Integrated vehicle body side wall reinforcing method and system

Abstract

The invention discloses an integrated vehicle body side wall reinforcing method and system, deformation data of an integrated side wall are comprehensively obtained through a finite element analysis model in combination with a dot matrix grid, the deformation data of the side wall are subjected to gridding processing, and then a corresponding reinforcing area and reinforcing thickness are obtained according to a deformation propagation path and a deformation area. And the optimization efficiency of the integrated side wall is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle body side reinforcement, and in particular relates to an integrated vehicle body side reinforcement method and system. Background Art

[0002] With the widespread application of lightweight materials for automobile bodies, the connection method of scattered parts restricts the improvement of production efficiency, and the integration of body parts has become an important way to improve production efficiency. The side panel is an important part of the body structure, and it plays the role of resisting deformation and carrying capacity transmission path. Through structural innovation, the side panel parts are re-divided and combined, which can not only give full play to the molding process of new materials, but also improve production efficiency. The composite integrated side panel structure integrates multiple parts connected by blocks in structural design, adopts an integrated and integrated design concept, integrates parts of various functions to the greatest extent, reduces mechanical connection, bonding and other connection methods, and can optimize the above problems to a certain extent and improve the production efficiency of parts. However, the integrated molding method of the two-door / side panel is quite different from the original deformation strengthening test process in determining the thickness of each component and whether it needs to be strengthened. The existing finite element component analysis method cannot well test the deformation problem and the area and thickness to be strengthened of the integrated side panel. Summary of the invention

[0003] In order to make up for the defects of the above-mentioned integrated side panel during testing and component reinforcement, the present application proposes an integrated body side panel reinforcement method and system, the method comprising: obtaining the side panel shape, and establishing a side panel analysis model in a three-dimensional space based on the side panel shape based on finite element software; establishing a grid lattice model corresponding to the side panel analysis model in the three-dimensional space according to the side panel shape; applying vehicle operating loads including bending, torsion, and collision to the side panel analysis model, obtaining deformation data of the side panel analysis model under the above working conditions and mapping it to the grid lattice model; obtaining a deformation propagation path and a deformation area corresponding to the distribution of the grid lattice model according to the initial shape and the deformed shape of the grid lattice model, in combination with the deformation direction and the force direction; obtaining the reinforcement area and the reinforcement thickness of the reinforcement area of ​​the body side panel for the deformation propagation path and the deformation area.

[0004] Preferably, the grid lattice model construction process includes: constructing a three-dimensional grid point array in three-dimensional space with millimeters as units; substituting the analysis model into the three-dimensional grid point array in combination with the side shape, and obtaining the intersection of the analysis model and the three-dimensional grid point array to form a shape set; extracting grid points at the boundary positions of the analysis model and the three-dimensional grid lattice to form a boundary set, wherein grid points that are less than the entire grid point are extracted as the entire grid points; and taking the union of the shape set and the boundary set as the grid lattice model.

[0005] Preferably, with respect to the deformation propagation path and the deformation area, the process of obtaining the reinforcement area of ​​the vehicle body side includes: taking the deformation area as the reinforcement area.

[0006] Preferably, with respect to the deformation propagation path and deformation area, the process of obtaining the reinforced thickness of the vehicle body side includes: dividing the deformation area into a deformation start area, a deformation transfer area, a maximum deformation area and a deformation buffer area according to the deformation propagation path; wherein the deformation start area is the area where deformation is initially generated, the deformation transfer area is the area from the deformation start area to the maximum deformation area along the deformation propagation path, the maximum deformation area is the area with the maximum deformation value and the area near the maximum deformation value exceeding the deformation threshold, and the deformation buffer area is the area where deformation occurs around the maximum deformation area; the position of the maximum deformation value is taken as the origin , the circular surface with the radius of the projection position of the farthest boundary of the maximum deformation area on the vertical plane as the first parameter, the projection area of ​​the deformation area on the vertical plane as the second parameter, the ratio of the first parameter to the second parameter as the first weight, the ratio of the second parameter to the first parameter as the second weight, the thickness of the thickest part of the boundary between the maximum deformation area and the deformation buffer zone as the reference value, the first weight multiplied by the reference value as the reinforcement thickness of the deformation start area and the maximum deformation area, and the reference value divided by the second weight as the reinforcement thickness of the deformation transfer area and the deformation buffer zone.

