Vehicle body design method and device, electronic equipment and storage medium

Abstract

The embodiment of the invention provides a vehicle body design method and device, electronic equipment and a storage medium, and the method comprises the steps: determining a crashworthiness evaluation index based on a preset threshold beam configuration; determining a target topological configuration according to the crashworthiness evaluation index; according to the initial design parameters of the threshold beam, an axial thickness change parameter model of the threshold beam is constructed; constructing a threshold beam parameter optimization model according to a pre-constructed thickness constraint function, the target topological configuration and the axial thickness change parameter model; according to the threshold beam parameter optimization model, target design parameters of the threshold beam are determined. The technical problem of how to improve the impact resistance of the vehicle doorsill beam structure in side collision while ensuring the light weight of the vehicle in the vehicle body design process is solved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle body design, and in particular to a vehicle body design method, device, electronic device and storage medium. Background Art

[0002] As a critical structural component, the sill beam's design directly impacts both occupant safety and the vehicle's crashworthiness during a side collision. In recent years, with increasing demands for vehicle lightweighting and collision safety, traditional sill beam designs with uniform thickness have shown limitations when handling complex collision conditions.

[0003] Traditional sill beam designs fail to fully consider the differences in stress characteristics and energy absorption requirements in different areas of the sill beam during side collisions or column impacts, resulting in over-design of materials in some areas and inefficient use of materials in other areas. This, in turn, makes the sill beam's energy absorption efficiency low and its impact resistance in side collisions insufficient. In existing technologies, increasing the material thickness or adding additional structural parts is often used to improve the collision energy absorption performance of sill beams. However, this sacrifices the concept of lightweight design, increases the weight of the vehicle, and directly affects the vehicle's fuel efficiency. In summary, existing vehicle body collision safety design methods cannot simultaneously ensure that the sill beam has sufficient lateral impact resistance while taking into account the lightweight use of materials.

[0004] Therefore, during the vehicle body design process, how to improve the impact resistance of the vehicle rocker beam structure in side collisions while ensuring the lightweight of the vehicle is one of the important technical issues in the relevant technical field. For the above problems, no effective solution has been proposed so far. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle body design method, device, electronic device and storage medium, which aim to solve the technical problem of how to improve the impact resistance of the vehicle rocker beam structure in a side collision while ensuring the lightweight of the vehicle during the vehicle body design process.

[0006] According to one aspect of an embodiment of the present application, a vehicle body design method is provided, wherein the vehicle body includes a rocker beam, and the method includes: determining a crashworthiness evaluation index based on a preset rocker beam configuration; determining a target topological configuration according to the crashworthiness evaluation index; constructing an axial thickness variation parameter model of the rocker beam according to initial design parameters of the rocker beam; constructing a rocker beam parameter optimization model according to a pre-constructed thickness constraint function, the target topological configuration, and the axial thickness variation parameter model; and determining target design parameters of the rocker beam according to the rocker beam parameter optimization model.

[0007] The above-mentioned vehicle body design method provided by the embodiment of the present application achieves the following technical effects: first, based on the preset rocker beam configuration, a series of crashworthiness evaluation indicators are determined. These indicators comprehensively consider the performance of the rocker beam when subjected to side impact, ensuring that the optimization direction of the design can directly improve the safety protection level of the occupants; second, based on the determined crashworthiness evaluation indicators, the target topological configuration is determined through topological optimization technology. This configuration presents an optimal thickness distribution pattern, which can significantly improve the energy absorption efficiency and structural integrity of the rocker beam without increasing the weight of the material, providing a clear optimization target for subsequent design; then, using the initial design parameters of the rocker beam, a parameter model of the axial thickness variation of the rocker beam is constructed. This model The model combines the structural characteristics of the sill beam with the rolling process constraints, providing a mathematical framework for subsequent optimization design and ensuring the feasibility of the design and compatibility with manufacturing. In addition, a sill beam parameter optimization model is established based on the pre-constructed thickness constraint function, target topological configuration, and axial thickness variation parameter model. This model, through a multi-objective optimization algorithm, considers the performance requirements and manufacturing limitations of the sill beam under different working conditions, achieving precise control of the sill beam structural design parameters. Finally, based on the constructed sill beam parameter optimization model, the target design parameters of the sill beam are determined. This parameter optimization ensures that the sill beam meets the requirements of lightweight while meeting the collision safety performance, solving the problem of balancing lightweight and collision safety performance. Therefore, the embodiment of the present application can achieve the technical effect of improving the impact resistance of the vehicle sill beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process, solving the technical problem of how to improve the impact resistance of the vehicle sill beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process.

[0008] Optionally, determining the crashworthiness evaluation index based on the preset sill beam configuration includes: constructing a lateral impact numerical simulation model of the sill beam based on the preset sill beam configuration; performing a lateral impact simulation analysis on the sill beam according to the lateral impact numerical simulation model to obtain the crashworthiness evaluation index.

[0009] The above-mentioned optional embodiments of the present application can achieve the following technical effects: based on the preset sill beam configuration, a lateral impact numerical simulation model is constructed. This process converts the structural parameters of the actual sill beam and the working conditions of the side collision into a mathematical model in a virtual environment, providing an accurate and controllable experimental platform for subsequent simulation analysis; the constructed lateral impact numerical simulation model is used to perform lateral impact simulation analysis of the sill beam to determine the crashworthiness evaluation indicators. These crashworthiness evaluation indicators can comprehensively consider the performance of the sill beam when subjected to a side impact, providing a basis for the subsequent optimization design direction.

[0010] Optionally, constructing a lateral impact numerical simulation model of the sill beam based on a preset sill beam configuration includes: constructing a lateral impact numerical simulation model of the sill beam based on a vehicle side collision condition and the preset sill beam configuration.

[0011] The above-mentioned optional embodiments of the present application can achieve the following technical effects: based on the vehicle side collision working condition, this prerequisite ensures that the construction of the lateral impact numerical simulation model can fully reflect the stress environment and force characteristics faced by the sill beam in the actual collision scenario, and through accurate simulation of the dynamic process during the side collision, including the setting of key parameters such as the magnitude, direction and action time of the collision force, the simulation model can be closer to the real world, thereby improving the accuracy and reliability of the design evaluation; the preset sill beam configuration is used as the basis of the simulation model, and an in-depth analysis of the specific sill beam configuration is carried out without relying on the manufacture and testing of physical prototypes. This method not only saves a lot of time and cost, but also allows designers to quickly iterate different configurations in the model, compare their performance under side collision conditions, and thus find the optimal design.

[0012] Optionally, performing a lateral impact simulation analysis on the sill beam according to the lateral impact numerical simulation model to obtain a crashworthiness evaluation index includes: performing a lateral impact simulation analysis on the sill beam according to the lateral impact numerical simulation model and preset simulation parameters to obtain a crashworthiness evaluation index.

[0013] The above-mentioned optional embodiments of the present application can achieve the following technical effects: the lateral impact simulation analysis performed based on the lateral impact numerical simulation model and preset simulation parameters can accurately simulate the dynamic response of the sill beam during a side collision, including material deformation, stress distribution, and energy absorption; the use of preset simulation parameters, such as collision speed, impact angle, etc., makes the evaluation process standardized and repeatable, ensuring the reliability and consistency of the results; the crashworthiness evaluation index obtained through simulation analysis provides a specific quantitative standard for the performance evaluation of the sill beam. These indicators can directly reflect the protective effect of the sill beam when it suffers a side collision, help accurately judge the pros and cons of the configuration design, and point out the direction for subsequent optimization design.

