Supporting rod structure capable of improving torsional rigidity of vehicle body and design method

Abstract

The invention relates to the technical field of car body-in-white hallstands, in particular to a supporting rod structure capable of improving torsional rigidity of a car body, which comprises a V-shaped main body and two inclined struts symmetrically arranged on two sides of the V-shaped main body, the inclined struts face downwards, and the V-shaped main body and the two inclined struts are integrally formed. According to the supporting rod structure, efficient utilization of materials is achieved through the topological optimization technology, the torsional rigidity of the whole vehicle is improved by more than 11%, and meanwhile the manufacturing process is simplified. According to the structure, the innovative layout of the V-shaped main body and the inclined struts is adopted, a plurality of triangular and inverted W-shaped structures are formed, and the stability and the bearing capacity are enhanced. Due to the collinear arrangement of the inclined struts and the V-shaped main body and the design of the trapezoidal bottom, the contact area with an automobile cross beam is increased, and the firmness of connection is ensured. In addition, according to the design, the attractiveness and functionality are balanced, the performance of the vehicle is improved, and wide applicability and market application potential are achieved.

Description

Technical Field

[0001] The invention relates to the technical field of car body-in-white coat racks, and in particular to a support rod structure and a design method capable of improving the torsional rigidity of a car body. Background Art

[0002] The coat rack is an important interior component in a passenger car. It is located behind the rear seats and above the trunk. Its main function is to connect the rear seats to the rear window glass and provide a platform for placing various items. The coat rack not only serves as a decoration and sound insulation, but also has a certain carrying capacity. Users can place tissue boxes, clothes, hats, folding umbrellas, beverage bottles and other items on it.

[0003] At present, there are various structural types of car coat rack support rods on the market, which are generally connected to the C-pillar and the rear door frame structure. However, the traditional coat rack has a complex structure and heavy weight, which increases the load on the car body and easily affects the stiffness and mode of the car body. Some studies have proposed a lightweight car coat rack structure made of PET foam layer, glass fiber felt layer, fabric layer, non-woven fabric layer and multi-layer PE film superimposed and cured by molding, aiming to reduce production energy consumption and reduce the generation of bad odors, while meeting the shielding protection and lightweight design requirements of the bottom layer of the trunk. With the development of the automobile industry, compression molding, as the main molding process of automobile interior products, has put forward higher and higher requirements on material selection, structural design, process parameters, etc. In the compression molding of the main body of the automobile coat rack, the research on key factors includes materials and structures, and the matching size and assembly method of the main body of the coat rack and the surrounding parts, so as to ensure the coat rack stiffness, easy molding and beautiful appearance.

[0004] Although there are many types of coat rack support rod structures on the market, they generally have low torsional rigidity, which causes the car body to twist easily when driving at high speed or making sharp turns, affecting driving comfort and safety. In addition, the load-bearing capacity of traditional coat racks is limited, and if there is no support in the middle, the coat rack will sag and deform, resulting in fatigue damage. Summary of the invention

[0005] In view of the above problems existing in the existing support rod structure capable of improving the torsional rigidity of the vehicle body, the present invention is proposed.

[0006] Therefore, an object of the present invention is to provide a support rod structure capable of improving the torsional rigidity of a vehicle body, and its purpose is to improve the torsional rigidity of the vehicle body and enhance the stability and safety of the vehicle.

[0007] To solve the above technical problems, the present invention provides the following technical solutions: a support rod structure capable of improving the torsional stiffness of a vehicle body, comprising a V-shaped main body and two diagonal braces symmetrically arranged on both sides of the V-shaped main body, wherein the diagonal braces are directed downward, and the V-shaped main body and the two diagonal braces are integrally formed.

[0008] As a preferred solution of the support rod structure capable of improving the torsional rigidity of the vehicle body described in the present invention, the V-shaped body is divided into a first rod and a second rod, and the bottom where the first rod and the second rod intersect is set as a trapezoidal part.

