Optimization method, device and equipment of vehicle frame structure bonding material and medium

Abstract

The invention relates to an optimization method and device for a vehicle frame structure bonding material, equipment and a medium. The method comprises the steps of performing modal, torsional rigidity and bending rigidity analysis on a finite element model of a vehicle composite structure, and optimizing structural parameters of a binding material under the condition that it is judged that the rigidity performance of a vehicle frame structure does not meet preset performance indexes based on an analysis result; on the basis of the optimized structural parameters of the binding material, parameter updating is carried out on the binding material in the finite element model of the vehicle composite structure, and on the basis of the updated finite element model of the vehicle composite structure, modal, torsional rigidity and bending rigidity analysis is carried out on the finite element model of the vehicle composite structure again; and the rigidity performance of the vehicle frame structure meets the preset performance index. Therefore, the problem that in the prior art, only light weight of metal parts of the vehicle is concerned, and light weight of non-metal parts is neglected is solved, the rigidity performance of the vehicle frame is improved, and meanwhile the overall performance and economical efficiency of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle engineering, and in particular, relates to a method and device for optimizing a bonding material of a vehicle frame structure, an apparatus, and a medium. BACKGROUND

[0002] Compared with traditional fuel vehicles, new energy vehicles have a more urgent demand for lightweight. Lightweight not only helps to reduce the demand for battery capacity, thereby reducing costs, but also enables a longer cruising range under the same battery capacity, thereby improving the economy and environmental protection of the vehicle. Therefore, vehicle lightweight technology has become a key link in the design of new energy vehicles.

[0003] In related technologies, vehicle lightweight mainly focuses on the optimization of metal components, such as optimizing the stiffness of weak positions of the vehicle body to make the torsional stiffness of the vehicle body reach the design target. In addition, methods such as topology optimization, lightweight design based on genetic algorithms, and thickness sensitivity optimization are used to achieve effective weight reduction of the vehicle body.

[0004] However, the above methods only focus on the lightweight of vehicle metal components, and ignore the lightweight of non-metal components, resulting in a large space for improvement in terms of lightweight and cost reduction of the vehicle body, and thus need to be improved. SUMMARY

[0005] The present application provides a method and device for optimizing a bonding material of a vehicle frame structure, an apparatus, and a medium to solve the problem that existing technologies only focus on the lightweight of vehicle metal components and ignore the lightweight of non-metal components, thereby improving the stiffness performance of the vehicle frame structure and the overall performance and economy of the vehicle.

[0006] To achieve the above purpose, the first aspect of the present application provides a method for optimizing a bonding material of a vehicle frame structure, comprising the following steps: Obtaining a vehicle composite structure finite element model, performing modal analysis, torsional stiffness analysis, and bending stiffness analysis on the vehicle composite structure finite element model, and determining whether the stiffness performance of the vehicle frame structure meets a preset performance index based on the analysis results; In the case where the stiffness performance of the vehicle frame structure does not meet the preset performance index, optimizing the structure parameters of the bonding material based on the analysis results to obtain optimized bonding material structure parameters; Based on the optimized bonding material structure parameters, updating the parameters of the bonding material in the vehicle composite structure finite element model, and re-executing the steps of performing modal analysis, torsional stiffness analysis, and bending stiffness analysis on the vehicle composite structure finite element model based on the updated vehicle composite structure finite element model until the stiffness performance of the vehicle frame structure meets the preset performance index.

[0007] According to an embodiment of the present application, the modal analysis, the torsional stiffness analysis and the bending stiffness analysis on the vehicle composite structure finite element model comprise: applying a preset free boundary condition to the vehicle composite structure finite element model to simulate vibration behavior of the vehicle frame structure under no constraint; based on the vibration behavior, calculating modal shapes corresponding to at least one order of modes of the vehicle composite structure finite element model in a preset frequency range; based on the modal shape corresponding to each order of the mode, calculating modal mass, modal stiffness and modal damping corresponding to each order of the mode, and based on the calculation result, evaluating contribution degree of each order of the mode to vibration response of the vehicle frame structure to obtain an evaluation result; based on the evaluation result, determining at least one order of key modes satisfying a preset condition on the influence on the vibration response of the vehicle frame structure, and analyzing at least one order of the key modes to obtain a first analysis result.