[0014] Optionally, the crashworthiness evaluation indicators include maximum intrusion volume, maximum intrusion velocity, average collision force and specific energy absorption; determining the target topology configuration based on the crashworthiness evaluation indicators includes: constructing a topology optimization mathematical model based on the maximum intrusion volume, maximum intrusion velocity, average collision force and specific energy absorption; solving the topology optimization mathematical model according to a preset solution algorithm and preset solution constraints to obtain the target topology configuration.

[0015] The above optional embodiments of the present application can achieve the following technical effects: setting of crashworthiness evaluation indicators, including maximum intrusion amount, maximum intrusion speed, average collision force and specific energy absorption, which quantify the performance of the sill beam under side collision from different dimensions; constructing a topology optimization mathematical model based on the above crashworthiness evaluation indicators, which transforms the sill beam design into a complex optimization problem, aiming to find a structural solution that can maximize energy absorption efficiency and minimize intrusion amount; further, solving the topology optimization mathematical model through a preset solution algorithm and preset solution constraints to obtain a target topology configuration, and the solution algorithm can quickly search for the optimal solution that meets multiple performance indicators in the design space, while the solution constraints ensure that the obtained configuration can be manufactured under the existing rolling process.

[0016] Optionally, based on the initial design parameters of the sill beam, constructing an axial thickness variation parameter model of the sill beam includes: determining a thickness variation coordinate system of the sill beam, wherein the coordinate origin of the thickness variation coordinate system is the axial midpoint position of the sill beam, the transverse coordinate axis of the thickness variation coordinate system is the axial direction of the sill beam, and a preset area of the sill beam is a variation object of the thickness variation coordinate system; determining an axial thickness variation parameter model based on the number of straight sections, the thickness of the straight sections, the length of the straight sections, the starting position of the straight sections and the thickness variation coordinate system, wherein the number of straight sections, the thickness of the straight sections, the length of the straight sections and the starting position of the straight sections are included in the initial design parameters.

[0017] The above-mentioned optional embodiments of the present application can achieve the following technical effects: determining the thickness variation coordinate system of the sill beam, with the axial midpoint position of the sill beam as the coordinate origin and the axial direction as the transverse coordinate axis. This setting provides a clear geometric framework for the subsequent construction of the axial thickness variation parameter model, which can accurately locate and define the thickness variation of different sections of the sill beam; constructing the axial thickness variation parameter model based on the initial design parameters (number of straight sections, straight section plate thickness, straight section length, straight section starting position), converting the sill beam design into a parameterized process, and exploring the impact of different thickness distributions on the performance of the sill beam by adjusting these parameters.

[0018] Optionally, constructing the thickness constraint function includes: determining the thickness variation constraint, the transition section length constraint and the straight section number constraint according to preset requirements; and constructing the thickness constraint function according to the thickness variation constraint, the transition section length constraint and the straight section number constraint.

[0019] The above-mentioned optional embodiments of the present application can achieve the following technical effects: determining the thickness variation constraint, transition section length constraint and straight section number constraint according to preset requirements, and these constraints provide clear guidance for the subsequent construction of the thickness constraint function, ensuring that the designed threshold beam can not only effectively absorb collision energy, but also meet the limitations of lightweight and manufacturing process; constructing the thickness constraint function according to the determined thickness variation constraint, transition section length constraint and straight section number constraint, and constructing the thickness constraint function for systematically evaluating and adjusting the thickness of each section of the threshold beam to simultaneously meet the requirements of impact resistance and lightweight design, and ensure that the design results are feasible in actual manufacturing.

[0020] Optionally, based on a pre-constructed thickness constraint function, target topological configuration and axial thickness variation parameter model, constructing a threshold beam parameter optimization model includes: determining a thickness target curve based on the target topological configuration; determining a thickness design curve based on the axial thickness variation parameter model; comparing the thickness target curve and the thickness design curve to obtain curve similarity; and constructing a threshold beam parameter optimization model based on the curve similarity and the thickness constraint function, with the target topological configuration as the target.

[0021] The above-mentioned optional embodiments of the present application can achieve the following technical effects: determining a target thickness curve based on the target topological configuration, that is, expressing the optimal structural configuration obtained by topological optimization in the form of a curve, clarifying the ideal thickness distribution of each part of the sill beam, and establishing the target thickness curve provides a clear guiding goal for subsequent optimization design, namely, pursuing the closest match to this curve; determining a design thickness curve based on the axial thickness variation parameter model, that is, converting the current design state of the sill beam into a visual curve through a mathematical model, this curve reflects the actual thickness distribution of the designed sill beam at various axial positions; comparing the design thickness curve with the target thickness curve to obtain curve similarity, which can quantify the degree of proximity between the current design and the optimal topological configuration; constructing a sill beam parameter optimization model based on the curve similarity and the thickness constraint function, with the target topological configuration as the target. This model integrates all the above information and provides input data for the multi-objective optimization algorithm. By minimizing the curve similarity and satisfying the thickness constraint function, the optimization model guides the algorithm to find a sill beam thickness distribution solution that is closest to the target topological configuration while meeting the constraints of the flexible rolling process.

[0022] Optionally, the vehicle body collision safety design method further includes: inputting target design parameters into a preset production plan model to determine a rocker beam production plan, wherein the rocker beam production plan is used to guide the production of the rocker beam.

[0023] The above-mentioned optional embodiment of the present application can achieve the following technical effects: the target design parameters are input into the preset production plan model, that is, the optimal rocker beam thickness distribution parameters obtained in the design stage are input into the production model, and the rocker beam production plan is determined to ensure that the production of the rocker beam can be carried out according to the optimal design parameters, thereby ensuring that the innovatively designed rocker beam can be manufactured with high quality in actual production, meeting the dual requirements of vehicle lightweighting and collision safety design.

[0024] According to another aspect of an embodiment of the present application, a rocker beam is further provided, wherein parameters of the rocker beam are target design parameters determined by any of the above-mentioned vehicle body design methods.

[0025] The above-mentioned threshold beam provided in the embodiment of the present application achieves the following technical effects: the threshold beam obtained by using the target design parameters determined by the vehicle body design method in any of the above items as the manufacturing parameters of the threshold beam can meet the dual requirements of vehicle lightweight and collision safety design, thereby achieving the technical effect of improving the impact resistance of the vehicle threshold beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process, and solving the technical problem of how to improve the impact resistance of the vehicle threshold beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process.

[0026] According to another aspect of the embodiments of the present application, a vehicle is further provided, comprising the above-mentioned sill beam.

[0027] The above-mentioned vehicle provided by the embodiment of the present application achieves the following technical effects: the impact resistance of the vehicle equipped with the above-mentioned rocker beam during side collision is enhanced while meeting the requirements of lightweight design.

[0028] According to another aspect of an embodiment of the present application, a vehicle body design device is also provided, in which the vehicle body includes a rocker beam, and the device includes: a first determination module for determining a crashworthiness evaluation index based on a preset rocker beam configuration; a second determination module for determining a target topological configuration according to the crashworthiness evaluation index; a first construction module for constructing an axial thickness variation parameter model of the rocker beam according to the initial design parameters of the rocker beam; a second construction module for constructing a rocker beam parameter optimization model according to a pre-constructed thickness constraint function, a target topological configuration and an axial thickness variation parameter model; and a third determination module for determining the target design parameters of the rocker beam according to the rocker beam parameter optimization model.