[0009] As a preferred solution of the support rod structure capable of improving the torsional stiffness of the vehicle body described in the present invention, the two diagonal braces are respectively a third rod and a fourth rod, the intersection of the third rod and the first rod is set as a first intersection point, the first rod is divided into a first upper rod and a first lower rod by the first intersection point, the intersection of the fourth rod and the second rod is set as a second intersection point, the second rod is divided into a second upper rod and a second lower rod by the second intersection point, wherein the third rod, the first lower rod, the second lower rod and the fourth rod form an inverted "W" shape.

[0010] As a preferred solution of the support rod structure capable of improving the torsional stiffness of the vehicle body as described in the present invention, holes are provided at the upper end of the first upper rod, the upper end of the second upper rod, the intersection of the first lower rod and the second lower rod, the lower end of the third rod and the lower end of the fourth rod, through which holes the rods are fixedly connected to the automobile clothes rack or the automobile cross beam.

[0011] As a preferred solution of the support rod structure capable of improving the torsional stiffness of the vehicle body described in the present invention, the support rod as a whole is composed of a number of minimum structural units, the minimum structural unit is a rectangle, each of the rectangles is provided with a diagonal rod along the diagonal line, and the diagonal support axes between two adjacent rectangles are symmetrically arranged.

[0012] As a preferred solution of the support rod structure capable of improving the torsional stiffness of the vehicle body described in the present invention, one of the minimum structural units is located at the intersection of the diagonal brace and the V-shaped body, wherein the edge of the rectangle at the intersection is colinear with the edge of the diagonal brace.

[0013] As a preferred solution of the support rod structure capable of improving the torsional rigidity of the vehicle body described in the present invention, the support rod is entirely made of carbon fiber material, or is made of polypropylene + 30% glass fiber material through an integral molding injection molding process.

[0014] In order to solve the above technical problems, the present invention provides the following technical solutions: a design method for a support rod structure capable of improving the torsional stiffness of a vehicle body, comprising the support rod structure capable of improving the torsional stiffness of a vehicle body, and the support rod structure is obtained through topological optimization design, at least three design variables are set during the optimization process, and the optimal structure of the support rod is determined by selecting the optimal transmission path.

[0015] As a preferred solution of the design method of the support rod structure capable of improving the torsional stiffness of the vehicle body according to the present invention, the topology optimization adopts a variable density method (SIMP method), which includes the following steps:

[0016] The design variable X is an n-dimensional vector, expressed as X = (X1, X2, ... Xn) T , where X represents the relative density of each unit in the support rod structure,

[0017] Minimize the flexibility C, defined as C = F T U, where F is the load vector, U is the displacement vector,

[0018] The constraints include:

[0019] Volume ratio V1 / V0≦k, where V1 is the volume of the remaining material after optimization; V0 is the volume of the original design space material; k is the percentage of the remaining material volume,

[0020] The value range of each design variable Xi is 0≦X i ≦1,

[0021] The relationship between the load vector F and the displacement vector U is determined by the stiffness matrix K, that is, F=KU.

[0022] As a preferred solution of the design method of the support rod structure capable of improving the torsional rigidity of the vehicle body described in the present invention, the support rod structure includes at least two opposite V-shaped force transmission paths to enhance the torsional rigidity of the structure.

[0023] Beneficial effects of the invention: Improved torsional rigidity: By adopting the support rod structure designed by the topological optimization method, the torsional rigidity of the whole vehicle is improved by more than 11%. This improvement is achieved by optimizing the material layout and structural shape, thereby significantly improving the stability and safety of the vehicle without adding too much weight.

[0024] Optimize material usage: This invention ensures that materials are used to their full potential through topological optimization, using materials only in necessary areas and removing excess materials. This method not only reduces the weight of the structure, but also improves the utilization efficiency of materials and reduces material costs.

[0025] Enhanced bearing capacity: The smallest structural unit in the support rod structure adopts a continuous exchange layout of intermediate cross blocks. This design makes the transmission of force more continuous and effectively improves the bearing capacity of the structure.