[0008] According to an embodiment of the present application, the modal analysis, the torsional stiffness analysis and the bending stiffness analysis on the vehicle composite structure finite element model comprise: applying a preset torque load to the vehicle composite structure finite element model, and calculating a torsional angle of the vehicle frame structure and a torsional moment corresponding to the torsional angle; based on the torsional angle and the torsional moment, calculating a torsional stiffness value of the vehicle frame structure, evaluating the torsional stiffness value to obtain a second analysis result.

[0009] According to an embodiment of the present application, the modal analysis, the torsional stiffness analysis and the bending stiffness analysis on the vehicle composite structure finite element model comprise: applying a preset bending load to the vehicle composite structure finite element model, and calculating a bending displacement of the vehicle frame structure and a bending moment corresponding to the bending displacement; based on the bending displacement and the bending moment, calculating a bending stiffness value of the vehicle frame structure, evaluating the bending stiffness value to obtain a third analysis result.

[0010] According to an embodiment of the present application, the vehicle composite structure finite element model comprises: respectively performing finite element modeling on the vehicle frame structure, the vehicle body glass component and the adhesive material to obtain a first finite element model, a second finite element model and a third finite element model; integrating the first finite element model, the second finite element model and the third finite element model to establish the vehicle composite structure finite element model.

[0011] According to the optimization method of the bonding material of the vehicle frame structure provided in the embodiments of the present application, the structural parameters of the bonding material are optimized based on the analysis results in the case that the stiffness performance of the vehicle frame structure does not meet the preset performance indicators by performing modal analysis, torsional stiffness analysis and bending stiffness analysis on the finite element model of the vehicle composite structure; the structural parameters of the bonding material are updated based on the optimized structural parameters of the bonding material, and the modal analysis, the torsional stiffness analysis and the bending stiffness analysis are performed again on the finite element model of the vehicle composite structure based on the updated finite element model of the vehicle composite structure until the stiffness performance of the vehicle frame structure meets the preset performance indicators. In this way, the problem that the prior art only focuses on the lightweight of the metal components of the vehicle and ignores the lightweight of the non-metal components is solved, and the stiffness performance of the vehicle frame structure is improved while the overall performance and the economy of the vehicle are improved.

[0012] To achieve the above object, the second aspect of the present application provides an optimization device of a bonding material of a vehicle frame structure, comprising: A processing module is configured to obtain a finite element model of a vehicle composite structure, perform modal analysis, torsional stiffness analysis and bending stiffness analysis on the finite element model of the vehicle composite structure, and determine whether the stiffness performance of the vehicle frame structure meets a preset performance indicator based on the analysis results. An optimization module is configured to optimize the structural parameters of the bonding material based on the analysis results in the case that the stiffness performance of the vehicle frame structure does not meet the preset performance indicator, and obtain the optimized structural parameters of the bonding material. An updating module is configured to update the parameters of the bonding material in the finite element model of the vehicle composite structure based on the optimized structural parameters of the bonding material, and perform the modal analysis, the torsional stiffness analysis and the bending stiffness analysis on the finite element model of the vehicle composite structure again based on the updated finite element model of the vehicle composite structure until the stiffness performance of the vehicle frame structure meets the preset performance indicator.

[0013] According to an embodiment of the present application, the processing module is specifically configured to: apply a preset free boundary condition to the finite element model of the vehicle composite structure to simulate the vibration behavior of the vehicle frame structure under no constraint; calculate the modal shape corresponding to at least one order modal of the vehicle composite structure in a preset frequency range based on the vibration behavior; calculate the modal mass, the modal stiffness and the modal damping corresponding to each order modal based on the modal shape corresponding to each order modal, and evaluate the contribution degree of each order modal to the vibration response of the vehicle frame structure based on the calculation results to obtain an evaluation result; Based on the evaluation result, at least one order key mode satisfying a preset condition on influence on the vibration response of the vehicle frame structure is determined, and the at least one order key mode is analyzed to obtain a first analysis result.

[0014] According to an embodiment of the present application, the processing module is specifically configured to: The preset torque load is applied to the vehicle composite structure finite element model, and the torsion angle and the torsion moment corresponding to the torsion angle of the vehicle frame structure are calculated; Based on the torsion angle and the torsion moment, the torsional stiffness value of the vehicle frame structure is calculated, and the torsional stiffness value is evaluated to obtain a second analysis result.

[0015] According to an embodiment of the present application, the processing module is specifically configured to: The preset bending load is applied to the vehicle composite structure finite element model, and the bending displacement and the bending moment corresponding to the bending displacement of the vehicle frame structure are calculated; Based on the bending displacement and the bending moment, the bending stiffness value of the vehicle frame structure is calculated, and the bending stiffness value is evaluated to obtain a third analysis result.