[0029] The above-mentioned vehicle body design device provided in the embodiment of the present application achieves the following technical effects: the first determination module is used to determine the crashworthiness evaluation index based on the preset rocker beam configuration, which quantifies the performance requirements of the rocker beam design and provides a clear target for the subsequent optimization design; the second determination module is used to determine the target topological configuration according to the crashworthiness evaluation index. The determination of the target topological configuration concretizes the goal of design optimization and provides a roadmap for the subsequent parametric design; the first construction module is used to construct an axial thickness variation parameter model based on the initial design parameters of the rocker beam. This model converts the expectation of the rocker beam thickness distribution into a mathematical form, which is convenient for further optimization calculations. The construction of the thickness variation parameter model ensures that the design parameters can be systematically processed and evaluated; the second construction module is used to construct a rocker beam parameter optimization model based on the pre-constructed thickness constraint function, the target topological configuration and the axial thickness variation parameter model. This model provides input for the multi-objective optimization algorithm, aiming to find a rocker beam design that can both meet the lightweight requirements and improve the impact resistance performance; the third determination module is used to determine the target design parameters, that is, the optimal rocker beam thickness distribution scheme, based on the rocker beam parameter optimization model. This determination process is the output of the entire design device. It converts the calculation results of the optimization model into production guidance, ensuring seamless connection between design and production. In summary, the body design device disclosed in this application, through the organic combination of the first determination module, the second determination module, the first construction module, the second construction module and the third determination module, achieves the technical effect of improving the impact resistance of the vehicle rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process, and solves the technical problem of how to improve the impact resistance of the vehicle rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process.

[0030] According to another aspect of an embodiment of the present application, an electronic device is also provided, including a processor and a memory, wherein the memory is used to store a computer program; and the processor is used to execute the computer program stored in the memory to implement any of the above-mentioned vehicle body design methods.

[0031] The above-mentioned electronic device provided in the embodiment of the present application achieves the following technical effects: the computer program corresponding to the vehicle body design method for implementing any of the above-mentioned items is stored in a memory, and the computer program stored in the memory is executed by a processor, thereby achieving the technical effect of improving the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process, and solving the technical problem of how to improve the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process.

[0032] According to another aspect of the embodiment of the present application, a computer-readable storage medium is further provided, in which a computer program is stored. When the computer program is executed by a processor, the vehicle body design method described in any one of the above items is implemented.

[0033] The above-mentioned computer-readable storage medium provided in the embodiment of the present application achieves the following technical effects: the computer program corresponding to the vehicle body design method in any of the above items is stored in a computer-readable storage medium, and the computer program stored in the computer-readable storage medium is executed by a processor, thereby achieving the technical effect of improving the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process, and solving the technical problem of how to improve the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process.

[0034] It should be noted that the general description in the above content and the detailed description below are merely for exemplification and explanation of the present application and do not constitute a limitation of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a flow chart of a vehicle body design method provided by one embodiment of the present application;

[0036] Figure 2 This is a schematic diagram of a configuration design of a vehicle body rocker beam based on a variable thickness plate provided in one embodiment of the present application;

[0037] Figure 3 This is a schematic diagram of a numerical simulation model for a lateral impact of a sill beam provided in one embodiment of the present application;

[0038] Figure 4 This is an optimal topological configuration diagram of a threshold beam with continuously variable thickness in a transverse direction provided by one embodiment of the present application;

[0039] Figure 5 This is a schematic diagram of a model of an axial thickness variation parameter model of a variable thickness sill beam provided in one embodiment of the present application;

[0040] Figure 6 This is a structural diagram of a vehicle body design device provided in one embodiment of the present application;

[0041] Figure 7 This is a structural diagram of an electronic device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to make the technical problems, technical solutions and beneficial effects solved by this application more clearly understood, this application is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0043] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in a sequence other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0044] According to an embodiment of the present invention, an embodiment of a vehicle body design method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0045] An embodiment of the present application provides a vehicle body design method, in which the vehicle body includes a rocker beam. The method includes: determining a crashworthiness evaluation index based on a preset rocker beam configuration; determining a target topological configuration based on the crashworthiness evaluation index; constructing an axial thickness variation parameter model of the rocker beam based on initial design parameters of the rocker beam; constructing a rocker beam parameter optimization model based on a pre-constructed thickness constraint function, the target topological configuration, and the axial thickness variation parameter model; and determining target design parameters of the rocker beam based on the rocker beam parameter optimization model.

[0046] The above-mentioned vehicle body design method provided by the embodiment of the present application achieves the following technical effects: first, based on the preset rocker beam configuration, a series of crashworthiness evaluation indicators are determined. These indicators comprehensively consider the performance of the rocker beam when subjected to side impact, ensuring that the optimization direction of the design can directly improve the safety protection level of the occupants; second, based on the determined crashworthiness evaluation indicators, the target topological configuration is determined through topological optimization technology. This configuration presents an optimal thickness distribution pattern, which can significantly improve the energy absorption efficiency and structural integrity of the rocker beam without increasing the weight of the material, providing a clear optimization target for subsequent design; then, using the initial design parameters of the rocker beam, a parameter model of the axial thickness variation of the rocker beam is constructed. This model The model combines the structural characteristics of the sill beam with the rolling process constraints, providing a mathematical framework for subsequent optimization design and ensuring the feasibility of the design and compatibility with manufacturing. In addition, a sill beam parameter optimization model is established based on the pre-constructed thickness constraint function, target topological configuration, and axial thickness variation parameter model. This model, through a multi-objective optimization algorithm, considers the performance requirements and manufacturing limitations of the sill beam under different working conditions, achieving precise control of the sill beam structural design parameters. Finally, based on the constructed sill beam parameter optimization model, the target design parameters of the sill beam are determined. This parameter optimization ensures that the sill beam meets the requirements of lightweight while meeting the collision safety performance, solving the problem of balancing lightweight and collision safety performance. Therefore, the embodiment of the present application can achieve the technical effect of improving the impact resistance of the vehicle sill beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process, solving the technical problem of how to improve the impact resistance of the vehicle sill beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process.

[0047] Example 1

[0048] The embodiment of the present application provides a vehicle body design method, wherein the vehicle body includes a sill beam, please refer to Figure 1 , the method comprises the following steps:

[0049] S110: Determine a crashworthiness evaluation index based on a preset sill beam configuration;

[0050] Specifically, the basic configuration of the rocker beam is pre-determined, including but not limited to its shape, material, dimensions, and other parameters. This configuration is based on a deep understanding of vehicle crash conditions and is typically completed during the preliminary design phase. Finite element analysis software is then used to simulate and analyze this pre-determined configuration under lateral impact loads to determine a series of evaluation indicators that reflect the rocker beam's energy absorption capacity and protective performance in side impacts.

[0051] It's understandable that by determining the crashworthiness evaluation index, we can clarify the performance requirements of the sill beam in a side impact, providing a quantitative target for subsequent design optimization. This process, achieved through numerical simulation, not only improves design accuracy but also saves time and costs.

