Method, device and medium for improving vehicle body torsional rigidity

Abstract

The present disclosure relates to a method, device and medium for improving the torsional stiffness of a vehicle body, and belongs to the technical field of simulation data processing. The method includes: making a vehicle body model; performing defect detection on the vehicle body model; structurally supplementing the position of the defect of the vehicle body model to obtain a qualified vehicle body model; performing a topological test on the qualified vehicle body model to determine the position on the qualified vehicle body model where the torsional stiffness needs to be improved; improving the torsional stiffness of the position where the torsional stiffness needs to be improved through a preset scheme to obtain a stiffness-enhanced vehicle body model; automating the stiffness-enhanced vehicle body model to improve the torsional stiffness of the vehicle body. The present disclosure first determines whether the structure of the vehicle body model itself can meet the standard for improving the torsional stiffness, and then improves the torsional stiffness of the vehicle body that meets the standard with the optimal preset scheme.

Description

Technical Field

[0001] The present invention belongs to the technical field of simulation data processing, and in particular relates to a method, a device and a medium for improving the torsional rigidity of a vehicle body. Background Art

[0002] As people's living standards continue to improve, more and more consumers are paying more attention to the comfort performance of the car body. The overall torsional stiffness of the car body is the basis of all the performance of the car body. Whether it is turning, crossing bumps, noise reduction, shock absorption and other comfort indicators, they all require the support of high torsional stiffness. Therefore, high torsional stiffness is the premise of car body comfort.

[0003] After electric vehicles replaced fuel vehicles, the vibration of the vehicle body has been greatly reduced because the engine and gearbox with large vibration have been eliminated and replaced with electric motors with smaller vibration amplitude. In a smoother driving process, the above-mentioned turning, crossing bumps and other working conditions will amplify the experience of the passengers in the car. Therefore, modern electric vehicle bodies need better overall torsional stiffness to provide passengers with matching comfort, and it is necessary to improve the torsional stiffness of electric vehicle bodies.

[0004] In the related art, it is not guaranteed that the best torsional stiffness optimization solution is adopted.

[0005] A Chinese patent document with publication number CN114861308A discloses a technology named "A method for optimizing torsional stiffness of a body-in-white based on a CAE model". This technology does not detect the structural defects of the body model, and the body model used may not meet the standard for improving torsional stiffness, resulting in poor torsional stiffness optimization effect or even failure of optimization at all; this technology does not use topological testing to determine the position where torsional stiffness needs to be improved; this technology does not provide specific technical means for optimizing the torsional stiffness of the body model; this technology does not use automated processing technology, resulting in unreliable optimization effect of torsional stiffness or failure to achieve the optimal result; this technology does not perform weight reduction processing on the optimized model.

[0006] The Chinese patent document with publication number CN110008614A discloses a technology named "A method for optimizing torsional stiffness of a body-in-white". In this technology, the optimization of the area to be optimized includes: obtaining the process requirements of the production process of the body-in-white assembly, and optimizing the area to be optimized according to the process requirements of the production process of the body-in-white assembly. This optimization measure does not involve the determination of the optimization plan, nor does it involve the structural supplementation of the body model itself, and the determination of the optimal optimization plan. It only simply mentions "increasing the thickness of parts, adding reinforcing ribs, and adding structural adhesives". The effect of improving torsional stiffness is limited. In addition, it does not involve reducing the weight of the body model.

[0007] The Chinese patent document with publication number CN118410579A discloses a technology named “A method for analyzing the sensitivity of torsional stiffness of a body in white”, which only relates to an analysis method of the sensitivity of torsional stiffness of a body in white.

[0008] A Chinese patent document with publication number CN118568851A discloses a technology named "body torsional stiffness calculation method, electronic device, storage medium and device", which only involves the calculation of the torsional stiffness of the body, and aims to improve the matching degree between the simulation and experimental results of torsional stiffness. Summary of the invention

[0009] The present disclosure proposes a method, device and medium for improving the torsional stiffness of a vehicle body to solve the above-mentioned technical problems.

[0010] According to a first aspect of the present disclosure, a method for improving the torsional stiffness of a vehicle body is provided, the method comprising: making a vehicle body model; performing defect detection on the vehicle body model; structurally supplementing the positions of the defects of the vehicle body model to obtain a qualified vehicle body model; performing a topological test on the qualified vehicle body model to determine the positions on the qualified vehicle body model where torsional stiffness needs to be improved; improving the torsional stiffness of the positions where torsional stiffness needs to be improved through a preset scheme to obtain a vehicle body model with improved stiffness; and automatically processing the vehicle body model with improved stiffness to complete the improvement of the torsional stiffness of the vehicle body.

[0011] According to the above technical means, first ensure that the structure of the body model itself can meet the standard for improving torsional stiffness, then determine the location where torsional stiffness needs to be improved through topological testing, and then determine the optimal optimization plan. Use the determined optimal optimization plan to improve the torsional stiffness of the body. When the torsional stiffness performance is improved to the optimal level, reduce the weight of the body to further improve the overall body performance.

[0012] In some embodiments, after the automatic processing of the stiffness-enhanced vehicle body model, the method further includes: reducing the weight of the stiffness-enhanced vehicle body model after the automatic processing.