[0016] According to an embodiment of the present application, the processing module is specifically configured to: The vehicle frame structure, the vehicle body glass component and the bonding material are respectively modeled by finite elements to obtain a first finite element model, a second finite element model and a third finite element model; The first finite element model, the second finite element model and the third finite element model are integrated to establish the vehicle composite structure finite element model.

[0017] The vehicle frame structure bonding material optimization device provided by the embodiment of the present application, by analyzing the modal, torsional stiffness and bending stiffness of the vehicle composite structure finite element model, based on the analysis result, if the stiffness performance of the vehicle frame structure does not meet the preset performance index, the structure parameters of the bonding material are optimized; based on the optimized structure parameters of the bonding material, the parameters of the bonding material in the vehicle composite structure finite element model are updated, and based on the updated vehicle composite structure finite element model, the modal, torsional stiffness and bending stiffness of the vehicle composite structure finite element model are analyzed again until the stiffness performance of the vehicle frame structure meets the preset performance index. Thus, the problem that the prior art only focuses on the lightweight of the vehicle metal component and ignores the lightweight of the non-metal component is solved, and the stiffness performance of the vehicle frame result is improved, and the overall performance and economy of the vehicle are improved.

[0018] To achieve the above object, the third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the optimization method of the vehicle frame structure bonding material as described in the above embodiments.

[0019] To achieve the above object, the fourth aspect of the present application provides a computer readable storage medium, which stores a computer program executable by a processor to implement the optimization method of the vehicle frame structure bonding material as described in the above embodiments.

[0020] Additional aspects and advantages of the present application will be made apparent from the following description of embodiments, which will be given by way of example only. BRIEF DESCRIPTION OF DRAWINGS

[0021] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the accompanying drawings, wherein: Figure 1 A flow chart of the optimization method of the vehicle frame structure bonding material according to an embodiment of the present application; Figure 2 A schematic diagram of glass shell unit division according to an embodiment of the present application; Figure 3 A schematic diagram of glass colloid mesh division according to an embodiment of the present application; Figure 4 A schematic diagram of glass colloid bonding modeling according to an embodiment of the present application; Figure 5 A schematic diagram of vehicle composite structure finite element model according to an embodiment of the present application; Figure 6 A schematic diagram of cast aluminum tower seat riveting point simulation according to an embodiment of the present application; Figure 7 A block schematic diagram of the optimization device of the vehicle frame structure bonding material according to an embodiment of the present application; Figure 8 A schematic diagram of the structure of the electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0022] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0023] The following describes, with reference to the accompanying drawings, a method, apparatus, equipment, and medium for optimizing vehicle frame structure bonding materials according to embodiments of this application. First, the method for optimizing vehicle frame structure bonding materials according to embodiments of this application will be described with reference to the accompanying drawings.

[0024] Figure 1 This is a flowchart of an optimization method for bonding materials in a vehicle frame structure according to an embodiment of this application.

[0025] like Figure 1 As shown, the method for optimizing the bonding material of the vehicle frame structure includes the following steps: In step S101, a finite element model of the vehicle composite structure is obtained, and modal analysis, torsional stiffness analysis, and bending stiffness analysis are performed on the finite element model of the vehicle composite structure. Based on the analysis results, it is determined whether the stiffness performance of the vehicle frame structure meets the preset performance indicators.

[0026] Understandably, the finite element model of a vehicle composite structure is a numerical model used to simulate the overall structure of the vehicle frame structure (i.e., the body-in-white, referring to the body frame after welding of body structural components and body panels during vehicle manufacturing, excluding moving parts such as doors, hoods, and trunk lids, as well as accessories and decorative parts, and without painting) and body glass components (i.e., body glass, front and rear windshields, side windows, and roof glass) connected by adhesive materials. This model is established using the finite element method. Finite element analysis software can be used to divide the complex geometry into many small elements and assign material properties for detailed mechanical analysis. Modal analysis is a method used to study the inherent properties of a structure under free vibration. Torsional stiffness refers to the structure's ability to resist torsional deformation. Bending stiffness refers to the structure's ability to resist bending deformation. Preset performance indicators can be determined during the design phase and are standards used to evaluate whether the structural performance meets requirements. These indicators may include lower limits for modal frequencies, minimum values ​​for torsional stiffness, and minimum values ​​for bending stiffness.

[0027] In other words, by performing modal analysis, torsional stiffness analysis, and bending stiffness analysis on the finite element model of the vehicle composite structure, the results of these analyses can be compared with preset performance indicators to determine whether the stiffness performance of the structure meets the requirements.