[0026] Simplified manufacturing process: The support rod structure is simple in design and easy to implement. The one-piece injection molding process reduces the number of parts and assembly steps, simplifies the production process, and improves manufacturing efficiency.

[0027] Improve structural stability: The design of the V-shaped body and the diagonal braces forms multiple triangular structures, which are structurally strong, help to disperse and withstand external forces, and enhance overall stability.

[0028] Strengthen the connection strength: The co-linear setting of the diagonal brace and the V-shaped main body and the bottom design of the trapezoidal part increase the contact area with the automobile crossbeam, ensuring the firmness of the connection, thereby improving the stability and reliability of the structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0030] Figure 1 The overall structure of the support rod structure of the present invention can improve the torsional rigidity of the vehicle body Figure 1 .

[0031] Figure 2 The overall structure of the support rod structure of the present invention can improve the torsional rigidity of the vehicle body Figure 2 .

[0032] Figure 3 The overall structure of the support rod structure of the present invention can improve the torsional rigidity of the vehicle body Figure 3 .

[0033] Figure 4 The overall structure of the support rod structure of the present invention can improve the torsional rigidity of the vehicle body Figure 4 .

[0034] Figure 5 for Figure 4 A schematic diagram of the enlarged structure in the middle.

[0035] Figure 6 Schematic diagram of the support rod after topology optimization using the Optistruct software.

[0036] In the figure:

[0037] 100, V-shaped body; 101, first rod; 101a, first upper rod; 101b, first lower rod; 102, second rod; 102a, second upper rod; 102b, second lower rod; 103, trapezoidal portion;

[0038] 200, diagonal support; 201, third pole; 202, fourth pole;

[0039] 300. Holes. DETAILED DESCRIPTION

[0040] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0041] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0042] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The term "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive with other embodiments.

[0043] Secondly, the present invention is described in detail with reference to the schematic diagram. When describing the embodiments of the present invention in detail, for the sake of convenience, the cross-sectional diagrams showing the device structure will not be partially enlarged according to the general scale, and the schematic diagrams are only examples, which should not limit the scope of protection of the present invention. In addition, in actual production, the three-dimensional dimensions of length, width and depth should be included.

[0044] Example 1

[0045] Reference Figure 1-Figure 6 , which is the first embodiment of the present invention, provides a support rod structure capable of improving the torsional stiffness of a vehicle body. The structure achieves the design goal of reducing weight while ensuring performance by adopting topological optimization technology. Topological optimization is an advanced design method that can find the optimal distribution and force transmission path of materials within a given design space, thereby obtaining the lightest structural design.

[0046] Among them, we set three design variables, which represent the material density of different parts in the support rod structure. By optimizing these design variables and taking the optimal transmission path, we can obtain the optimal structural support rod structure.

[0047] Topology optimization refers to finding the best material distribution or force transmission path in a given design space, so as to obtain the lightest design while meeting various performance requirements.

[0048] The mathematical model of topology optimization mainly includes the following aspects:

[0049] Design variables: We use X = (X1, X2, ... Xn) T represents the design variables, where each X represents the relative density of a unit in the structure and ranges from 0 to 1.

[0050] Optimization goal: Our goal is to minimize the flexibility C of the structure, which can be expressed by the formula C = F T U, where F is the load vector acting on the structure and U is the displacement vector of the structure.

[0051] Constraints: During the optimization process, we need to satisfy the volume ratio V1 / V0≦k, where V1 is the volume of the remaining material after optimization, V0 is the volume of the original design space material, and k is the percentage of the remaining material volume. In addition, each design variable X i The value range is 0≤X i ≤1.

[0052] In the optimization design of the present invention, the goal is to design a support rod that is both light and strong to improve the torsional stiffness of the vehicle. To achieve this goal, we minimize the strain energy in the design process, which actually means that we seek to maximize the structural stiffness. In short, we want the support rod to deform as little as possible when subjected to force.