[0013] In some embodiments, the defect detection of the vehicle body model includes: setting the thickness of all shell unit components on the vehicle body model to be the same; dividing the vehicle body model to obtain regional blocks; changing the thickness of the regional blocks to determine the change in torsional stiffness of the regional blocks, wherein the change in torsional stiffness is characterized by stiffness sensitivity; judging whether the current stiffness sensitivity is greater than or equal to a stiffness sensitivity threshold; if so, checking the regional blocks to judge whether the current stiffness sensitivity is real and effective; if the current stiffness sensitivity is real and effective, adjusting the thickness of the structure of the regional blocks; counting the areas of regional blocks whose stiffness sensitivity values ​​are greater than or equal to the stiffness sensitivity threshold; judging whether the ratio of the counted area to the surface area of ​​the entire vehicle body model is less than a first ratio; detecting the torsional stiffness value of each regional block; if the sum of the areas of regional blocks whose torsional stiffness values ​​are less than or equal to the first torsional stiffness threshold accounts for more than the entire vehicle body model, a second ratio of the surface area of ​​the vehicle body model, and whether the sum of the areas of the regional blocks with multiple torsional stiffness values ​​greater than or equal to the second torsional stiffness threshold accounts for a third ratio of the surface area of ​​the entire vehicle body model, and whether the areas of the regional blocks with multiple torsional stiffness values ​​between the first torsional stiffness threshold and the second torsional stiffness threshold are linearly distributed; if the ratio of the statistical area to the surface area of ​​the entire vehicle body model is less than the first ratio, the sum of the areas of the regional blocks with multiple torsional stiffness values ​​less than or equal to the first torsional stiffness threshold accounts for the second ratio of the surface area of ​​the entire vehicle body model, and whether the sum of the areas of the regional blocks with multiple torsional stiffness values ​​greater than or equal to the second torsional stiffness threshold accounts for the third ratio of the surface area of ​​the entire vehicle body model, and whether the areas of the regional blocks with multiple torsional stiffness values ​​between the first torsional stiffness threshold and the second torsional stiffness threshold are linearly distributed, a comparative test is performed on the torsional stiffness of the vehicle body model to determine that the structure of the vehicle body model meets the standard for stiffness improvement.

[0014] In some embodiments, the comparative test of the torsional stiffness of the vehicle body model includes: calculating the original torsional stiffness value of the vehicle body model; determining the left loading point, the right loading point, the left measuring point, and the right measuring point on the vehicle body model; obtaining the displacement of the left loading point, the displacement of the right loading point, the displacement of the left measuring point, and the displacement of the right measuring point; calculating a first mean of the displacement of the left loading point and the displacement of the left measuring point; calculating a second mean of the displacement of the right loading point and the displacement of the right measuring point; calculating a test torsional stiffness value based on the first mean and the second mean; if the test torsional stiffness value is greater than or equal to the fourth ratio of the sum of the areas of multiple regional blocks of the original torsional stiffness value to the surface area of ​​the entire vehicle body model, it is determined that the structure of the vehicle body model meets the standard for stiffness.

[0015] In some embodiments, the vehicle body model includes a left front shock absorber mounting point, a right front shock absorber mounting point, a left rear spring seat mounting portion, a right rear spring seat mounting portion, a left vehicle body longitudinal beam, and a right vehicle body longitudinal beam; the calculating the original torsional stiffness value of the vehicle body model includes: loading a force at the centroid position of the left front shock absorber mounting point, and loading a force at the centroid position of the right front shock absorber mounting point, wherein the centroid position of the left front shock absorber mounting point is a left loading point, and the centroid position of the right front shock absorber mounting point is a right loading point; respectively performing RBE2 rigid connection on the left rear spring seat mounting portion and the right rear spring mounting portion; selecting the center of the bottom of the left vehicle body longitudinal beam and the position consistent with the X-axis coordinate of the left loading point as the left measuring point; selecting the center of the bottom of the right vehicle body longitudinal beam and the position consistent with the X-axis coordinate of the right loading point as the right measuring point; and calculating the original torsional stiffness value of the vehicle body model according to the angle formed by the displacement trajectory of the left measuring point and the horizontal plane, and the angle formed by the displacement trajectory of the right measuring point and the horizontal plane.

[0016] In some embodiments, the torsional stiffness of the position where the torsional stiffness needs to be improved is improved through a preset scheme, wherein the preset scheme is determined, including: calculating the torsional stiffness of the components involved in each preset scheme to be used, and determining the stiffness sensitivity corresponding to the torsional stiffness; correcting the stiffness sensitivity, wherein the correction rule includes: adding a component, subtracting the first set stiffness sensitivity from the stiffness sensitivity; adding a welding point, subtracting the second set sensitivity from the stiffness sensitivity; adding a bolt, subtracting the third set sensitivity from the stiffness sensitivity; sorting the corrected stiffness sensitivities, determining the preset scheme with a stiffness sensitivity greater than or equal to the fourth set stiffness sensitivity as the first scheme, determining the preset scheme with a stiffness sensitivity less than the fourth set stiffness sensitivity and greater than or equal to the fifth set stiffness sensitivity as the second scheme, and determining the preset scheme with a stiffness sensitivity less than the fifth set stiffness sensitivity as the third scheme.

[0017] In some embodiments, the automated processing of the stiffness-enhanced vehicle body model includes: obtaining the size, thickness, position, and connection strength of the components involved in a preset scheme; and further adjusting the size, thickness, position, and connection strength to optimize the torsional stiffness improvement effect of the stiffness-enhanced vehicle body model.