[0052] S120: Determine a target topology configuration based on a crashworthiness evaluation index;

[0053] Specifically, based on the determined crashworthiness evaluation indicators, topology optimization methods, such as the strain energy density method and the level set method, are used to optimize the structure of the threshold beam while satisfying specific constraints, in order to obtain the optimal structural configuration under lateral impact, that is, the target topological configuration.

[0054] Understandably, this step aims to find a rocker beam structural form that can maintain lightweight while improving impact resistance.

[0055] S130: Constructing an axial thickness variation parameter model of the sill beam based on initial design parameters of the sill beam;

[0056] Specifically, based on the initial design parameters of the sill beam, a parameter model of the axial thickness variation of the sill beam is constructed. This process usually involves taking the axial thickness variation of the sill beam as a design variable and constructing a mathematical model. The model will include a series of parameters, such as the number of straight sections, the thickness of the straight sections, the length of the transition zone, etc.

[0057] For example, the sill beam is divided into a plurality of axial straight sections, the thickness of each section can be optimized independently, and a linear transition zone is designed between the sections to ensure smoothness of thickness variation and process feasibility.

[0058] The construction of this model makes the subsequent optimization design more systematic and precise, avoiding the performance and cost issues caused by blind design.

[0059] S140: constructing a threshold beam parameter optimization model based on a pre-constructed thickness constraint function, a target topological configuration, and an axial thickness variation parameter model;

[0060] Specifically, based on the constraints of the flexible rolling process (such as maximum and minimum thickness variations, transition section length, and the maximum number of straight sections), a thickness constraint function was pre-established. This function defines the performance criteria that the designed sill beam must meet while satisfying manufacturing requirements. A parameter optimization model for the sill beam was then constructed by combining the thickness constraint function, the target topology, and the axial thickness variation parameter model.

[0061] It can be understood that the construction of the threshold beam parameter optimization model has achieved the systematization of design goals and constraints, effectively improved design efficiency and reduced human errors.

[0062] S150: Determine target design parameters of the sill beam according to the sill beam parameter optimization model.

[0063] Specifically, a multi-objective optimization algorithm was used to solve the sill beam parameter optimization model, resulting in a set of optimal axial thickness distribution parameters that simultaneously meet the optimization objectives and process constraints. These parameters, known as the target design parameters for the sill beam, will guide subsequent production processes, ensuring that the resulting sill beam not only meets lightweight requirements but also exhibits excellent lateral impact resistance.

[0064] In summary, the vehicle body design method provided in this application includes a rocker beam. The method comprises: determining a crashworthiness evaluation index based on a preset rocker beam configuration; determining a target topological configuration based on the crashworthiness evaluation index; constructing an axial thickness variation parameter model for the rocker beam based on the initial design parameters of the rocker beam; constructing a rocker beam parameter optimization model based on the pre-constructed thickness constraint function, the target topological configuration, and the axial thickness variation parameter model; and determining the target design parameters for the rocker beam based on the rocker beam parameter optimization model. The above method can achieve the technical effect of improving the impact resistance of the vehicle rocker beam structure in side collisions while ensuring vehicle lightweight during the vehicle body design process, thereby solving the technical problem of how to improve the impact resistance of the vehicle rocker beam structure in side collisions while ensuring vehicle lightweight during the vehicle body design process.

[0065] It should be noted that the vehicle body design method provided in this application is not limited to the design optimization of rocker beams. The optimization design concepts and methods of this application are also applicable to the lateral impact resistance design of other beam-type components in the vehicle body frame, especially the longitudinal beams that play a key role in absorbing energy in the event of a side collision. In the vehicle body structure, the longitudinal beams, together with the rocker beams, form the core of the side protection system. When the vehicle is involved in a side collision, these longitudinal beam components must quickly absorb the collision energy while maintaining the integrity of the passenger compartment to minimize injuries to the occupants.

[0066] Based on the vehicle body design method proposed in this application, the longitudinal beams in the vehicle body frame are topologically optimized to determine the optimal wall thickness distribution and structural configuration. By utilizing variable thickness design within the constraints of a flexible rolling process, the wall thickness of the longitudinal beam at different axial positions can be dynamically adjusted based on the force and energy absorption requirements during a collision, thereby achieving a balance between structural strength and material efficiency. Compared to traditional constant thickness designs, this optimization method can significantly improve the longitudinal beam's energy absorption efficiency while reducing overall weight, helping the vehicle achieve lightweighting while maintaining a high level of safety performance.

[0067] Optionally, in step S110, determining the crashworthiness evaluation index based on the preset sill beam configuration includes the following steps:

[0068] S111: Based on the preset sill beam configuration, a numerical simulation model of the lateral impact of the sill beam is constructed;

[0069] Specifically, the vehicle body rocker beam configuration is pre-designed based on the variable thickness plate to obtain a preset rocker beam configuration. The schematic diagram of the preset rocker beam configuration is shown in FIG. Figure 2 As shown, the threshold beam structure specifically includes inner and outer plates of the threshold beam. The outer plate of the threshold beam is an "X"-shaped stamped plate, and the inner plate of the threshold beam is a flat plate. The inner and outer plates of the threshold beam are both integrally rolled from a whole piece of metal sheet using a flexible rolling process. The inner and outer plates of the threshold beam are connected by welding, bolting and other connection processes. The wall thickness distribution of the inner and outer plates of the threshold beam is axially variable from the middle to both sides, and presents segmented thickness variation with a linear transition zone between segments.

[0070] It should be noted that the length, width, height and other dimensions of the inner and outer panels of the rocker beam need to be designed and determined in conjunction with the vehicle body side structure.

[0071] Specifically, based on the preset sill beam configuration, a lateral impact numerical simulation model of the sill beam is constructed using three-dimensional modeling and finite element analysis software.

[0072] It can be understood that by constructing a lateral impact numerical simulation model, the sill beam can be crash tested in a virtual environment without the need to actually manufacture a prototype, which greatly saves design and testing time and costs.

[0073] S112: Perform a lateral impact simulation analysis on the threshold beam based on a lateral impact numerical simulation model to obtain a crashworthiness evaluation index.

[0074] Specifically, after establishing a numerical simulation model for lateral impact, software was used to simulate the sill beam, simulating its stress and deformation during side impact or column collision. The primary goal of this analysis was to obtain a series of key indicators that comprehensively reflect the sill beam's performance. These indicators will serve as targets and constraints for subsequent design optimization.

[0075] It can be understood that the constructed lateral impact numerical simulation model is used to conduct lateral impact simulation analysis of the sill beam and determine the crashworthiness evaluation indicators. These crashworthiness evaluation indicators can comprehensively reflect the performance of the sill beam when subjected to side impact and provide a basis for subsequent optimization design direction.

[0076] Optionally, constructing a lateral impact numerical simulation model of the sill beam based on a preset sill beam configuration includes: constructing a lateral impact numerical simulation model of the sill beam based on a vehicle side collision condition and the preset sill beam configuration.

[0077] Specifically, based on the preset rocker beam configuration and combined with the vehicle side column collision working condition, a rocker beam lateral impact numerical simulation model is established. The model schematic diagram of the rocker beam lateral impact numerical simulation model is shown in the figure. Figure 3 shown.