[0053] During the design process, an important consideration we faced was the way the support rods were manufactured - injection molding. This manufacturing process requires us to consider the mold extraction direction during design, so we added "Ejection Direction Constraints", which ensured that the designed support rods could be smoothly removed from the mold without damage.

[0054] Furthermore, in order to control the weight of the support rod, we introduced the concept of “volume fraction”. In topology optimization, the volume fraction is usually set to 30%, which means that during the optimization process, we only used 30% of the original design space material. Such constraints help us keep the structure lightweight without sacrificing the required strength and stiffness.

[0055]

[0056]

[0057] In order to meet the process requirements of injection molding, we also added constraints on the draft direction and obtained them by using professional topology optimization software optistruct. Figure 6 For images in Figure 6 We can clearly identify the effective force transmission paths of the three support frame structures ①, ②, and ③, forming two opposite V-shaped paths. These two paths play a key supporting role in the structure. The red area indicates that the material here is recommended to be retained; the blue area indicates that the material here is recommended to be removed. ③ Taking all factors into consideration, the final structure ③ is locked, with a torsional stiffness of +2230Nm / deg and a weight of +0.78kg. The simple support rod structure achieves a significant improvement in torsional stiffness, which is cost-effective.

[0058] Example 2

[0059] This is the second embodiment of the present invention. Compared with the embodiment 1, this embodiment is further designed to have a support rod structure as follows: Figure 1-Figure 2 ,

[0060] A support rod structure capable of improving the torsional rigidity of a vehicle body comprises a V-shaped body 100 and two diagonal braces 200 symmetrically arranged on both sides of the V-shaped body 100, the diagonal braces 200 are directed downward, and the V-shaped body 100 and the two diagonal braces 200 are integrally formed.

[0061] In the present application, the design of the V-shaped body 100 and the diagonal brace 200 can provide good torsional resistance. When the V-shaped structure is subjected to torsional force, it can effectively resist torsional deformation through its geometric shape, and the addition of the diagonal brace 200 further enhances this feature. The presence of the diagonal brace 200 can also transfer the load from the V-shaped body 100 to other parts of the structure more effectively. This design helps to disperse and transfer the load caused by external forces and reduce local stress concentration. The diagonal brace 200 that is further symmetrically arranged provides better lateral support and increases the stability of the structure. This layout helps to resist lateral loads, such as crosswinds or lateral forces, thereby improving the stability of the overall structure. The diagonal brace 200 can act as a reinforcing rib to reduce the vibration of the structure under dynamic loads, thereby improving ride comfort and structural durability.

[0062] The one-piece V-shaped body 100 and diagonal brace 200 reduce the need for connecting parts, thereby reducing potential weak points and additional weight. This design improves the efficiency of material use because the material is concentrated in the most critical areas. The one-piece design also simplifies the manufacturing process because it reduces the number of parts that need to be manufactured and assembled separately, which can reduce production costs, shorten production time, and may improve product consistency and reliability.

[0063] Specifically: the V-shaped body 100 is divided into a first rod 101 and a second rod 102, and the bottom where the first rod 101 and the second rod 102 intersect is set as a trapezoidal portion 103. The two diagonal braces 200 are respectively a third rod 201 and a fourth rod 202, the intersection of the third rod 201 and the first rod 101 is set as a first intersection point, the first rod 101 is divided into a first upper rod 101a and a first lower rod 101b by the first intersection point, the intersection of the fourth rod 202 and the second rod 102 is set as a second intersection point, and the second rod 102 is divided into a second upper rod 102a and a second lower rod 102b by the second intersection point, wherein the third rod 201, the first lower rod 101b, the second lower rod 102b and the fourth rod 202 form an inverted "w" shape.