[0018] In some embodiments, the stiffness-enhanced body model after automated processing includes multiple components; reducing the weight of the stiffness-enhanced body model after automated processing includes: performing thickness sensitivity analysis on each component; sorting and grading multiple components according to thickness sensitivity, wherein components with thickness sensitivity greater than or equal to a first thickness sensitivity threshold are determined as components in a prohibited weight reduction zone; components with thickness sensitivity less than the first thickness sensitivity threshold and greater than or equal to a second thickness sensitivity threshold are determined as components in an alternative weight reduction zone; and components with thickness sensitivity less than the second thickness sensitivity threshold are determined as components in a non-weight reduction zone.

[0019] According to a second aspect of the present disclosure, a vehicle body torsional stiffness improvement device is provided, comprising: a memory; and a processor coupled to the memory, the processor being configured to execute the vehicle body torsional stiffness improvement method as described above based on instructions stored in the memory.

[0020] According to a third aspect of the present disclosure, a computer storable medium is provided, on which computer program instructions are stored, and when the instructions are executed by a processor, the method for improving the torsional rigidity of a vehicle body as described above is implemented.

[0021] By adopting the above technical scheme, the embodiments of the present disclosure can achieve the following beneficial technical effects: first, a body model is made, then the body model is defect-detected, and then the defective positions of the body model are structurally supplemented to ensure that the structure of the body model itself is reasonable and defect-free, so that the body model meets the standard for improving torsional stiffness; then a topological test is performed on the qualified body model to determine the position where the torsional stiffness needs to be improved; the optimal optimization scheme is determined by the stiffness sensitivity corresponding to the torsional stiffness; after the torsional stiffness is improved to the standard, the body is reduced in weight to further ensure the overall body performance. The present disclosure forms a reasonable, efficient, and logically closed-loop method for improving the torsional stiffness of the body, which effectively ensures the achievement of the development goals and development time nodes of the whole vehicle. This set of solutions can greatly reduce the design experience requirements for body designers, reduce workload, reduce labor intensity, and save labor costs.

[0022] Other features and advantages of the present disclosure will become apparent from the following detailed description of exemplary embodiments of the present disclosure with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0024] Figure 1is a flow chart showing a method for improving the torsional rigidity of a vehicle body according to some embodiments of the present disclosure.

[0025] Figure 2 is a schematic diagram illustrating calculation of torsional stiffness according to some embodiments of the present disclosure.

[0026] Figure 3 is a schematic diagram illustrating automatic optimization of a vehicle body model according to some embodiments of the present disclosure.

[0027] Figure 4 is a block diagram showing a vehicle body torsional rigidity improving device according to some embodiments of the present disclosure.

[0028] Figure 5 is a block diagram showing a vehicle body torsional rigidity improvement device according to other embodiments of the present disclosure.

[0029] Figure 6 is a block diagram illustrating a computer system for implementing some embodiments of the present disclosure. DETAILED DESCRIPTION

[0030] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure unless otherwise specifically stated.

[0031] At the same time, it should be understood that for the convenience of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship.

[0032] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0033] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0034] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0035] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0036] At present, with the continuous improvement of people's living standards, more and more consumers are paying more attention to the comfort performance of the car body. The overall torsional stiffness of the car body is the basis of all the performance of the car body. Whether it is turning, crossing bumps, noise reduction, shock absorption and other comfort indicators, they all require the support of high torsional stiffness. Therefore, high torsional stiffness is the premise of car body comfort.

[0037] After electric vehicles replaced fuel vehicles, the vibration of the vehicle body has been greatly reduced because the engine and gearbox with large vibration have been eliminated and replaced with electric motors with smaller vibration amplitude. In a smoother driving process, the above-mentioned turning, crossing bumps and other working conditions will amplify the experience of the passengers in the car. Therefore, modern electric vehicle bodies need better overall torsional stiffness to provide passengers with matching comfort, and it is necessary to improve the torsional stiffness of electric vehicle bodies.

[0038] In the related art, it is not guaranteed that the best torsional stiffness optimization solution is adopted.

[0039] In view of this, the present disclosure proposes a method, device and medium for improving the torsional stiffness of a vehicle body. First, a vehicle body model is made, then a defect detection is performed on the vehicle body model, and then the defect position of the vehicle body model is structurally supplemented to ensure that the structure of the vehicle body model itself is reasonable and has no defects, so that the vehicle body model meets the standard for improving torsional stiffness; then a topological test is performed on the qualified vehicle body model to determine the position where the torsional stiffness needs to be improved; the optimal optimization scheme is determined by the stiffness sensitivity corresponding to the torsional stiffness; after the torsional stiffness is improved to the standard, the vehicle body is reduced in weight to further ensure the overall vehicle body performance. The present disclosure forms a reasonable, efficient and logically closed-loop method for improving the torsional stiffness of a vehicle body, which effectively ensures the achievement of the vehicle development goals and development time nodes. This solution can greatly reduce the design experience requirements for vehicle body designers, reduce workload, reduce labor intensity, and save labor costs.

[0040] Figure 1 FIG. 1 is a flow chart showing a method for improving the torsional rigidity of a vehicle body according to some embodiments of the present disclosure. Figure 1 As shown, the method for improving the torsional rigidity of a vehicle body includes steps 110 to 160 .

[0041] In step 110, a vehicle body model is produced.

[0042] In step 120, defect detection is performed on the vehicle body model.