[0007] Preferably, the side panel components include A-pillars, B-pillars, C-pillars, D-pillars, door sills and top beams. When at least two of the above components are deformed respectively, the reinforcement areas corresponding to each component and the reinforcement thickness of the reinforcement areas are independently obtained. When the reinforcement areas overlap, the reinforcement thickness of the overlapping part takes the largest reinforcement thickness value.

[0008] Preferably, the A-pillar also includes an A-upper pillar, which is adjacent to the roof, front windshield and front door of the vehicle; and an A-lower pillar connected to the A-upper pillar, which is adjacent to the engine compartment, front door and lower part of the front windshield of the vehicle.

[0009] Preferably, the C-pillar also includes a C-upper pillar, which includes a portion above the waterline between the roof side beam and the rocker portion and is adjacent to the vehicle rear door; a C-lower pillar connected to the C-upper pillar includes a portion below the waterline between the roof side beam and the rocker portion and is adjacent to the vehicle rear door and rear wheels.

[0010] Preferably, the side enclosure also includes an inner rear portion of the side enclosure: the rear portion of the side enclosure is located between the C-pillar and the D-pillar, includes an upper portion of the rear wheel housing, and is adjacent to the inner rear wheel housing and the rear triangular window.

[0011] The present application also proposes an integrated vehicle body side reinforcement system, which includes a processor and a storage device data-connected to the processor, wherein the storage device stores a program, and when the program is run by the processor, the steps of any one of the above methods are executed.

[0012] The present application obtains the deformation data of the integrated side panel through a finite element analysis model combined with a dot matrix grid, grids the side panel deformation data, and then obtains the corresponding reinforcement area and reinforcement thickness according to the deformation propagation path and deformation area, thereby improving the optimization efficiency of the integrated side panel. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic diagram of a method provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0014] The technical solution of the present application will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present application.

[0015] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0016] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances. The present invention will be further described in detail below in conjunction with the accompanying drawings.

[0017] Reference Figure 1The present invention discloses an integrated vehicle body side reinforcement method. This embodiment further improves the vehicle body side strength based on finite element simulation software. The method of the present application is based on finite element software. In the structural lightweight method, the topological optimization process of the white body through finite element software is a mathematical method for finding the optimal material arrangement in a given design space. It retains the necessary material layout in the design space to meet the given objectives and constraints. The topological optimization of the finite element software can reflect the load transfer path according to the material arrangement, and can achieve a certain degree of collision simulation, and then seek optimization paths and parameters, such as the thickness of the plate, the cross-sectional area, etc., to find the optimal combination of design parameters. In this embodiment, the side shape is obtained, and a side analysis model is established in a three-dimensional space according to the side shape. The side is a double door ring structure on the side of the automobile body-in-white, and some SUVs include structures at the D-pillar and the rear wheel position. After determining the analysis model of the side, a grid lattice model corresponding to the side analysis model is further established in the three-dimensional space according to the side shape. The grid lattice model of this embodiment can be understood as a collection of all cubes divided into three-dimensional space according to size, and each cube is used as a grid point. In this step, centimeters, millimeters or 0.1 millimeters are generally used as grid division scales according to size division, while taking into account the model calculation amount while ensuring accuracy as much as possible; after the above model is built, the whole vehicle working condition load including bending, torsion, and collision is applied to the side analysis model, and the deformation data of the side analysis model under the above working conditions is obtained and mapped to the grid lattice model. In this step, the force deformation of the side under various working conditions is simulated by the side analysis model, and the deformed data is mapped to the grid lattice model, so as to obtain the initial shape and deformed shape of the grid lattice model. According to the initial shape and the deformed shape of the grid lattice model, combined with the deformation direction and the force direction, the deformation propagation path and the deformation area corresponding to the grid lattice distribution are obtained; for the deformation propagation path and the deformation area, the reinforcement area and the reinforcement thickness of the body side are obtained. In this embodiment, the collision safety simulation optimization of the body-in-white side structure is carried out by combining finite element analysis with the grid lattice model, which is very effective for the collision performance development cycle. The reinforcement position and reinforcement method of the double door exchange are quickly determined under the premise of ensuring the collision performance, which improves the calculation and design efficiency.