[0078] Specifically, side impact conditions refer to the shape and motion of the impacting object when impacting the side of a vehicle. In simulation models, specific collision conditions—namely, vehicle side impact conditions—are set, including collision velocity, object type and size, and collision location. This allows assessment of the energy absorption performance, deformation patterns, and passenger compartment protection of side structures like the sill beam during impact.

[0079] It can be understood that based on the vehicle side collision conditions and the preset rocker beam configuration, a lateral impact numerical simulation model of the rocker beam is constructed, which ensures that the construction of the lateral impact numerical simulation model can fully reflect the stress environment and force characteristics faced by the rocker beam in the actual collision scenario, making the simulation model closer to the real world, thereby improving the accuracy and reliability of the design evaluation.

[0080] Optionally, performing a lateral impact simulation analysis on the sill beam according to the lateral impact numerical simulation model to obtain a crashworthiness evaluation index includes: performing a lateral impact simulation analysis on the sill beam according to the lateral impact numerical simulation model and preset simulation parameters to obtain a crashworthiness evaluation index.

[0081] For example, Figure 3 As shown, the side collision condition is set to use a semi-cylindrical rigid indenter with an initial impact velocity V 初始 =10m / s to impact the threshold beam laterally, based on Figure 3 The numerical simulation model of the lateral impact of the threshold beam shown is used to perform lateral impact simulation analysis on the threshold beam and determine the crashworthiness evaluation index of the threshold beam under lateral impact.

[0082] It should be noted that when using the lateral impact numerical simulation model of the sill beam to simulate the lateral impact of the sill beam, the values of multiple evaluation indicators used to describe the performance of the sill beam will change due to the influence of different impacts. Among the above-mentioned multiple evaluation indicators, the evaluation indicator that produces a larger data change due to the influence of different impacts is selected as the crashworthiness evaluation indicator. The determined crashworthiness evaluation indicator can better reflect the performance of the sill beam when it is subjected to a side impact compared with other indicators.

[0083] Optionally, the crashworthiness evaluation index includes a maximum intrusion amount, a maximum intrusion speed, an average collision force, and a specific energy absorption; in the above step S120, determining the target topological configuration according to the crashworthiness evaluation index includes the following steps:

[0084] S121, construct a topology optimization mathematical model based on the maximum intrusion amount, maximum intrusion velocity, average collision force and specific energy absorption;

[0085] Specifically, a corresponding topology optimization mathematical model is constructed based on the obtained crashworthiness evaluation indicators (i.e., maximum intrusion amount, maximum intrusion speed, average collision force and specific energy absorption), as well as the preset optimization objectives and constraints.

[0086] Specifically, maximum intrusion refers to the maximum displacement of the sill beam or door structure into the passenger compartment during a side collision or pole impact. It directly reflects the degree of deformation in the passenger compartment and is a key indicator for assessing whether occupant survival space is protected. Generally, a smaller maximum intrusion indicates less damage to the passenger compartment in a collision, and thus greater occupant safety.

[0087] Specifically, the maximum intrusion velocity refers to the maximum speed at which the sill beam or door structure displaces into the passenger compartment at the moment of impact. This metric reflects the speed and efficiency of collision energy transfer and has a direct impact on the impact acceleration of occupants within the passenger compartment. Excessively high maximum intrusion velocity can result in a more severe impact on occupants, increasing the risk of injury.

[0088] Specifically, the average collision force refers to the average force exerted on the rocker beam during a collision. A lower average collision force generally means that the rocker beam can more effectively absorb and disperse collision energy, reducing the direct impact on the passenger compartment and thus improving occupant safety.

[0089] Specifically, specific energy absorption refers to the amount of collision energy a material can absorb per unit mass. In automotive crash safety design, specific energy absorption is a key metric used to measure a material's energy absorption efficiency. A higher specific energy absorption of a rocker beam indicates it can absorb more collision energy for the same weight, helping to achieve a balance between lightweighting and high safety.

[0090] Specifically, the topology optimization design of the sill beam under lateral impact load is carried out, and the optimization problem is defined as designing the axial thickness distribution of the sill beam without increasing the weight of the sill beam so that the maximum intrusion amount D of the sill beam under lateral impact is max , maximum intrusion speed v max The minimum, the average collision force MCF and the specific energy absorption SEA are the largest, and the corresponding topology optimization mathematical model is established. The model expression is as follows:

[0091]

[0092] Where M(t) represents the mass of the threshold beam when the thickness distribution is t, M0 represents the initial design weight of the threshold beam, and the design variable t(x,y,z) represents the thickness value of the threshold beam at the spatial coordinate position (x,y,z).min Indicates the minimum wall thickness of the inner and outer panels of the threshold beam, t max Indicates the maximum wall thickness of the inner and outer plates of the determined threshold beam.

[0093] It can be understood that the construction of a topology optimization mathematical model and the conversion of the determined crashworthiness evaluation indicators into the goals of the optimized design enable the subsequent systematic exploration of the optimal structural design of the sill beam.

[0094] S122, solving the topology optimization mathematical model according to a preset solution algorithm and preset solution constraints to obtain a target topology configuration.

[0095] Specifically, after the topology optimization mathematical model is constructed, based on the preset solution constraints (constraints on M(t) and t in formula (1)), a preset solution algorithm (such as the strain energy density method) is used to solve the model to obtain the target topological configuration of the threshold beam, that is, Figure 4 The optimal topological configuration of the rocker beam with continuously variable thickness in the transverse direction is shown.

[0096] Specifically, the strain energy density method is a topology optimization method commonly used in structural optimization design. It is used to determine the material distribution within the structure to achieve specific performance goals, such as minimizing the weight of the structure or maximizing the stiffness of the structure. The specific implementation steps of this method include: establishing a finite element model, using finite element analysis software to discretize the structure into a large number of tiny units, each unit representing a tiny area in the structure; calculating the strain energy density, under given load conditions, calculating the strain energy density of each unit through finite element analysis; defining an objective function, based on the design goal, defining an objective function, which is usually related to the strain energy density; setting constraints, determining the mechanical performance requirements that the structure must meet; optimizing the solution, applying optimization algorithms (such as mathematical programming, genetic algorithms, particle swarm optimization algorithms, etc.) to iteratively adjust the material properties of the unit to minimize the objective function and meet the constraints; and analyzing the results after the optimization is completed to determine the optimal distribution of the material and obtain the optimized topological configuration of the structure.

[0097] It should be noted that the model solution process requires setting algorithm parameters and ensuring that the solution process adheres to the preset solution constraints. Through the iterative solution of the multi-objective optimization algorithm, the optimal structural design can be gradually approached, ultimately obtaining the target topology configuration that both meets lightweight requirements and improves impact resistance.

[0098] Optionally, in the above step S130, constructing an axial thickness variation parameter model of the sill beam according to the initial design parameters of the sill beam includes the following steps:

[0099] S131, determining a thickness variation coordinate system of the sill beam, wherein the coordinate origin of the thickness variation coordinate system is the axial midpoint of the sill beam, the transverse coordinate axis of the thickness variation coordinate system is the axial direction of the sill beam, and a preset area of the sill beam is a variation object of the thickness variation coordinate system;

[0100] Specifically, when designing a threshold beam with variable thickness, it is first necessary to establish a thickness variation coordinate system to quantify the details of the thickness distribution of the threshold beam.