[0043] The thickness of all shell unit components on the vehicle body model is set to be the same; the vehicle body model is divided to obtain regional blocks; the thickness of the regional blocks is changed to determine the change in torsional stiffness of the regional blocks, wherein the change in torsional stiffness is characterized by stiffness sensitivity; it is determined whether the current stiffness sensitivity is greater than or equal to the stiffness sensitivity threshold; if so, the regional blocks are checked to determine whether the current stiffness sensitivity is real and effective; if the current stiffness sensitivity is real and effective, the thickness of the structure of the regional blocks is adjusted; the areas of the regional blocks whose stiffness sensitivity values ​​are greater than or equal to the stiffness sensitivity threshold are counted; it is determined whether the ratio of the counted area to the surface area of ​​the entire vehicle body model is less than a first ratio; the torsional stiffness value of each regional block is detected; if the sum of the areas of the regional blocks whose torsional stiffness values ​​are less than or equal to the first torsional stiffness threshold accounts for a second ratio of the surface area of ​​the entire vehicle body model, and whether the sum of the areas of the regional blocks with multiple torsional stiffness values ​​greater than or equal to the second torsional stiffness threshold accounts for a third ratio of the surface area of ​​the entire vehicle body model, and whether the areas of the regional blocks with multiple torsional stiffness values ​​between the first torsional stiffness threshold and the second torsional stiffness threshold are linearly distributed; if the ratio of the statistical area to the surface area of ​​the entire vehicle body model is less than the first ratio, the sum of the areas of the regional blocks with multiple torsional stiffness values ​​less than or equal to the first torsional stiffness threshold accounts for the second ratio of the surface area of ​​the entire vehicle body model, and whether the sum of the areas of the regional blocks with multiple torsional stiffness values ​​greater than or equal to the second torsional stiffness threshold accounts for a third ratio of the surface area of ​​the entire vehicle body model, and whether the areas of the regional blocks with multiple torsional stiffness values ​​between the first torsional stiffness threshold and the second torsional stiffness threshold are linearly distributed, a comparative test is performed on the torsional stiffness of the vehicle body model to determine that the structure of the vehicle body model meets the standard for stiffness improvement.

[0044] Set the thickness of all shell unit components of the car body to a uniform fixed thickness. The thickness result is selected as follows: the total weight of the original white body is the same as the total weight after the uniform thickness, that is, the fixed thickness is the average thickness.

[0045] The car body is divided into 100*100mm blocks, and the thickness of each block is changed to evaluate the change in stiffness. The change value is defined by stiffness sensitivity, which is the change in torsional stiffness caused by each kilogram of weight, in K / kg.

[0046] Manual inspection is performed on the areas with a sensitivity of more than 600 to confirm their rationality and manually supplement the structure for completeness. Then the sensitivity test is performed again.

[0047] The area with a final sensitivity of more than 600 accounts for less than 1.5% to 2%. The area with a stiffness target value of less than 20,000 accounts for 1.5%, and the area with a stiffness target value of more than 50,000 accounts for 2%, with a linear distribution in the middle.

[0048] After the above-mentioned conditions are met, a comparative test of torsional stiffness is conducted: the torsional stiffness value is obtained according to the original torsional stiffness value analysis method.

[0049] like Figure 2 As shown, the vehicle body model includes a left front shock absorber mounting point, a right front shock absorber mounting point, a left rear spring seat mounting portion, a right rear spring seat mounting portion, a left vehicle body longitudinal beam, and a right vehicle body longitudinal beam; calculating the original torsional stiffness value of the vehicle body model includes: loading a force at the centroid position of the left front shock absorber mounting point, and loading a force at the centroid position of the right front shock absorber mounting point, wherein the centroid position of the left front shock absorber mounting point is the left loading point, and the centroid position of the right front shock absorber mounting point is the right loading point;

[0050] Loading is performed at the centroid position of the left and right front shock absorber mounting points, with forces of equal magnitude and opposite direction, and the torque is 2000Nm.

[0051] Make RBE2 rigid connections to the left rear spring seat mounting part and the right rear spring mounting part respectively;

[0052] The rear spring seat installation position is rigidly connected with RBE2, the connection area size is 100*100mm, and the translation in the three directions of XYZ is constrained and fixed.

[0053] The center of the bottom of the left longitudinal beam of the vehicle body and the position that is consistent with the X-coordinate of the left loading point are selected as the left measuring point; the center of the bottom of the right longitudinal beam of the vehicle body and the position that is consistent with the X-coordinate of the right loading point are selected as the right measuring point;

[0054] Select the center of the bottom plane of the vehicle body longitudinal beam, which is consistent with the X-axis coordinate of the loading point, as the measurement point, such as Figure 2 shown.

[0055] The original torsional stiffness value of the vehicle body model is calculated based on the angle formed by the displacement trajectory of the left measuring point and the horizontal plane, and the angle formed by the displacement trajectory of the right measuring point and the horizontal plane.

[0056] The torsional stiffness of the vehicle body is calculated based on the angle formed by the displacement of the left and right measuring points and the horizontal plane.

[0057] Determine a left loading point, a right loading point, a left measuring point, and a right measuring point on the vehicle body model; obtain the displacement of the left loading point, the displacement of the right loading point, the displacement of the left measuring point, and the displacement of the right measuring point; calculate a first mean for the displacement of the left loading point and the displacement of the left measuring point; calculate a second mean for the displacement of the right loading point and the displacement of the right measuring point; calculate a test torsional stiffness value based on the first mean and the second mean; if the test torsional stiffness value is greater than or equal to a fourth ratio of the sum of the areas of multiple regional blocks of the original torsional stiffness value to the surface area of ​​the entire vehicle body model, determine that the structure of the vehicle body model meets the standard for stiffness.