[0064] V-shaped body 100 design: The V-shaped body 100 is composed of a first rod 101 and a second rod 102. The two rods intersect at the bottom to form a trapezoidal portion 103. This design not only provides a solid bottom support, but the bottom is set as the trapezoidal portion 103, which provides a larger contact area at the bottom compared to the V-shaped tip. This design allows the support rod to be more evenly distributed on the car floor beam, thereby reducing the pressure per unit area and avoiding stress concentration or deformation of the beam due to a small contact area. The geometric characteristics of the trapezoid make it exhibit better mechanical properties when subjected to the upper force. The upper and lower bottom lengths of the trapezoid are different. With the V-shaped body 100, it can be designed to have a larger upper load-bearing area, which helps to be more It can effectively disperse the load, and the area below that contacts the crossbeam is relatively small, which helps to reduce the overall weight and achieve a lightweight design. It can also help to optimize the force transmission path. When the support rod is subjected to the force from above, the force can be more evenly transmitted to the crossbeam through the large contact area of ​​the trapezoidal portion 103, reducing local stress, thereby improving the durability and reliability of the entire structure. It can help to improve the torsional performance of the support rod. When subjected to torsional force, the trapezoidal portion 103 can provide a larger torsional section modulus, thereby improving the stiffness and strength of the entire support rod. Finally, it can also simplify the installation process. Due to the increase in contact area, the support rod is easier to align and fix during installation, and it is also convenient to make minor adjustments to ensure optimal assembly accuracy.

[0065] Design of diagonal brace 200: The third rod 201 and the fourth rod 202 serve as diagonal brace 200, intersecting with the first rod 101 and the second rod 102, respectively, to form a first intersection and a second intersection, which divide the first rod 101 and the second rod 102 into a first upper rod 101a, a first lower rod 101b, a second upper rod 102a and a second lower rod 102b, respectively. The design of diagonal brace 200 increases the stability of the structure, and further improves the bending and torsion resistance of the support rod by extending downward.

[0066] When the two diagonal braces 200 cooperate with the V-shaped body 100, a plurality of triangular internal spaces are formed therein. These triangular structures improve the overall stability, because the triangle is the most stable form in geometry and can effectively disperse and withstand external forces. Among them, the respective triangular internal spaces between the first lower rod 101b and the third rod 201 and between the second lower rod 102b and the fourth rod 202 together form an inverted "W"-shaped structure. This design is located at the lower part of the support rod, providing additional stability for the entire structure, similar to the foundation in architecture, providing a solid foundation for the support rod. Among them, the triangular internal spaces between the first upper rod 101a and the third rod 201 and between the second upper rod 102a and the fourth rod 202 are respectively located on the left and right sides of the support rod. The design of these spaces helps to stabilize the left and right sides of the support rod and ensure the stability of the structure when subjected to lateral forces. Finally, the triangular internal space of the V-shaped body 100, i.e., the space formed between the first rod 101 and the second rod 102, is located at the center of the entire support member. The design of this central space helps to concentrate and disperse the force transmitted through the support rods, similar to the main beam in a bridge, and undertakes the main load transfer task.

[0067] In general, this design achieves effective force dispersion and structural stability through careful structural layout and application of geometric shapes. The use of triangular and inverted "W" structures not only improves the bearing capacity of the support rod, but also enhances its performance under complex stress conditions. This design provides excellent mechanical properties while ensuring lightweight, and is suitable for applications with high requirements for stability and strength.

[0068] Holes 300 are provided at the upper end of the first upper rod 101a, the upper end of the second upper rod 102a, the intersection of the first lower rod 101b and the second lower rod 102b, the lower end of the third rod 201 and the lower end of the fourth rod 202, through which holes 300 are fixedly connected to the automobile coat rack or automobile cross beam.

[0069] In the support rod structure design of the present invention, in order to ensure the stable connection between it and the coat rack and the cross beam of the car, we carefully designed the installation point of the fixing device at the specific position of the support rod. Specifically, the four corners of the support rod, i.e. the upper end of the first upper rod 101a, the upper end of the second upper rod 102a, the lower end of the third rod 201 and the lower end of the fourth rod 202, and the bottom end of the support rod, i.e. the intersection of the first lower rod 101b and the second lower rod 102b, are all provided with accurately positioned holes 300. The setting of these holes 300 allows the use of various types of fixing devices, such as bolts, screws, clamps, etc., or any other appropriate fixing methods. Through these holes 300, the fixing device can penetrate and tighten, thereby firmly connecting the support rod to the coat rack and the cross beam. This design not only provides flexible installation options to adapt to different installation environments and requirements, but also ensures that the support rod can remain stable and safe under various driving conditions.