[0028] The following details how to obtain the finite element model of the vehicle composite structure.

[0029] As a possible implementation manner, in some embodiments, the vehicle composite structure finite element model is acquired, including: respectively performing finite element modeling on a vehicle frame structure, a vehicle body glass component and a bonding material to obtain a first finite element model, a second finite element model and a third finite element model; and integrating the first finite element model, the second finite element model and the third finite element model to establish the vehicle composite structure finite element model.

[0030] Specifically, the vehicle frame structure refers to the main structure of the vehicle, including sheet metal parts, aluminum towers and the like. The geometric model of the vehicle frame structure is divided into a plurality of small units (such as shell units, solid units and the like) by the finite element method, and is given corresponding material properties (such as elastic modulus, Poisson's ratio, density and the like). These units are connected through nodes, and a discretized numerical model, i.e., the first finite element model, is formed.

[0031] For example, the geometric model of the vehicle frame structure is cleaned (such as removing small geometric features, repairing geometric defects and the like pretreatment operations). After the geometric cleaning is completed, the mesh division of the body-in-white sheet metal part is performed. Considering that the body-in-white is mainly composed of thin-walled sheet metal parts, shell units are used for discretization processing. In the mesh division process of the body-in-white sheet metal part, the basic grid size can be set to 8mm, while ensuring that the minimum grid size is 2.5mm; for the grid quality index, the unit warping degree is required to be <15, and the unit length-width ratio is required to be <5; in terms of unit angle, the maximum internal angle needs to be <160°, and the minimum internal angle should be >20°; in addition, in the entire grid model, the proportion of triangular units needs to be controlled to be below 5%.

[0032] In the mesh division process of the aluminum tower of the body-in-white, the basic grid size of the aluminum tower can be set to 3mm, while considering the local detail features, the minimum grid size is controlled to be 1mm; in the surface mesh division stage, second-order triangular units can be used for discretization processing to ensure that the grid quality meets the following geometric standards: unit length-width ratio <3.5, unit minimum internal angle >30°, and maximum internal angle <150°; after completing the second-order triangular surface mesh division, second-order tetrahedral units are generated based on the surface mesh. For the quality control of the tetrahedral units, the maximum unit size is set to 4mm, the minimum unit size is set to 0.8mm, and the length-width ratio is also required to be <3.5, the maximum internal angle is required to be <160°, and the minimum internal angle is required to be >20°. In the grid generation process, if it is found that the quality of the triangular units or the tetrahedral units does not meet the standards, the triangular unit parameters need to be adjusted, the tetrahedral grid needs to be regenerated, and strict grid quality checking needs to be performed. This iterative optimization process can continue until all grid units meet the established quality standard requirements. After the mesh division stage of the vehicle frame structure is completed, the corresponding material properties of each unit can be given, such as the elastic modulus, Poisson's ratio and density of steel or aluminum alloy.

[0033] The vehicle body glass components include front and rear windshields, side windows, roof glass, etc. These components are connected to the vehicle frame structure by adhesive materials (i.e. glass glue). The geometry of the glass components, especially the area where the glass contacts the vehicle frame structure, is extracted from the vehicle body design data. The geometric model of the vehicle body glass component is divided into many small elements (such as quadrilateral elements) by the finite element method, and corresponding material properties (such as elastic modulus, Poisson's ratio, density, etc.) are assigned. These elements are connected by nodes, i.e. a discretized numerical model, i.e. the second finite element model.

[0034] For example, in the vehicle body glass meshing process, reasonable element division can be performed according to the geometric characteristics of the glass. Specifically, the lower surface of the glass geometric model is selected as the division area, and quadrilateral element type is used for meshing, with the element size accurately controlled within the standard range of 8mm x 8mm, as shown in Figure 2 After the preliminary division, the mesh quality can be carefully checked and adjusted to ensure that the aspect ratio and twist degree of all elements meet the mesh quality check standards.

[0035] The adhesive material refers to the adhesive used to connect the vehicle body glass component to the vehicle frame structure, such as glass glue. The geometric model of the adhesive material is divided into many small elements (such as hexahedral elements) by the finite element method, as shown in Figure 3 and corresponding material properties (such as elastic modulus, Poisson's ratio, density, etc.) are assigned. These elements are connected by nodes, i.e. a discretized numerical model, i.e. the third finite element model.