[0101] Specifically, the thickness variation coordinate system is set as follows: coordinate origin, the axial midpoint of the sill beam is selected as the coordinate origin, which helps to maintain symmetry and balance in the design and simplify calculations; coordinate axis, the axial direction of the sill beam is used as the transverse coordinate axis, which enables the model to reflect the change in the thickness of the sill beam along the axial direction, facilitating the precise control of the thickness distribution in subsequent optimization; change object, the preset area of the sill beam is set as the change object of the thickness variation coordinate system, which usually refers to the variable thickness part of the sill beam, that is, the area remaining after removing the fixed thickness section.

[0102] It can be understood that by establishing a thickness variation coordinate system of the sill beam, the geometric information and thickness distribution of the sill beam can be unified into a standard system, which facilitates subsequent mathematical modeling and optimization.

[0103] S132, determining an axial thickness variation parameter model based on the number of straight sections, the thickness of the straight sections, the length of the straight sections, the starting position of the straight sections, and the thickness variation coordinate system, wherein the number of straight sections, the thickness of the straight sections, the length of the straight sections, and the starting position of the straight sections are included in the initial design parameters.

[0104] Specifically, based on the initial design parameters of the sill beam (including the number of straight sections, straight section thickness, straight section length, and straight section starting position), and incorporating a thickness variation coordinate system, a mathematical model describing the axial thickness variation of the sill beam was constructed. This model, known as the axial thickness variation parameter model, comprises a series of functions, each of which defines the thickness value of a specific straight section and the thickness transition relationship between adjacent sections.

[0105] Specifically, the flexible rolled variable thickness threshold beam can be divided into a straight section and a linear transition section. The plate thickness remains constant in the straight section, while the plate thickness changes linearly in the linear transition section. The wall thickness distribution of the inner and outer plates of the threshold beam described in the present invention is an axially variable thickness distribution from the center to the sides. Therefore, a threshold beam thickness variation coordinate system is established with the axial midpoint of the threshold beam as the coordinate origin, the axial direction of the threshold beam as the x-axis, and half of the threshold beam structure as the object. Furthermore, the dimensional design parameters of the flexible rolled variable thickness threshold beam are determined, specifically including the number of straight sections n, the plate thickness t of the i-th straight section, and the thickness of the i-th straight section. i (i=1,2,…,n), the length of the i-th straight section l i(i=1,2,…,n), the starting position x of the i-th straight segment i (i=1,2,…,n), and thus the axial thickness variation parameter model of the variable thickness threshold beam is established. Figure 5 Schematic diagram of the axial thickness variation parameter model of the variable thickness sill beam. The expression of the axial thickness variation parameter model of the variable thickness sill beam is as follows:

[0106]

[0107] It can be understood that the constructed axial thickness variation parameter model can systematically describe and control the thickness distribution of the sill beam, providing a quantitative tool for subsequent optimization design.

[0108] Optionally, constructing a thickness constraint function includes the following steps:

[0109] S141, determining the thickness variation constraint, transition section length constraint, and straight section number constraint according to preset requirements;

[0110] Specifically, flexible rolling utilizes a high-performance rolling mill with a specially designed automatic thickness control system to perform real-time thickness control based on the precisely designed sheet thickness distribution. The resulting thin plate has a pre-customized precise variable cross-sectional shape along the rolling direction of the steel plate. The process constraints mainly include: 1) The maximum and minimum thickness variations in the part are limited, i.e., the thickness variation constraint; 2) The length of the transition section generally exceeds 100 times the thickness difference between the two equal-thickness zones, thereby ensuring the uniformity of the mechanical properties of the material after heat treatment, i.e., the transition section length constraint; 3) The upper limit of the number n of straight sections in the variable-thickness threshold beam depends on the overall length of the threshold beam and the plate rolling rhythm, i.e., the straight section number constraint.

[0111] It can be understood that by setting thickness variation constraints, transition section length constraints, and straight section number constraints, it is possible to ensure that the design meets the limitations of the flexible rolling process and avoid technical difficulties and cost increases in the manufacturing process.

[0112] S142, constructing a thickness constraint function based on the thickness variation constraint, the transition section length constraint, and the straight section number constraint.

[0113] Specifically, based on the thickness change constraint, transition section length constraint, and straight section number constraint, a thickness constraint function is constructed. The thickness constraint function expression is as follows:

[0114]

[0115] Among them, n max Indicates the maximum number of straight sections in a variable thickness threshold beam.

[0116] It can be understood that the constructed thickness constraint function can directly reflect whether the design parameters are reasonable, ensuring that the design does not violate the constraints of the manufacturing process while meeting the structural performance requirements.

[0117] Optionally, in the above step S140, a sill beam parameter optimization model is constructed according to the pre-constructed thickness constraint function, target topological configuration and axial thickness variation parameter model, including the following steps:

[0118] S143, determining a target thickness curve according to the target topological configuration;

[0119] Specifically, the obtained target topological configuration, i.e., the optimal topological configuration of the sill beam with continuously variable thickness in the transverse direction, is set as the thickness optimization target of the variable-thickness sill beam, and the thickness distribution of the target topological configuration is converted into a thickness target curve in the sill beam coordinate system to obtain the thickness target curve.

[0120] It is understandable that the thickness target curve provides a clear direction for subsequent optimization design, ensuring that efforts can always be made towards the goal of improving the structural performance and energy absorption effect of the sill beam during the optimization process.

[0121] S144, determining a thickness design curve based on an axial thickness variation parameter model;

[0122] Specifically, according to the axial thickness variation parameter model, a thickness design curve of the sill beam is generated. This curve reflects the thickness values of various parts of the sill beam under the current design parameters.

[0123] It can be understood that the thickness design curve is an intuitive expression of the current design solution. The generation of the thickness design curve provides a basis for adjusting the design parameters, which facilitates optimization in subsequent steps.

[0124] S145, comparing the target thickness curve and the design thickness curve to obtain curve similarity;

[0125] Specifically, a curve similarity comparison method is used to obtain the similarity between the thickness target curve and the thickness design curve. For example, the curve similarity calculation method may use Euclidean distance, cosine similarity, Manhattan distance, mean absolute error, etc.

[0126] Optionally, the mean absolute error (MAE) is used to quantify the curve similarity. The mean absolute error (MAE) refers to the average value of the difference between the target value and the design value. The expression of the mean absolute error (MAE) is as follows:

[0127]

[0128] in, It represents the cumulative average error of n straight segments, t irepresents the thickness of the straight section of the i-th segment in the design curve, It represents the mean thickness of the target curve at the same position as the i-th straight segment. It represents the cumulative average error of n-1 straight-line transition segments, t j represents the mean thickness of the jth transition section in the design curve, Represents the mean thickness of the jth transition segment in the target curve.

[0129] It can be understood that by calculating the curve similarity, we can intuitively understand the gap between the current design scheme and the target performance, providing a quantitative basis for subsequent optimization.

[0130] S146, based on the curve similarity and thickness constraint function, a threshold beam parameter optimization model is constructed with the target topological configuration as the goal.

[0131] Specifically, based on the minimum error fitting criterion and taking the target topological configuration as the goal, a parameter optimization model of the variable thickness threshold beam considering the flexible rolling process constraints is established. The model expression is as follows:

[0132]

[0133] Among them, MAE(t,n,x) represents the mean absolute error between the thickness design parameters of the threshold beam and the thickness target curve when t,n,x are the thickness design parameters, R(t,n,x) is the rolling process constraint function, M(t,n,x) represents the mass of the threshold beam when t,n,x are the thickness design parameters, t represents the thickness of the straight section, n represents the number of straight sections, x represents the starting position of the straight section, and M obj It represents the mass of the threshold beam corresponding to the target topological configuration (i.e. the optimal topological configuration with continuously variable thickness).