[0070] In addition, the design of the hole 300 also takes into account the convenience of alignment and installation, making the installation process more efficient and accurate. In this way, the support rod can withstand various forces from the vehicle during driving, such as the force generated when turning sharply or driving at high speed, without displacement or loosening, thereby ensuring the stability of the vehicle and the comfort of the passengers. In short, the design of this fixing method not only takes into account the stability of the structure, but also ensures the safety of use, reflecting the ingenious conception of the present invention in improving the structural performance of the support rod of the car coat rack.

[0071] The support rod is made entirely of carbon fiber material, or is made of polypropylene + 30% glass fiber material through an integrated injection molding process.

[0072] This design makes full use of the excellent properties of carbon fiber composite materials. Carbon fiber composite materials have higher tensile strength than steel, generally reaching more than 3500MPa, which is 7 to 9 times that of steel, and its density is only about one-quarter of that of steel. This means that the support rods made of carbon fiber materials achieve higher strength and stiffness while maintaining lighter weight, thereby improving the torsional stiffness and overall performance of the vehicle. In addition, carbon fiber composite materials have a large vibration attenuation coefficient and strong vibration absorption capacity, which can reduce vibration, reduce noise, and increase riding comfort. Its impact absorption performance is 5 times that of metal, which can improve the safety of people during a collision. The natural frequency of carbon fiber composite materials is relatively high, which effectively avoids the resonance problem and improves the dynamic response performance of the structure.

[0073] However, since the process of carbon fiber one-piece molding injection molding is not perfect, if you have to use the one-piece molding injection molding process to manufacture the support rod, you can also use polypropylene + 30% glass fiber material. PP is the abbreviation of polypropylene (Polypropylene). It is a synthetic resin and one of the five general-purpose plastics. Polypropylene has the characteristics of low density, good mechanical strength, heat resistance and chemical corrosion resistance. PP is used as a base material. By adding glass fiber for reinforcement modification, the strength and rigidity of the plastic material can be significantly improved, and the heat resistance can also be improved. In glass fiber reinforced PP, the most commonly used glass fibers are alkali-free glass fiber and medium-alkali glass fiber, among which alkali-free glass fiber is used in the largest amount. This material has the characteristics of light weight, good heat resistance, high mechanical strength, and excellent chemical stability. With the one-piece molding, the number of parts can be reduced, the assembly process can be simplified, and the manufacturing cost can be reduced. This one-piece molding process makes the geometric shape design of the support rod more flexible, and complex shapes can be designed according to needs, while ensuring the integrity and consistency of the structure. Since the manufacturing cost of carbon fiber composite materials has dropped significantly with the development of technology and the advancement of large-scale production, the application of this high-performance material has become more extensive and feasible.

[0074] The remaining structures are the same as those of Example 1.

[0075] Example 3

[0076] Reference Figure 3-Figure 5 , which is the third embodiment of the present invention. This embodiment is different from the second embodiment in that the support rod as a whole is composed of a number of minimum structural units, the minimum structural unit is a rectangle, each rectangle has an inclined rod arranged along the diagonal line, and the diagonal braces 200 between two adjacent rectangles are arranged symmetrically.