[0036] In the area of the sheet metal part corresponding to the glass glue geometry data, two rows of uniformly distributed element meshes need to be divided. These elements should accurately correspond to the geometric position of the glass glue on the vehicle body sheet metal part. At the connection between the vehicle body sheet metal part and the vehicle body glass, adhesive element (i.e. the basic structural element that can realize the bonding function in the adhesive) is generated, as shown in Figure 4 These elements will be used to simulate the bonding effect between the glass and the vehicle body, ensuring that the mechanical properties of the model are consistent with the actual working conditions. The entire division process needs to strictly follow the engineering specifications to ensure that the accuracy and quality of the mesh meet the requirements of subsequent analysis and calculation.

[0037] After obtaining the finite element model of the vehicle frame structure (i.e. the first finite element model), the finite element model of the vehicle body glass component (i.e. the second finite element model), and the finite element model of the adhesive material (i.e. the third finite element model), the first to third finite element models can be integrated to obtain the finite element model of the vehicle composite structure, as shown in Figure 5Specifically, in the model connection and material attribute assignment process, the processing of the body weld points can adopt an automatic program developed by TCL (Tool Command Language) secondary development, generate hexahedral elements that meet the requirements to simulate the body weld points, and the diameter of each weld point is 6 mm; for the simulation of the adhesive parts, hexahedral elements can also be used for modeling to accurately reflect the mechanical properties of the adhesive layer; the weld seam part can be simulated by using triangular prism elements, and the height of the weld seam can be set to 3 mm, which is consistent with the actual situation; the bolt connection can be simulated by using rigid elements, which assumes that the connection part has infinite rigidity, simplifying the calculation model while ensuring the connection stiffness. For the aluminum tower seat, a layer of shell elements can be created on the surface of the tower seat body element, with a thickness of 0.01 mm, and the shell elements and the body elements adopt a common node processing method, i.e., they share nodes in geometry, ensuring the continuity of the connection and the displacement compatibility between them. As shown in Figure 6 The riveting point elements are arranged between the body sheet metal and the aluminum tower seat shell elements, and adopt hexahedral elements similar to the weld points, with a unit diameter of 8 mm to adapt to the process characteristics of riveting. All riveting elements are assigned steel material properties, including key parameters such as elastic modulus and Poisson's ratio.

[0038] The material properties of other parts of the body-in-white can be accurately assigned according to the actual material characteristics, including key mechanical parameters such as elastic modulus, Poisson's ratio, and density. These parameters are strictly set in accordance with material test data to ensure the accuracy of the finite element model. The entire modeling process takes into account the differences in characteristics of different connection methods and the mechanical behavior of each component material, laying a solid foundation for subsequent simulation analysis.

[0039] Next, how to perform modal analysis, torsional stiffness analysis, and bending stiffness analysis on the vehicle composite structure finite element model will be described in detail.

[0040] As a possible implementation manner, in some embodiments, the modal analysis, torsional stiffness analysis, and bending stiffness analysis on the vehicle composite structure finite element model include: applying a preset free boundary condition to the vehicle composite structure finite element model to simulate the vibration behavior of the vehicle frame structure under no constraint; based on the vibration behavior, calculating modal shapes corresponding to at least one order modal of the vehicle composite structure finite element model in a preset frequency range; based on the modal shape corresponding to each order modal, calculating the modal mass, modal stiffness, and modal damping corresponding to each order modal, and based on the calculation result, evaluating the contribution degree of each order modal to the vibration response of the vehicle frame structure to obtain an evaluation result; based on the evaluation result, determining at least one order key modal that satisfies a preset condition on the influence on the vibration response of the vehicle frame structure, and analyzing the at least one order key modal to obtain a first analysis result.

[0041] It can be understood that modal analysis is a method for studying the inherent characteristics of the vehicle frame structure in a free vibration state, and the vibration behavior of the vehicle frame structure at different frequencies is understood by calculating the modal frequency and modal shape of the structure. Among them, the modal frequency refers to the natural vibration frequency of the vehicle frame structure under a certain vibration mode; the modal shape describes the vibration form of the vehicle frame structure under a certain modal frequency, including the displacement distribution and vibration direction of each point.