[0058] In short, read the displacement of the loading point and the displacement of the measuring point, and take the average value as the test displacement, and use the test displacement to get the test torsional stiffness value. The test torsional stiffness value is not less than 85% of the torsional stiffness value, which is qualified.

[0059] If it fails, reduce the sensitivity from 600 to 500 and repeat the above process until the tested torsional stiffness value can reach 85% of the normal torsional stiffness value.

[0060] Please note that the body model uses an 8mm shell element mesh for the body sheet metal parts and a 3mm solid element mesh for the die casting parts.

[0061] In step 130, the defective position of the vehicle body model is structurally supplemented to obtain a qualified vehicle body model.

[0062] In step 140 , a topology test is performed on the standard vehicle body model to determine locations on the standard vehicle body model where torsional stiffness needs to be improved.

[0063] Build a topological space on the body model. The space covers the body and the surrounding 40mm space. The topological grid size is between 10*10mm and 20*20mm, depending on the computer performance. Connect the topological space with the nearest white body grid using RBE2. Perform torsional stiffness analysis on the white body model with topological space. The specific parameters are: the final mass of the topological space accounts for 3%-4.5% of the maximum mass, 3% for bodies above 600kg, 4.5% for bodies below 320kg, and a linear distribution in the middle. The overall torsional stiffness is 180%-200% of the torsional stiffness of the white body, and the final topological path is clear.

[0064] According to the topological analysis results, the remaining 3% area is where the preset solution is adopted.

[0065] In step 150, the torsional stiffness of the position where the torsional stiffness needs to be improved is improved through a preset solution to obtain a stiffness-enhanced vehicle body model.

[0066] Determining the preset scheme includes: calculating the torsional stiffness of the components involved in each preset scheme to be used, and determining the stiffness sensitivity corresponding to the torsional stiffness;

[0067] The stiffness sensitivity is corrected, wherein the correction rules include: adding a component, subtracting the first set stiffness sensitivity from the stiffness sensitivity; adding a welding point, subtracting the second set sensitivity from the stiffness sensitivity; adding a bolt, subtracting the third set sensitivity from the stiffness sensitivity;

[0068] After the topology test is completed, the topology results will show the key locations. Manual solutions are made at each key location.

[0069] The preset solutions include: adding connections, such as glue, welds, and bolts; adding new partition parts and local reinforcement plates; and local thickening.

[0070] Sensitivity correction is performed on each preset solution. The correction rules include: for each additional component, the sensitivity is -80; for each additional weld point, the sensitivity is -3; for each additional bolt, the sensitivity is -10. For each additional 10mm structural adhesive, the sensitivity is -10. The process complexity is evaluated to be between 0 and -150.

[0071] The corrected stiffness sensitivities are sorted, and the preset scheme whose stiffness sensitivity is greater than or equal to the fourth set stiffness sensitivity is determined as the first scheme, the preset scheme whose stiffness sensitivity is less than the fourth set stiffness sensitivity and greater than or equal to the fifth set stiffness sensitivity is determined as the second scheme, and the preset scheme whose stiffness sensitivity is less than the fifth set stiffness sensitivity is determined as the third scheme.

[0072] Please note that the first option is the best option, the second option is the alternative option, and the third option is the abandoned option.

[0073] The sensitivity of each preset scheme after correction is ranked, and the scheme with a sensitivity of 250-400 or above is regarded as a high-quality scheme, the target value below 20,000 is 400, and the target value above 50,000 is 250, with a linear distribution in the middle. 150-250 is regarded as an alternative scheme. The scheme below 150 is abandoned.

[0074] As shown in the following table, the topological position of No. 1 is set to the connection position between the front wall and the triangular support. After adopting the preset solution, the stiffness improvement is 57, the weight change is 0.16, and the sensitivity is 356; the topological position of No. 2 is set to the internal reinforcement beam of the rear wheel bag. After adopting the preset solution, the stiffness improvement is 204, the weight change is 0.33, and the sensitivity is 618; the topological position of No. 3 is set to the internal partition of the rear longitudinal beam. After adopting the preset solution, the stiffness improvement is 168, the weight change is 0.17, and the sensitivity is 988; the topological position of No. 4 is set to the additional beam of the rear wheel bag. After adopting the preset solution, the stiffness improvement is 359, the weight change is 3.7, and the sensitivity is 90; the topological position of No. 5 is set to 389. After adopting the preset solution, the stiffness improvement is 2.2, and the sensitivity is 177; the topological position of No. 6 is set to The topological position is the connection between the water trough and the A-pillar. After adopting the preset solution, the stiffness increase is 178, the weight change is 0.66, and the sensitivity is 270; the topological position of number 7 is set as the connection between the side beam and the A-pillar. After adopting the preset solution, the stiffness increase is 27, the weight change is 0.16, and the sensitivity is 167; the topological position of number 8 is set as adding a patch plate to the lower joint of the A-pillar. After adopting the preliminary solution, the stiffness increase is 54, the weight change is 0.18, and the sensitivity is 300; the topological position of number 9 is set as adding a patch plate to the upper surface of the rear longitudinal beam. After adopting the preset solution, the stiffness increase is 0.45, and the sensitivity is 291; the topological position of number 10 is set as the forward extension of the rear longitudinal beam reinforcement plate. After adopting the preset solution, the stiffness increase is 171, the weight change is 0.16, and the sensitivity is 1069.