[0077] The support rod as a whole is composed of a plurality of minimum structural units, which are rectangular in shape. This modular design makes the support rod more flexible in the manufacturing and optimization process, and is easy to adjust and improve. The diagonal rods set along the diagonal inside each minimum structural unit rectangle play a role in enhancing the structural rigidity. At the same time, the diagonal rods effectively disperse the externally applied load by transferring force from one corner to another, reducing the stress concentration inside the unit. The diagonal rods designed in this way make each rectangular unit more stable when subjected to external force, and can effectively resist bending and torsion. The axisymmetric setting of the diagonal brace 200 between two adjacent minimum structural unit rectangles further enhances the stability of the overall structure. This symmetrical design ensures the uniform distribution of force and avoids structural imbalance or deformation caused by asymmetric force. In each minimum structural unit rectangle, two upper and lower triangles are set up. This design further increases the local stability. The triangle is the most stable shape in geometry and can effectively resist external force and deformation. By dividing the rectangular unit into two triangles, the local structure of the support rod shows higher rigidity and stability when subjected to load.

[0078] Overall effect: Combining the above design elements, the overall structure of the support rod is not only lightweight, but also significantly improved in load-bearing capacity and stability. Through the design of modular minimum structural units and diagonal rods, the support rod can maintain excellent performance under various working conditions, ensuring the safety and comfort of the vehicle.

[0079] At the intersection of the diagonal brace 200 and the V-shaped body 100 , the sides of the rectangle at the intersection are colinear with the sides of the diagonal brace 200 .

[0080] At the intersection of the diagonal brace 200 and the V-shaped body 100, a rectangle is designed, one side of which is in the same straight line as one side of the diagonal brace 200. This design ensures that the connection between the diagonal brace 200 and the V-shaped body 100 is direct and continuous, making the connection between the diagonal brace 200 and the V-shaped body 100 more secure. At the same time, the collinear arrangement can provide a larger area of ​​contact and better force transmission, thereby enhancing the overall stability of the structure. When the two sides are collinear, the connection between them is not just a point contact, but a line contact, which can more evenly disperse the load and reduce local stress concentration. This design also ensures the continuity of the structure. The transition between the diagonal brace 200 and the V-shaped body 100 is smooth, without abrupt angles or discontinuous points, which helps to smoothly transmit force and reduce possible weaknesses.

[0081] From a manufacturing perspective, the co-linear arrangement also simplifies the manufacturing process because it allows for more precise control of the relative positions of the diagonal brace 200 and the V-shaped body 100 during the one-piece molding process, thereby ensuring the quality and consistency of the final product. In design, the co-linear arrangement also helps to improve the aesthetics of the product because this alignment visually gives a sense of neatness and order, which is particularly important for automotive interior parts.

[0082] In summary, the colinear setting of the intersection of the diagonal brace 200 and the V-shaped main body 100 is to ensure the stability and firmness of the structure, while also taking into account the convenience of manufacturing and the aesthetics of the product. This design detail reflects the careful consideration of manufacturing technology and product appearance while pursuing structural performance.

[0083] The remaining structure is the same as that of Example 2.

[0084] Importantly, it should be noted that the construction and arrangement of the present application shown in a plurality of different exemplary embodiments are only exemplary. Although only several embodiments are described in detail in this disclosure, it should be easily understood by the personnel referring to this disclosure that many modifications are possible (for example, the size, scale, structure, shape and ratio of various elements, and parameter values ​​(for example, temperature, pressure, etc.), installation arrangement, use of materials, color, directional changes, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in the application. For example, the element shown as integrally formed can be composed of multiple parts or elements, the position of the element can be inverted or otherwise changed, and the nature or number or position of the discrete element can be changed or changed. Therefore, all such modifications are intended to be included in the scope of the present invention. The order or sequence of any process or method step can be changed or reordered according to the alternative embodiment. Any "device plus function" clause is intended to cover the structure of the execution of the function described in this article, and is not only structurally equivalent but also equivalent structure. Without departing from the scope of the present invention, other replacements, modifications, changes and omissions can be made in the design, operating conditions and arrangement of the exemplary embodiment. Therefore, the invention is not limited to a specific embodiment, but extends to several modifications still falling within the scope of the appended claims.

[0085] Additionally, in order to provide a concise description of exemplary embodiments, all features of an actual embodiment (ie, those features that are not relevant to the best mode presently contemplated for carrying out the invention or those that are not relevant to implementing the invention) may not be described.