[0134] By constructing a threshold beam parameter optimization model, we can find the optimal balance between structural performance requirements and manufacturing process constraints, ensuring that the designed threshold beam can not only effectively improve the energy absorption characteristics, thereby improving impact resistance, but also meet the requirements of lightweight and manufacturing feasibility.

[0135] Optionally, a multi-objective optimization algorithm, such as a modified genetic algorithm, particle swarm optimization, or gray wolf algorithm, is used to solve the constructed threshold beam parameter optimization model to find the optimal design parameters that satisfy all constraints. During the optimization process, the model iteratively updates the design parameters until a design solution that best matches the target topology is found.

[0136] For example, a multi-objective particle swarm algorithm is used to solve the threshold beam parameter optimization model. The position and velocity update of particles during search in the particle swarm algorithm is the iterative update of the design solution, which can be specifically expressed as:

[0137]

[0138] in, and are the positions of particle i at the kth and k+1th iteration steps, respectively. and are the velocities of particle i at the kth and k+1th iterations, respectively. The first part of the velocity update formula (6) is the inertia, which is the vector that continues the particle's last motion, where ω k+1 Is the coefficient that maintains the iteration speed of the previous step, called inertia weight; the second part is the individual cognitive quantity, which is the quantity moving towards the individual's historical optimal position. Among them, c1 is the learning factor of the particle tracking its own historical optimal value, which represents the particle's understanding of itself, and r1 is a random number uniformly distributed in the interval [0,1]. The third part is the social cognition amount, which is the amount of particle movement toward the global optimal position, where c2 is the learning factor of the particle tracking the global optimal solution, indicating its understanding of the entire particle swarm society, and r2 is a random number uniformly distributed in the interval [0,1].

[0139] The relevant parameters of the particle swarm algorithm can be set by referring to Table 1.

[0140] Table 1 Basic parameter settings of particle swarm algorithm

[0141]

[0142] It can be understood that by solving the sill beam parameter optimization model through a multi-objective optimization algorithm, the optimal thickness distribution of the sill beam under the rolling process constraints can be obtained.

[0143] Optionally, the vehicle body design method further includes: inputting the target design parameters into a preset production plan model to determine a rocker beam production plan, wherein the rocker beam production plan is used to guide the production of the rocker beam.

[0144] Specifically, the target design parameters are input into a preset production plan model, that is, the optimal threshold beam thickness distribution parameters obtained in the design phase are input into the production model to determine the threshold beam production plan to guide the production of the threshold beam.

[0145] It is understandable that guiding the production of the sill beam based on a determined sill beam production plan can ensure that the production of the sill beam is carried out according to the optimal design parameters, thereby ensuring that the innovatively designed sill beam can be manufactured with high quality in actual production, meeting the dual requirements of vehicle lightweighting and collision safety design.

[0146] In summary, this application optimizes the axial distribution of the rocker beam material. The rocker beam wall thickness distribution is segmented, varying in thickness from the center to the sides. In the event of a side collision or a pole impact, the middle portion of the rocker beam exhibits greater rigidity, thereby reducing collision intrusion. The reduced wall thickness at each end of the rocker beam creates a stable deformation and energy-absorbing zone, enhancing vehicle collision safety while optimizing material utilization efficiency. Furthermore, the proposed method for designing the thickness of a rocker beam component based on the minimum error fitting criterion enables forward optimization of the lateral impact resistance of the rocker beam, achieving the optimal rocker beam thickness distribution within the constraints of the rolling process, and significantly improving the efficiency and feasibility of rocker beam design.

[0147] Example 2

[0148] An embodiment of the present application further provides a rocker beam, the parameters of which are target design parameters determined by the vehicle body design method described in any of the above embodiments.

[0149] In an optional embodiment, the parameters of a rocker beam are target design parameters determined by the vehicle body design method introduced in any of the above embodiments. A vehicle equipped with a rocker beam manufactured based on the target design parameters has enhanced impact resistance during side collisions while meeting the requirements of lightweight design.

[0150] The above-mentioned threshold beam provided in the embodiments of the present application achieves the following technical effects: the threshold beam obtained by using the target design parameters determined by the vehicle body design method introduced in any of the above embodiments as the manufacturing parameters of the threshold beam can meet the dual requirements of vehicle lightweight and collision safety design, thereby achieving the technical effect of improving the impact resistance of the vehicle threshold beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process, and solving the technical problem of how to improve the impact resistance of the vehicle threshold beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process.

[0151] It should be noted that the optional implementation methods of this embodiment can refer to the relevant description in Example 1 and will not be repeated here.

[0152] Example 3

[0153] An embodiment of the present application further provides a vehicle, which includes the sill beam introduced in the above embodiment.

[0154] The above-mentioned vehicle provided by the embodiment of the present application achieves the following technical effects: the impact resistance of the vehicle equipped with the above-mentioned rocker beam during side collision is enhanced while meeting the requirements of lightweight design.

[0155] Example 4

[0156] The embodiment of the present application also provides a vehicle body design device 60, wherein the vehicle body includes a sill beam, please refer to Figure 6 The device includes: a first determination module 610, used to determine a crashworthiness evaluation index based on a preset sill beam configuration; a second determination module 620, used to determine a target topological configuration according to the crashworthiness evaluation index; a first construction module 630, used to construct an axial thickness variation parameter model of the sill beam according to the initial design parameters of the sill beam; a second construction module 640, used to construct a sill beam parameter optimization model according to a pre-constructed thickness constraint function, the target topological configuration and the axial thickness variation parameter model; and a third determination module 650, used to determine the target design parameters of the sill beam according to the sill beam parameter optimization model.

[0157] The above-mentioned vehicle body design device provided in the embodiment of the present application achieves the following technical effects: the first determination module is used to determine the crashworthiness evaluation index based on the preset rocker beam configuration, which quantifies the performance requirements of the rocker beam design and provides a clear target for the subsequent optimization design; the second determination module is used to determine the target topological configuration according to the crashworthiness evaluation index. The determination of the target topological configuration concretizes the goal of design optimization and provides a roadmap for the subsequent parametric design; the first construction module is used to construct an axial thickness variation parameter model based on the initial design parameters of the rocker beam. This model converts the expectation of the rocker beam thickness distribution into a mathematical form, which is convenient for further optimization calculations. The construction of the thickness variation parameter model ensures that the design parameters can be systematically processed and evaluated; the second construction module is used to construct a rocker beam parameter optimization model based on the pre-constructed thickness constraint function, the target topological configuration and the axial thickness variation parameter model. This model provides input for the multi-objective optimization algorithm, aiming to find a rocker beam design that can both meet the lightweight requirements and improve the impact resistance performance; the third determination module is used to determine the target design parameters, that is, the optimal rocker beam thickness distribution scheme, based on the rocker beam parameter optimization model. This determination process is the output of the entire design device. It converts the calculation results of the optimization model into production guidance, ensuring seamless connection between design and production. In summary, the body design device disclosed in this application, through the organic combination of the first determination module, the second determination module, the first construction module, the second construction module and the third determination module, achieves the technical effect of improving the impact resistance of the vehicle rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process, and solves the technical problem of how to improve the impact resistance of the vehicle rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the body design process.