[0075] Serial number Increased stiffness Weight change Sensitivity 1 57 0.16 356 2 204 0.33 618 3 168 0.17 988 4 359 3.7 90 5 389 2.2 177 6 178 0.66 270 7 27 0.16 167 8 54 0.18 300 9 131 0.45 291 10 171 0.16 1069

[0076] In step 160, the stiffness-enhanced vehicle body model is automatically processed to improve the torsional stiffness of the vehicle body.

[0077] The size, thickness, position, and connection strength of the components involved in the preset solution are obtained; and the size, thickness, position, and connection strength are further adjusted to optimize the torsional stiffness improvement effect of the stiffness-enhancing body model.

[0078] It is recommended to use SFE software to automate the body simulation model. The automated parts include: the size, thickness, position, and connection of each part of the solution. All variables are integrated together and the simulation software is used to select the optimal solution. The main parameters include: the overall stiffness is 100% of the total increase of the preset solution, and the weight is the lowest; the stiffness increase is the largest, and the weight is 70% of the preset solution; the stiffness increase is the largest, and the weight is 110% of the preset solution.

[0079] The above three parameters can obtain different scheme combinations, which can be selected based on the subsequent weight reduction effect.

[0080] like Figure 3 As shown, by automatically optimizing the position in the figure, it can be found that the components gradually become vertical and finally achieve the best optimization effect.

[0081] After the automatic processing of the rigidity-enhanced vehicle body model, the method further includes: reducing the weight of the rigidity-enhanced vehicle body model after the automatic processing.

[0082] The rigidity-enhanced vehicle body model after automated processing includes multiple components; reducing the weight of the rigidity-enhanced vehicle body model after automated processing includes: performing thickness sensitivity analysis on each component; sorting and grading multiple components according to thickness sensitivity, wherein components with thickness sensitivity greater than or equal to a first thickness sensitivity threshold are determined as components in a prohibited weight reduction zone; components with thickness sensitivity less than the first thickness sensitivity threshold and greater than or equal to a second thickness sensitivity threshold are determined as components in an alternative weight reduction zone; and components with thickness sensitivity less than the second thickness sensitivity threshold are determined as components in a non-weight reduction zone.

[0083] All parts of the body-in-white are analyzed for thickness sensitivity, and all parts are ranked and graded for sensitivity; parts with a sensitivity above 100 are considered to be in the high-sensitivity zone and will not be thinned or reduced in weight; parts with a sensitivity of 50-100 are in the alternative range; and parts below 50 are in the range where weight reduction is possible. Engineers conduct weight reduction feasibility assessments on parts with a sensitivity below 50, implement all weight reduction solutions, and calculate the reduction in performance and weight.

[0084] The weight reduction plan is integrated with the automatic optimization plan to finally determine the plan with the lowest weight and performance that meets the requirements. If the performance does not meet the requirements, return to the preset plan making stage to increase the number of plans and make a new preset plan.

[0085] The present invention can ensure the rationality of the vehicle body structure, and utilize the optimal preset solution to improve the torsional rigidity of the vehicle body, thereby achieving the best weight reduction of the vehicle body while meeting the target requirements.

[0086] Figure 4 is a block diagram showing a vehicle body torsional rigidity improvement device according to some embodiments of the present disclosure. Figure 4 As shown, the vehicle body torsional stiffness improvement device 700 includes a manufacturing module 710 , a defect detection module 720 , a structure supplement module 730 , a topology testing module 740 , a torsional stiffness improvement module 750 , and an automated processing module 760 .

[0087] A manufacturing module 710 is configured to manufacture a vehicle body model;

[0088] A defect detection module 720 is configured to perform defect detection on the vehicle body model;

[0089] The structure supplement module 730 is configured to perform structural supplement on the defect position of the vehicle body model to obtain a qualified vehicle body model;

[0090] A topology testing module 740 is configured to perform a topology test on the qualified vehicle body model to determine a position on the qualified vehicle body model where torsional stiffness needs to be improved;

[0091] The torsional stiffness improvement module 750 is configured to improve the torsional stiffness of the position where the torsional stiffness needs to be improved through a preset scheme to obtain a stiffness-improved vehicle body model;

[0092] The automatic processing module 760 is configured to automatically process the stiffness-enhanced vehicle body model to improve the torsional stiffness of the vehicle body.

[0093] In the device of the embodiment of the present disclosure, a car body model is first made, then the car body model is defect-detected, and then the position of the defect of the car body model is structurally supplemented to ensure that the structure of the car body model itself is reasonable and defect-free, so that the car body model meets the standard of improving torsional stiffness; then the qualified car body model is topologically tested to determine the position where the torsional stiffness needs to be improved; the optimal optimization scheme is determined by the stiffness sensitivity corresponding to the torsional stiffness; after the torsional stiffness is improved to the standard, the car body is reduced in weight to further ensure the overall car body performance. The present disclosure forms a reasonable, efficient, and logically closed-loop method for improving the torsional stiffness of the car body, which effectively ensures the achievement of the development goals and development time nodes of the whole vehicle. This solution can greatly reduce the design experience requirements for car body designers, reduce workload, reduce labor intensity, and save labor costs.

[0094] Figure 5 is a block diagram showing a vehicle body torsional rigidity improving device according to some embodiments of the present disclosure.

[0095] like Figure 5 As shown, the vehicle body torsional rigidity improvement device 800 includes a memory 810; and a processor 820 coupled to the memory 810. The memory 810 is used to store instructions for executing the corresponding embodiment of the vehicle body torsional rigidity improvement method. The processor 820 is configured to execute the vehicle body torsional rigidity improvement method in any of the embodiments of the present disclosure based on the instructions stored in the memory 810.