[0018] On the basis of the above-mentioned embodiment, further, the grid point array model construction process includes: constructing a three-dimensional grid point array in units of millimeters in the three-dimensional space; substituting the analysis model into the three-dimensional grid point array in combination with the side shape, obtaining the intersection of the analysis model and the three-dimensional grid point array to form a shape set; extracting the grid points at the boundary positions of the analysis model and the three-dimensional grid point array to form a boundary set, wherein those that are less than the entire grid point are extracted as the entire grid point; and taking the union of the shape set and the boundary set as the grid point array model. In this embodiment, in order to improve the simulation accuracy and reduce the amount of calculation, the three-dimensional space is divided into a grid point array using the 1 mm level as the standard, combining the intersection of the three-dimensional grid point array and the side shape and taking the union of the boundary, so as to wrap the side structure to the greatest extent, facilitate the later position finding in the side reinforcement process, and make the measurement of the deformation position more accurate.

[0019] Based on one or more of the above embodiments, further, for the deformation propagation path and the deformation area, the process of obtaining the reinforcement area of ​​the vehicle body side includes: using the deformation area as the reinforcement area. In this embodiment, the deformation indicates that its mechanical strength is insufficient, so in this embodiment, the deformation area is used as the area to be strengthened to ensure the safety of the side after reinforcement.

[0020] On the basis of one or more of the above embodiments, further, for the deformation propagation path and deformation area, the process of obtaining the reinforced thickness of the body side includes: dividing the deformation area into a deformation start area, a deformation transfer area, a maximum deformation area and a deformation buffer area according to the deformation propagation path; wherein the deformation start area is the area where deformation is initially generated, the deformation transfer area is the area from the deformation start area to the maximum deformation area along the deformation propagation path, the maximum deformation area is the area where the deformation maximum value and the nearby area exceeds the deformation threshold, and the deformation buffer area is the area where deformation occurs around the maximum deformation area; with the deformation propagation path as the starting point, the deformation transfer area is the area where deformation occurs initially, and the deformation transfer area is the area where deformation occurs initially. The maximum value position is the origin, the circular surface constructed with the farthest boundary of the maximum deformation area projected on the vertical plane as the radius is used as the first parameter, the projection area of ​​the deformation area on the vertical plane is used as the second parameter, the ratio of the first parameter to the second parameter is used as the first weight, the ratio of the second parameter to the first parameter is used as the second weight, the thickness at the thickest part of the boundary between the maximum deformation area and the deformation buffer zone is used as the reference value, the first weight multiplied by the reference value is used as the reinforcement thickness of the deformation start area and the maximum deformation area, and the reference value divided by the second weight is used as the reinforcement thickness of the deformation transfer area and the deformation buffer zone. In this embodiment, due to the fact that there are situations where force conduction and deformation of various components are different during collision or other deformation processes, such as the A-pillar of the body-in-white does not change or deforms slightly during partial offset or opposite collision, but the top beam and the rear B-pillar connection point and C-pillar connection point often deform greatly, so it cannot be arbitrarily judged that all deformations need to be reinforced with the same thickness, so this application combines the deformation degree of the deformation area and the deformation conduction path and the relationship between the collision points for targeted reinforcement. In this embodiment, the average deformation value of all deformation areas is used as the boundary threshold, and the continuous area where the deformation range is within the threshold and around the maximum deformation point is used as the maximum deformation area. In the division process, the area with a deformation greater than or equal to the threshold is used as the maximum deformation area, and the area less than the threshold and located near the maximum deformation area is used as the deformation buffer zone. In this embodiment, the maximum deformation area indicates that the stress in the area exceeds the strength that can be borne by the area, and it needs to be strengthened. The boundary between the maximum deformation area and the deformation buffer zone indicates that although the boundary range is deformed, the strength of the boundary effectively limits the deformation, so the thickest position of the boundary is used as the reference value for thickness reinforcement. In this embodiment, the enhanced thickness also adjusts the reference value by using the area ratio as a weight, especially by comparing the original projection area of ​​the maximum deformation area with the projection area of ​​the entire deformation area. The larger the ratio of the maximum deformation area to the entire deformation area, the more serious the overall deformation is, the more thickness needs to be strengthened, the larger the result of multiplying the first parameter by the reference value, and the larger the result of dividing the reference value by the second parameter.