[0158] It should be noted that the optional implementation methods of this embodiment can refer to the relevant description in Example 1 and will not be repeated here.

[0159] Example 5

[0160] The present application also provides an electronic device 70, please refer to Figure 7 , including a memory 710 and a processor 720, wherein the memory 710 is used to store computer programs; the processor 720 is used to execute the computer programs stored in the memory to implement the car body design method introduced in any embodiment of the present application.

[0161] The above-mentioned electronic device provided in the embodiment of the present application achieves the following technical effects: the computer program corresponding to the vehicle body design method for implementing any of the above-mentioned items is stored in a memory, and the computer program stored in the memory is executed by a processor, thereby achieving the technical effect of improving the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process, and solving the technical problem of how to improve the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process.

[0162] It can be understood by those skilled in the art that Figure 7 The structure shown is for illustration only, and the electronic device may also be a terminal device such as a smart phone (such as an Android phone, an iOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID for short). Figure 7 The structure of the electronic device is not limited. For example, the electronic device 70 may also include Figure 7 More or fewer components (such as network interfaces, display devices, etc.) shown in, or with Figure 7 Different configurations shown.

[0163] Example 6

[0164] An embodiment of the present application also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the vehicle body design method introduced in any embodiment of the present application.

[0165] Optionally, in this embodiment, the above-mentioned storage medium may include but is not limited to: a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and other media that can store computer programs.

[0166] The above-mentioned computer-readable storage medium provided in the embodiment of the present application achieves the following technical effects: the computer program corresponding to the vehicle body design method in any of the above items is stored in a computer-readable storage medium, and the computer program stored in the computer-readable storage medium is executed by a processor, thereby achieving the technical effect of improving the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process, and solving the technical problem of how to improve the impact resistance of the vehicle's rocker beam structure in side collisions while ensuring the lightweight of the vehicle during the vehicle body design process.

[0167] The serial numbers of the above embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0168] In the above embodiments of the present application, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0169] In this application, a plurality refers to two or more.

[0170] In this application, unless otherwise expressly defined, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. A person of ordinary skill in the art will understand the specific meanings of these terms in this application.

[0171] The terms "first," "second," "third," "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a particular sequential order.

[0172] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0173] Unless otherwise specified, all steps of the present application may be performed sequentially or randomly. For example, a statement that the method includes steps A and B indicates that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, a statement that the method may also include step C indicates that step C may be added to the method in any order, for example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0174] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A method for designing a vehicle body, wherein the vehicle body includes a rocker beam, characterized in that: include: Determine the crashworthiness evaluation index based on the preset threshold beam configuration; determining a target topological configuration according to the crashworthiness evaluation index; Constructing an axial thickness variation parameter model of the sill beam according to initial design parameters of the sill beam; Constructing a sill beam parameter optimization model according to a pre-constructed thickness constraint function, the target topological configuration, and the axial thickness variation parameter model; According to the threshold beam parameter optimization model, target design parameters of the threshold beam are determined.

2. The method according to claim 1, characterized in that Based on the preset threshold beam configuration, the crashworthiness evaluation indicators are determined to include: Based on the preset sill beam configuration, constructing a lateral impact numerical simulation model of the sill beam; According to the lateral impact numerical simulation model, a lateral impact simulation analysis is performed on the sill beam to obtain the crashworthiness evaluation index.

3. The method according to claim 2, characterized in that Based on the preset sill beam configuration, constructing a lateral impact numerical simulation model of the sill beam includes: Based on the vehicle side collision working condition and the preset rocker beam configuration, a lateral impact numerical simulation model of the rocker beam is constructed.

4. The method according to claim 3, characterized in that According to the lateral impact numerical simulation model, a lateral impact simulation analysis is performed on the sill beam to obtain the crashworthiness evaluation index including: According to the lateral impact numerical simulation model and preset simulation parameters, a lateral impact simulation analysis is performed on the sill beam to obtain the crashworthiness evaluation index.

5. The method according to claim 1, wherein The crashworthiness evaluation indicators include maximum intrusion volume, maximum intrusion velocity, average collision force, and specific energy absorption; and determining the target topological configuration based on the crashworthiness evaluation indicators includes: Constructing a topology optimization mathematical model according to the maximum intrusion amount, the maximum intrusion speed, the average collision force, and the specific energy absorption; The topology optimization mathematical model is solved according to a preset solution algorithm and preset solution constraints to obtain the target topology configuration.

6. The method according to claim 1, characterized in that The step of constructing the axial thickness variation parameter model of the sill beam according to the initial design parameters of the sill beam includes: Determining a thickness variation coordinate system of the sill beam, wherein the coordinate origin of the thickness variation coordinate system is the axial midpoint of the sill beam, the transverse coordinate axis of the thickness variation coordinate system is the axial direction of the sill beam, and a preset area of the sill beam is a variation object of the thickness variation coordinate system; The axial thickness variation parameter model is determined based on the number of straight sections, the thickness of the straight sections, the length of the straight sections, the starting position of the straight sections, and the thickness variation coordinate system, wherein the number of straight sections, the thickness of the straight sections, the length of the straight sections, and the starting position of the straight sections are included in the initial design parameters.

7. The method according to claim 1, characterized in that Constructing the thickness constraint function includes: Determine the thickness variation constraint, transition section length constraint, and straight section number constraint based on preset requirements; The thickness constraint function is constructed according to the thickness variation constraint, the transition section length constraint and the straight section number constraint.

8. The method according to claim 1, characterized in that The step of constructing a sill beam parameter optimization model according to the pre-constructed thickness constraint function, the target topological configuration, and the axial thickness variation parameter model includes: Determining a thickness target curve according to the target topological configuration; Determining a thickness design curve according to the axial thickness variation parameter model; Comparing the target thickness curve with the designed thickness curve to obtain curve similarity; According to the curve similarity and the thickness constraint function, the threshold beam parameter optimization model is constructed with the target topological configuration as a goal.

9. The method according to claim 1, characterized in that Also includes: The target design parameters are input into a preset production plan model to determine a threshold beam production plan, wherein the threshold beam production plan is used to guide the production of the threshold beam.

10. A threshold beam, characterized in that: The parameters of the sill beam are target design parameters determined by the method according to any one of claims 1 to 9.

11. A vehicle, characterized in that: The vehicle includes the rocker beam according to claim 10 .

12. A vehicle body design device, wherein the vehicle body includes a rocker beam, characterized in that: include: A first determination module is used to determine a crashworthiness evaluation index based on a preset sill beam configuration; A second determination module is configured to determine a target topological configuration according to the crashworthiness evaluation index; A first building module is used to build an axial thickness variation parameter model of the sill beam according to initial design parameters of the sill beam; A second construction module is used to construct a sill beam parameter optimization model based on a pre-constructed thickness constraint function, the target topological configuration and the axial thickness variation parameter model; The third determination module is used to determine target design parameters of the sill beam according to the sill beam parameter optimization model.

13. An electronic device, characterized in that: comprising a processor and a memory, wherein Memory for storing computer programs; A processor, configured to execute a computer program stored in a memory to implement the method according to any one of claims 1 to 9.

14. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 9 is implemented.

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