculate and output a third performance corresponding to the group of vehicle parameters, the third performance including: stiffness performance, NVH performance, and collision performance of the body of the target vehicle, and collision performance, NVH performance, and durability performance of the entire target vehicle; determining a second relationship function between the vehicle parameter and the third property; According to the second relationship function, an optimized value of the vehicle parameter is determined.

7. The method for determining vehicle parameters according to claim 6, characterized in that: After determining the optimized value of the vehicle parameter according to the relationship function between the vehicle performance and the vehicle parameter, the method further includes: Based on the whole vehicle finite element model of the target vehicle, calculate and output a third performance corresponding to the optimized value of the vehicle parameter, and determine whether the third performance corresponding to the optimized value of the vehicle parameter meets the set vehicle performance index; If the third performance corresponding to the optimized value of the vehicle parameter does not meet the vehicle performance index, modifying the optimized value of the vehicle parameter; Based on the whole vehicle finite element model of the target vehicle, the third performance corresponding to the optimized value of the modified vehicle parameter is calculated and output, and it is determined whether the third performance corresponding to the optimized value of the modified vehicle parameter meets the vehicle performance index, until the third performance corresponding to the optimized value of the modified vehicle parameter finally meets the vehicle performance index, or the number of modifications of the optimized value of the vehicle parameter reaches a preset number.

8. The method for determining vehicle parameters according to claim 1, characterized in that: The step of establishing a parameterized model of a target vehicle structural component includes: A parametric model of the target vehicle structural part is established based on the received initial information of the shape, CAS data, section data, size, and material of the target vehicle structural part.

9. A device for determining vehicle parameters, characterized in that: Applied to a server, the server being pre-configured with a finite element model of an existing vehicle structural component; The device comprises: A target vehicle model building unit is used to build a parameterized model of a target vehicle structure, and assemble the parameterized model with a finite element model of the existing vehicle structure to obtain a target vehicle model; A finite element model building unit, used to build a finite element model of a target vehicle according to the target vehicle model; The optimization unit is used to perform finite element analysis using the target vehicle finite element model, and determine the optimized values ​​of vehicle parameters according to the results output by the finite element analysis, wherein the vehicle parameters include the size, material, and position of the parameterized model, and the size and material of the finite element model of the existing vehicle structural parts.

10. A server comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the server is caused to perform the method according to any one of claims 1 to 8.

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