[0021] On the basis of one or more of the above embodiments, further, the side enclosure components include A-pillars, B-pillars, C-pillars, D-pillars, door sills and top beams. When at least two of the above components are deformed, the reinforcement areas corresponding to each component and the reinforcement thickness of the reinforcement areas are independently obtained. When the reinforcement areas overlap, the reinforcement thickness of the overlapping part takes the largest reinforcement thickness value. This embodiment is mainly aimed at improving the side enclosure of SUVs. The side enclosure has more parts than that of cars, and it is difficult to test the reinforcement means in general. Therefore, the relevant technology of this application is used for analysis and reinforcement. Especially for the D-pillar position, the use of the technical solution of this application can greatly improve the design efficiency.

[0022] Based on one or more of the above embodiments, further, the A-pillar also includes an A-upper pillar, which is adjacent to the roof, front windshield, and front door of the vehicle; and an A-lower pillar connected to the A-upper pillar, which is adjacent to the engine compartment, front door, and lower part of the front windshield of the vehicle.

[0023] Based on one or more of the above embodiments, further, the C-pillar also includes a C-upper pillar, which includes a portion above the water cut between the roof side beam and the rocker portion and is adjacent to the vehicle rear door; a C-lower pillar connected to the C-upper pillar includes a portion below the water cut between the roof side beam and the rocker portion and is adjacent to the vehicle rear door and rear wheels.

[0024] Based on one or more of the above embodiments, further, the side panel also includes an inner rear portion of the side panel: the rear portion of the side panel is located between the C-pillar and the D-pillar, includes an upper portion of the rear wheel housing, and is adjacent to the inner rear wheel housing and the rear triangular window.

[0025] The present application also proposes an integrated vehicle body side reinforcement system, which includes a processor and a storage device data-connected to the processor, wherein the storage device stores a program, and when the program is run by the processor, the steps of the method described in any one of the above embodiments are executed.

[0026] The present application obtains the deformation data of the integrated side panel through a finite element analysis model combined with a dot matrix grid, grids the side panel deformation data, and then obtains the corresponding reinforcement area and reinforcement thickness according to the deformation propagation path and deformation area, thereby improving the optimization efficiency of the integrated side panel.

[0027] The protection scope of the present invention is not limited thereto, and any change or replacement of the technical solution that can be thought of without creative work should be included in the protection scope of the present invention. The protection scope of the present invention shall be based on the protection scope defined in the claims.

Claims

1. A method for reinforcing a side panel of an integrated vehicle body, characterized in that: Obtain the side shape, and establish a side analysis model in three-dimensional space based on the side shape based on finite element software; According to the side shape, a grid lattice model corresponding to the side analysis model is established in the three-dimensional space; Applying vehicle working loads including bending, torsion and collision to the side analysis model, obtaining deformation data of the side analysis model under the above working conditions and mapping it to the grid lattice model; According to the initial shape and the deformed shape of the grid lattice model, combined with the deformation direction and the force direction, the deformation propagation path and the deformation area corresponding to the distribution of the grid lattice model are obtained; With respect to the deformation propagation path and the deformation area, a reinforcement area of ​​the vehicle body side and a reinforcement thickness of the reinforcement area are obtained.