[0086] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A support rod structure capable of improving the torsional rigidity of a vehicle body, characterized in that: It comprises a V-shaped body (100) and two oblique braces (200) symmetrically arranged on both sides of the V-shaped body (100), wherein the oblique braces (200) are directed downward, and the V-shaped body (100) and the two oblique braces (200) are integrally formed.

2. The support rod structure capable of improving the torsional rigidity of a vehicle body according to claim 1, characterized in that: The V-shaped body (100) is divided into a first rod (101) and a second rod (102), and the bottom where the first rod (101) and the second rod (102) intersect is configured as a trapezoidal portion (103).

3. The support rod structure capable of improving the torsional rigidity of a vehicle body according to claim 2, characterized in that: The two diagonal braces (200) are respectively a third rod (201) and a fourth rod (202); the intersection of the third rod (201) and the first rod (101) is set as a first intersection point; the first rod (101) is divided into a first upper rod (101a) and a first lower rod (101b) by the first intersection point; the intersection of the fourth rod (202) and the second rod (102) is set as a second intersection point; the second rod (102) is divided into a second upper rod (102a) and a second lower rod (102b) by the second intersection point; wherein the third rod (201), the first lower rod (101b), the second lower rod (102b) and the fourth rod (202) form an inverted "W" shape.

4. The support rod structure capable of improving the torsional rigidity of a vehicle body according to claim 3, characterized in that: Holes (300) are provided at the upper end of the first upper rod (101a), the upper end of the second upper rod (102a), the intersection of the first lower rod (101b) and the second lower rod (102b), the lower end of the third rod (201) and the lower end of the fourth rod (202), and are fixedly connected to a car coat rack or a car cross beam through the holes (300).

5. The support rod structure capable of improving the torsional rigidity of a vehicle body according to claim 1, characterized in that: The support rod as a whole is composed of a number of minimum structural units, wherein the minimum structural unit is a rectangle, each of the rectangles is provided with an oblique rod along the diagonal line, and the oblique support axes of two adjacent rectangles are symmetrically arranged.

6. The support rod structure capable of improving the torsional rigidity of a vehicle body according to claim 5, characterized in that: One of the minimum structural units is located at the intersection of the diagonal brace (200) and the V-shaped body (100), and the sides of the rectangle at the intersection are colinearly arranged with the sides of the diagonal brace (200).

7. The support rod structure capable of improving the torsional rigidity of a vehicle body according to claim 1, characterized in that: The support rod is made entirely of carbon fiber material, or is made of polypropylene + 30% glass fiber material through an integrated injection molding process.

8. A design method for a support rod structure capable of improving the torsional rigidity of a vehicle body, characterized in that: It includes the support rod structure capable of improving the torsional stiffness of the vehicle body as described in any one of claims 1 to 7, and the support rod structure is obtained through topological optimization design, at least three design variables are set during the optimization process, and the optimal structure of the support rod is determined by selecting the optimal transmission path.

9. The design method of the support rod structure capable of improving the torsional rigidity of the vehicle body according to claim 8, characterized in that: The topology optimization adopts a variable density method (SIMP method), which includes the following steps: The design variable X is an n-dimensional vector, expressed as X = (X1, X2, ... Xn) T , where X represents the relative density of each unit in the support rod structure, Minimize the flexibility C, defined as C = F T U, where F is the load vector, U is the displacement vector, The constraints include: Volume ratio V1 / V0≦k, where V1 is the volume of the remaining material after optimization; V0 is the volume of the original design space material; k is the percentage of the remaining material volume, Each design variable X i The value range is 0≦X i ≦1, The relationship between the load vector F and the displacement vector U is determined by the stiffness matrix K, that is, F=KU.

10. The design method of the support rod structure capable of improving the torsional rigidity of the vehicle body according to claim 9, characterized in that: The support rod structure includes at least two opposite V-shaped force transmission paths to enhance the torsional rigidity of the structure.

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