[0096] Figure 6 is a block diagram showing a computer system for implementing some embodiments of the present disclosure. Figure 6As shown, the computer system 900 may be embodied in the form of a general-purpose computing device. The computer system 900 includes a memory, a processor 920, and a bus 930 that connects various system components.

[0097] The memory 910 may include, for example, a system memory, a non-volatile storage medium, etc. The system memory may store, for example, an operating system, an application program, a boot loader, and other programs. The system memory may include a volatile storage medium, such as a random access memory (RAM) and / or a cache memory. The non-volatile storage medium may store, for example, instructions for executing at least one of the corresponding embodiments of the method for improving the torsional stiffness of the vehicle body. The non-volatile storage medium includes, but is not limited to, a disk memory, an optical memory, a flash memory, and the like.

[0098] The processor 920 can be implemented by a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistors, etc. Discrete hardware components. Accordingly, each module such as a manufacturing module, a defect detection module, a structure supplementation module, a topology test module, a torsional stiffness enhancement module, and an automated processing module can be implemented by a central processing unit (CPU) running instructions in a memory that execute corresponding steps, or can be implemented by a dedicated circuit that executes corresponding steps.

[0099] The bus 930 may use any of a variety of bus architectures, including, but not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MCA) bus, and a Peripheral Component Interconnect (PCI) bus.

[0100] The computer system 900 may also include an input / output interface 940, a network interface 950, a storage interface 960, etc. These interfaces 940, 950, 960, the memory 910, and the processor 920 may be connected via a bus 930. The input / output interface 940 may provide a connection interface for input / output devices such as a display, a mouse, and a keyboard. The network interface 950 may provide a connection interface for various networked devices. The storage interface 960 may provide a connection interface for external storage devices such as a floppy disk, a USB flash drive, and an SD card.

[0101] Here, various aspects of the present disclosure are described with reference to flowcharts and / or block diagrams of methods, devices, and computer program products according to embodiments of the present disclosure. It should be understood that each frame of the flowchart and / or block diagram and the combination of frames can be implemented by computer-readable program instructions.

[0102] These computer-readable program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer or other programmable device to produce a machine, so that the processor executes the instructions to produce means for implementing the functions specified in one or more blocks in the flowchart and / or block diagram.

[0103] These computer-readable program instructions may also be stored in a computer-readable memory, which cause the computer to work in a specific manner to produce an article of manufacture, including instructions for implementing the functions specified in one or more blocks in the flowchart and / or block diagram.

[0104] The present disclosure can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects.

[0105] The present disclosure first determines whether the structure of the vehicle body model itself can meet the standard for improving torsional rigidity, and then improves the torsional rigidity of the vehicle body that meets the standard with the optimal preset solution.

[0106] So far, the method, device and medium for improving the torsional rigidity of the vehicle body according to the present disclosure have been described in detail. In order to avoid obscuring the concept of the present disclosure, some details known in the art are not described. Based on the above description, those skilled in the art can fully understand how to implement the technical solution disclosed here.

[0107] Although some specific embodiments of the present disclosure have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It should be understood by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. A method for improving the torsional rigidity of a vehicle body, characterized in that: The method comprises: Make car body models; Performing defect detection on the vehicle body model; Structurally supplementing the defective position of the vehicle body model to obtain a qualified vehicle body model; Performing a topological test on the qualified vehicle body model to determine a location on the qualified vehicle body model where torsional stiffness needs to be improved; The torsional stiffness of the position where the torsional stiffness needs to be improved is improved through a preset scheme to obtain a body model with improved stiffness; wherein, the determination of the preset scheme includes: calculating the torsional stiffness of the components involved in each preset scheme to be used, and determining the stiffness sensitivity corresponding to the torsional stiffness; correcting the stiffness sensitivity, wherein the correction rule includes: adding a component, subtracting the first set stiffness sensitivity from the stiffness sensitivity; adding a welding point, subtracting the second set sensitivity from the stiffness sensitivity; adding a bolt, subtracting the third set sensitivity from the stiffness sensitivity; sorting the corrected stiffness sensitivities, determining the preset scheme with a stiffness sensitivity greater than or equal to the fourth set stiffness sensitivity as the first scheme, determining the preset scheme with a stiffness sensitivity less than the fourth set stiffness sensitivity and greater than or equal to the fifth set stiffness sensitivity as the second scheme, and determining the preset scheme with a stiffness sensitivity less than the fifth set stiffness sensitivity as the third scheme; The stiffness-enhanced vehicle body model is automatically processed to improve the torsional stiffness of the vehicle body.

2. The method for improving the torsional rigidity of a vehicle body according to claim 1, characterized in that: After the automatic processing of the rigidity-enhanced vehicle body model, the method further includes: The rigidity-enhanced vehicle body model after the automated processing is reduced in weight.