[0042] Specifically, the vehicle composite structure finite element model is subjected to a predetermined free boundary condition to simulate the vibration condition without external constraints that the vehicle may encounter in actual use, which helps to more accurately evaluate the dynamic performance of the vehicle frame structure. Among them, the free boundary condition refers to the assumption that all boundaries of the structure are not constrained by external forces in modal analysis, i.e. no external force or external torque acts, and the structure can vibrate freely. Modal analysis is usually performed within a predetermined frequency range, for example, from 1 Hz to 50 Hz, within which the first few (such as the first 10) lowest modal frequencies and corresponding modal shapes of the vehicle frame structure can be calculated using numerical methods such as the Lamb algorithm or subspace iteration method. Then, based on the modal shape corresponding to each modal, the modal mass, modal stiffness and modal damping corresponding to each modal are calculated, wherein the modal mass can reflect the inertial effect of the modal in vibration, the modal stiffness can reflect the rigidity of the modal, and the modal damping is related to the attenuation characteristics of the modal. By calculating these parameters, the contribution of each modal to the vibration response of the vehicle frame structure can be more comprehensively evaluated. Based on the evaluation results, key modes that have a greater impact on the vibration response of the vehicle frame structure can be identified. These key modes usually have a significant impact on the dynamic performance (such as ride comfort and handling stability) of the vehicle. By analyzing the key modes, the first analysis result can be obtained.

[0043] In addition, by checking the modal shape corresponding to each modal, it can be determined whether the connection of the verification model is correct. If the modal shape is reasonable and consistent with the physical law, it can be concluded that the model connection is correct.

[0044] As a possible implementation, in some embodiments, the modal analysis, torsional stiffness analysis and bending stiffness analysis of the vehicle composite structure finite element model include: applying a predetermined torsional load to the vehicle composite structure finite element model, and calculating the torsional angle of the vehicle frame structure and the torsional torque corresponding to the torsional angle; based on the torsional angle and the torsional torque, the torsional stiffness value of the vehicle frame structure is calculated, and the torsional stiffness value is evaluated to obtain a second analysis result.

[0045] Specifically, applying a preset torque load (at least one) to the finite element model of the vehicle composite structure can simulate the torsion working condition that the vehicle may encounter in actual use, such as the torsion force when the vehicle is turning or driving on uneven road. After applying the preset torque load, the torsion angle and the torsion moment of the vehicle frame structure can be further calculated, wherein the torsion angle refers to the angular displacement of the vehicle frame structure under the action of the torque, and the torsion moment can reflect the size of the applied preset torque load. Based on the torsion angle and the torsion moment, the torsional stiffness value of the vehicle frame structure can be calculated, i.e., torsional stiffness = torsion moment / torsion angle, and the torsional stiffness value can reflect the ability of the vehicle frame structure to resist torsional deformation, and a higher torsional stiffness value means that the vehicle frame structure deforms less under the action of the same torque. By evaluating the torsional stiffness value, a second analysis result can be obtained.

[0046] It should be noted that if the applied preset torque load is one, then one torsional stiffness value is calculated; if the applied preset torque load is multiple, then the torsional stiffness values corresponding to different preset torque loads need to be calculated respectively, and each torsional stiffness value is analyzed and evaluated.

[0047] As a possible implementation, in some embodiments, the modal analysis, the torsional stiffness analysis and the bending stiffness analysis on the finite element model of the vehicle composite structure include: applying a preset bending load to the finite element model of the vehicle composite structure, and calculating the bending displacement of the vehicle frame structure and the bending moment corresponding to the bending displacement; based on the bending displacement and the bending moment, calculating the bending stiffness value of the vehicle frame structure, evaluating the bending stiffness value, and obtaining a third analysis result.

[0048] Specifically, applying a preset bending load to the finite element model of the vehicle composite structure can simulate the bending working condition that the vehicle may encounter in actual use, such as the load distribution of the vehicle in the vertical direction, including the weight of the vehicle itself, the weight of passengers and goods, etc. After applying the bending load, the bending displacement of the vehicle frame structure and the corresponding bending moment can be further calculated, wherein the bending displacement refers to the deformation degree of the structure under the action of the bending load, and the bending moment can reflect the size of the applied preset bending load. Based on the bending displacement and the bending moment, the bending stiffness value of the vehicle frame structure can be calculated, i.e., bending stiffness = bending moment / bending displacement, and the bending stiffness value can reflect the ability of the vehicle frame structure to resist bending deformation, and a higher bending stiffness value means that the vehicle frame structure deforms less under the action of the same bending load. By evaluating the bending stiffness value, a third analysis result can be obtained.