2. The method according to claim 1, characterized in that The grid point array model construction process includes: constructing a three-dimensional grid point array in units of millimeters in the three-dimensional space; Substituting the analysis model in combination with the side shape into the three-dimensional grid point array, obtaining the intersection of the analysis model and the three-dimensional grid point array to form a shape set; Extracting grid points at the boundary positions of the analysis model and the three-dimensional grid lattice to form a boundary set, wherein grid points that are less than the entire grid point are extracted as the entire grid points; The union of the shape set and the boundary set is used as a grid lattice model.

3. The method according to claim 1, characterized in that With respect to the deformation propagation path and the deformation area, the process of obtaining the reinforcement area of ​​the vehicle body side includes: taking the deformation area as the reinforcement area.

4. The method according to claim 3, characterized in that With respect to the deformation propagation path and the deformation area, the process of obtaining the reinforcement thickness of the vehicle body side includes: dividing the deformation area into a deformation start area, a deformation transfer area, a maximum deformation area and a deformation buffer area according to the deformation propagation path; wherein the deformation start area is the area where deformation is initially generated, the deformation transfer area is the area from the deformation start area to the maximum deformation area along the deformation propagation path, the maximum deformation area is the area with the maximum deformation value and the area near the deformation value exceeding the deformation threshold, and the deformation buffer area is the area where deformation occurs around the maximum deformation area; The circular surface constructed with the position of the maximum deformation as the origin and the projection position of the farthest boundary of the maximum deformation area on the vertical plane as the radius is taken as the first parameter, the projection area of ​​the deformation area on the vertical plane is taken as the second parameter, the ratio of the first parameter to the second parameter is taken as the first weight, the ratio of the second parameter to the first parameter is taken as the second weight, the thickness at the thickest point of the boundary between the maximum deformation area and the deformation buffer zone is taken as the reference value, the first weight multiplied by the reference value is taken as the reinforcement thickness of the deformation start area and the maximum deformation area, and the reference value divided by the second weight is taken as the reinforcement thickness of the deformation transfer area and the deformation buffer zone.

5. The method according to claim 4, characterized in that The side frame components include A-pillars, B-pillars, C-pillars, D-pillars, door sills and top beams. When at least two of the above components are deformed respectively, the reinforcement areas corresponding to each component and the reinforcement thickness of the reinforcement areas are independently obtained. When the reinforcement areas overlap, the reinforcement thickness of the overlapping part takes the largest reinforcement thickness value.

6. The method according to claim 5, characterized in that The A-pillar also includes an A-upper pillar, which is adjacent to the roof, front windshield, and front door of the vehicle; and an A-lower pillar connected to the A-upper pillar, which is adjacent to the engine compartment, front door, and lower part of the front windshield of the vehicle.

7. The method according to claim 5, characterized in that The C-pillar also includes a C-upper pillar, which includes a portion above the waterline between the roof side beam and the rocker portion and is adjacent to the vehicle rear door; a C-lower pillar connected to the C-upper pillar includes a portion below the waterline between the roof side beam and the rocker portion and is adjacent to the vehicle rear door and rear wheels.

8. The method according to claim 5, characterized in that The side enclosure also includes an inner rear portion of the side enclosure: the rear portion of the side enclosure is located between the C-pillar and the D-pillar, includes an upper portion of the rear wheel housing, and is adjacent to the inner rear wheel housing and the rear triangular window.

9. An integrated vehicle body side reinforcement system, the system comprising a processor and a storage device connected to the processor, the storage device storing a program, characterized in that: When the program is executed by a processor, the steps of the method described in any one of claims 1 to 8 are executed.

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