3. The method for improving the torsional rigidity of a vehicle body according to claim 1, characterized in that: The performing defect detection on the vehicle body model comprises: Setting the thickness of all shell element components on the vehicle body model to be the same; Dividing the vehicle body model to obtain regional blocks; Changing the thickness of the area block to determine a change in torsional stiffness of the area block, wherein the change in torsional stiffness is characterized by stiffness sensitivity; Determine whether the current stiffness sensitivity is greater than or equal to the stiffness sensitivity threshold; If so, the area block is checked to determine whether the current stiffness sensitivity is real and effective; If the current stiffness sensitivity is real and effective, adjusting the thickness of the structure of the regional block; Counting the areas of the region blocks whose stiffness sensitivity values ​​are greater than or equal to the stiffness sensitivity threshold; Determining whether the ratio of the statistical area to the surface area of ​​the entire vehicle body model is less than a first ratio; Detect the torsional stiffness value of each area block; Determine whether the sum of the areas of the plurality of regional blocks whose torsional stiffness values ​​are less than or equal to the first torsional stiffness threshold accounts for a second ratio of the surface area of ​​the entire vehicle body model, and whether the sum of the areas of the plurality of regional blocks whose torsional stiffness values ​​are greater than or equal to the second torsional stiffness threshold accounts for a third ratio of the surface area of ​​the entire vehicle body model, and whether the areas of the plurality of regional blocks whose torsional stiffness values ​​are between the first torsional stiffness threshold and the second torsional stiffness threshold are linearly distributed; If the ratio of the statistical area to the surface area of ​​the entire body model is less than a first ratio, the sum of the areas of the regional blocks with multiple torsional stiffness values ​​less than or equal to the first torsional stiffness threshold accounts for a second ratio of the surface area of ​​the entire body model, and the sum of the areas of the regional blocks with multiple torsional stiffness values ​​greater than or equal to the second torsional stiffness threshold accounts for a third ratio of the surface area of ​​the entire body model, and the areas of the regional blocks with multiple torsional stiffness values ​​between the first torsional stiffness threshold and the second torsional stiffness threshold are linearly distributed, then a comparative test is performed on the torsional stiffness of the body model to determine that the structure of the body model meets the standard for stiffness improvement.

4. The method for improving the torsional rigidity of a vehicle body according to claim 3, characterized in that: The comparative test of the torsional stiffness of the vehicle body model includes: Calculate the original torsional stiffness value of the car body model; Determine the left loading point, right loading point, left measuring point, and right measuring point on the vehicle body model; Obtain the displacement of the left loading point, the displacement of the right loading point, the displacement of the left measuring point, and the displacement of the right measuring point; Calculate the first mean of the displacement of the left loading point and the displacement of the left measuring point; Calculate the second mean of the displacement of the right loading point and the displacement of the right measuring point; Calculate the test torsional stiffness value according to the first mean value and the second mean value; If the tested torsional stiffness value is greater than or equal to a fourth ratio of the sum of the areas of the plurality of region blocks having the original torsional stiffness value to the surface area of ​​the entire vehicle body model, it is determined that the structure of the vehicle body model meets the standard for stiffness.

5. The method for improving the torsional rigidity of a vehicle body according to claim 4, characterized in that: The vehicle body model includes a left front shock absorber mounting point, a right front shock absorber mounting point, a left rear spring seat mounting portion, a right rear spring seat mounting portion, a left vehicle body longitudinal beam, and a right vehicle body longitudinal beam; The calculating of the original torsional stiffness value of the vehicle body model includes: A force is loaded at the centroid position of the left front shock absorber mounting point, and a force is loaded at the centroid position of the right front shock absorber mounting point, wherein the centroid position of the left front shock absorber mounting point is a left loading point, and the centroid position of the right front shock absorber mounting point is a right loading point; The left rear spring seat mounting part and the right rear spring seat mounting part are respectively connected by RBE2 rigid connection; Select the center of the bottom of the left vehicle body longitudinal beam and the position consistent with the X-coordinate of the left loading point as the left measuring point; Select the center of the bottom of the right vehicle body longitudinal beam and the position consistent with the X-coordinate of the right loading point as the right measuring point; The original torsional stiffness value of the vehicle body model is calculated based on the angle formed by the displacement trajectory of the left measurement point and the horizontal plane, and the angle formed by the displacement trajectory of the right measurement point and the horizontal plane.

6. The method for improving the torsional rigidity of a vehicle body according to claim 1, characterized in that: The step of automatically processing the rigidity-enhanced vehicle body model comprises: Obtain the size, position, and connection strength of the components involved in the preset solution; The size, the position, and the connection strength are further adjusted to optimize the torsional stiffness improvement effect of the stiffness-enhanced body model.

7. The method for improving the torsional rigidity of a vehicle body according to claim 2, characterized in that: The rigidity-enhanced vehicle body model after the automated processing includes a plurality of components; The step of reducing the weight of the rigidity-enhanced vehicle body model after the automated processing comprises: Conduct thickness sensitivity analysis on each component; Multiple components are sorted and graded according to thickness sensitivity, wherein components with thickness sensitivity greater than or equal to a first thickness sensitivity threshold are determined as components in a prohibited weight reduction zone; components with thickness sensitivity less than the first thickness sensitivity threshold and greater than or equal to a second thickness sensitivity threshold are determined as components in an alternative weight reduction zone; and components with thickness sensitivity less than the second thickness sensitivity threshold are determined as components in a weight reduction zone.

8. A vehicle body torsional rigidity enhancement device, characterized in that: include: Memory; as well as A processor coupled to the memory, wherein the processor is configured to execute the method for improving the torsional rigidity of the vehicle body according to any one of claims 1 to 7 based on instructions stored in the memory.

9. A computer storable medium, characterized in that: Computer program instructions are stored thereon, and when the instructions are executed by a processor, the method for improving the torsional rigidity of a vehicle body as claimed in any one of claims 1 to 7 is implemented.

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