[0049] According to the first to third analysis results, whether the modal frequency of the key mode is greater than the lower limit value of the modal frequency, whether the calculated torsional stiffness value is greater than the minimum value of the torsional stiffness, and whether the calculated bending stiffness value is greater than the minimum value of the bending stiffness can be determined respectively. If the modal frequency of the key mode is greater than the lower limit value of the modal frequency, and the calculated torsional stiffness value is greater than the minimum value of the torsional stiffness, and the calculated bending stiffness value is greater than the minimum value of the bending stiffness, it can be indicated that the stiffness performance of the vehicle frame structure meets the preset performance index.

[0050] In step S102, in the case where the stiffness performance of the vehicle frame structure does not meet the preset performance index, the structure parameters of the bonding material are optimized based on the analysis results to obtain optimized bonding material structure parameters.

[0051] The structure parameters of the bonding material can include an elastic modulus, a bonding area size, and a bonding height. The elastic modulus is the ability of the material to resist deformation. The bonding area size is the area covered by the bonding material. The bonding height is the thickness of the bonding material.

[0052] Specifically, if it is determined that the stiffness performance of the vehicle frame structure does not meet the preset performance index, the structure parameters (such as the elastic modulus, the bonding area size, and the bonding height) of the bonding material can be optimized. Optimizing the elastic modulus can improve the stiffness of the vehicle frame structure. Optimizing the bonding area size can optimize the mechanical performance of the vehicle frame structure. Optimizing the bonding height can optimize the stiffness and weight of the vehicle frame structure. It should be noted that all optimization schemes need to be strictly verified for feasibility. Under the premise of ensuring process realizability and cost controllability, the optimal parameter combination is sought within the allowed range of design variables to achieve comprehensive optimization of multiple indicators such as bonding performance, lightweight, durability, etc.

[0053] In step S103, the bonding material in the vehicle composite structure finite element model is updated based on the optimized bonding material structure parameters, and the steps of modal analysis, torsional stiffness analysis, and bending stiffness analysis on the vehicle composite structure finite element model are re-executed based on the updated vehicle composite structure finite element model until the stiffness performance of the vehicle frame structure meets the preset performance index.

[0054] That is, after obtaining the optimized bonding material structure parameters, the optimized bonding material structure parameters can be applied to the vehicle composite structure finite element model to update the model, and the updated model is re-analyzed for modal analysis, torsional stiffness analysis, and bending stiffness analysis to verify whether the optimization is effective. If the optimized performance still does not meet the preset performance index, the above adjustment and verification steps are repeated until the stiffness performance of the vehicle frame structure meets the preset performance index.

[0055] It can be understood that the purpose of optimizing the structural parameters of the bonding material is to improve the stiffness performance of the vehicle frame structure without significantly increasing the weight. This not only improves the safety and dynamic performance of the vehicle, but also reduces the material cost, achieving the dual goals of lightweight and cost reduction.

[0056] According to the optimization method of the bonding material of the vehicle frame structure provided in the embodiments of the present application, the modal, torsional stiffness and bending stiffness of the vehicle composite structure finite element model are analyzed, and the structural parameters of the bonding material are optimized based on the analysis results in the case that the stiffness performance of the vehicle frame structure does not meet the preset performance indicators. The parameters of the bonding material in the vehicle composite structure finite element model are updated based on the optimized bonding material structural parameters, and the modal, torsional stiffness and bending stiffness of the vehicle composite structure finite element model are re-analyzed based on the updated vehicle composite structure finite element model until the stiffness performance of the vehicle frame structure meets the preset performance indicators. Thus, the problem that the prior art only focuses on the lightweight of the vehicle metal parts while ignoring the lightweight of the non-metal parts is solved, and the stiffness performance of the vehicle frame structure is improved while the overall performance and economy of the vehicle are improved.

[0057] Secondly, the optimization device of the bonding material of the vehicle frame structure according to the embodiments of the present application is described with reference to the accompanying drawings.

[0058] Figure 7 is a block schematic diagram of the optimization device of the bonding material of the vehicle frame structure according to an embodiment of the present application.

[0059] As shown in Figure 7 , the optimization device of the bonding material of the vehicle frame structure 10 comprises a processing module 100, an optimization module 200 and an updating module 300.

[0060] The processing module 100 is configured to obtain a vehicle composite structure finite element model, perform modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model, and determine whether the stiffness performance of the vehicle frame structure meets the preset performance indicators based on the analysis results. The optimization module 200 is configured to optimize the structural parameters of the bonding material based on the analysis results in the case that the stiffness performance of the vehicle frame structure does not meet the preset performance indicators, and obtain the optimized bonding material structural parameters. The updating module 300 is configured to update the parameters of the bonding material in the vehicle composite structure finite element model based on the optimized bonding material structural parameters, and re-perform the steps of modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model based on the updated vehicle composite structure finite element model until the stiffness performance of the vehicle frame structure meets the preset performance indicators.

[0061] Optionally, in some embodiments, the processing module 100 is specifically configured to: apply a preset free boundary condition to the finite element model of the vehicle composite structure to simulate vibration behavior of the vehicle frame structure under no constraint; based on the vibration behavior, calculate a modal shape corresponding to at least one order modal of the finite element model of the vehicle composite structure in a preset frequency range; based on the modal shape corresponding to each order modal, calculate a modal mass, a modal stiffness and a modal damping corresponding to each order modal, and based on the calculation results, evaluate a contribution degree of each order modal to the vibration response of the vehicle frame structure to obtain an evaluation result; based on the evaluation result, determine at least one order key modal which has an impact on the vibration response of the vehicle frame structure satisfying a preset condition, and analyze the at least one order key modal to obtain a first analysis result.

[0062] Optionally, in some embodiments, the processing module 100 is specifically configured to: apply a preset torque load to the finite element model of the vehicle composite structure, and calculate a torsion angle of the vehicle frame structure and a torsion moment corresponding to the torsion angle; based on the torsion angle and the torsion moment, calculate a torsion stiffness value of the vehicle frame structure, and evaluate the torsion stiffness value to obtain a second analysis result.

[0063] Optionally, in some embodiments, the processing module 100 is specifically configured to: apply a preset bending load to the finite element model of the vehicle composite structure, and calculate a bending displacement of the vehicle frame structure and a bending moment corresponding to the bending displacement; based on the bending displacement and the bending moment, calculate a bending stiffness value of the vehicle frame structure, and evaluate the bending stiffness value to obtain a third analysis result.

[0064] Optionally, in some embodiments, the processing module 100 is specifically configured to: respectively perform finite element modeling on the vehicle frame structure, the vehicle body glass component and the bonding material to obtain a first finite element model, a second finite element model and a third finite element model; integrate the first finite element model, the second finite element model and the third finite element model to establish the finite element model of the vehicle composite structure.

[0065] It should be noted that the above description of the vehicle frame structure bonding material optimization method embodiment also applies to the vehicle frame structure bonding material optimization device of this embodiment, which will not be described here.

[0066] According to the vehicle frame structure bonding material optimization device provided by the embodiment of the present application, the modal, torsional stiffness and bending stiffness of the vehicle composite structure finite element model are analyzed, and the structure parameters of the bonding material are optimized based on the analysis result in the case that the stiffness performance of the vehicle frame structure does not meet the preset performance index; the parameters of the bonding material in the vehicle composite structure finite element model are updated based on the optimized structure parameters of the bonding material, and the modal, torsional stiffness and bending stiffness of the vehicle composite structure finite element model are re-analyzed based on the updated vehicle composite structure finite element model until the stiffness performance of the vehicle frame structure meets the preset performance index. Thus, the problem that the prior art only focuses on the lightweight of the vehicle metal components and ignores the lightweight of the non-metal components is solved, and the stiffness performance of the vehicle frame result is improved, and the overall performance and economy of the vehicle are improved.

[0067] Figure 8 The structure schematic diagram of the electronic device provided by the embodiment of the present application is provided. The electronic device can include: The memory 801, the processor 802 and the computer program stored in the memory 801 and executable on the processor 802.

[0068] The processor 802 implements the vehicle frame structure bonding material optimization method provided in the above embodiment when executing the program.

[0069] Further, the electronic device further includes: The communication interface 803 is used for communication between the memory 801 and the processor 802.

[0070] The memory 801 is used to store the computer program executable on the processor 802.

[0071] The memory 801 can include a high-speed RAM (Random Access Memory, random access memory) memory, and can also include a non-volatile memory, such as at least one disk memory.

[0072] If the memory 801, the processor 802 and the communication interface 803 are independently implemented, the communication interface 803, the memory 801 and the processor 802 can be connected to each other through a bus and complete the communication between each other. The bus can be an ISA (Industry Standard Architecture, industry standard architecture) bus, a PCI (Peripheral Component Interconnect, peripheral component interconnect) bus or an EISA (Extended Industry Standard Architecture, extended industry standard architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation,Figure 8 Only one bus or only one type of bus might exist however. Furthermore, the bus 805 and the storage memory 801 can be implemented on the same chip.

[0073] Optionally, if the storage memory 801, the processor 802 and the communication interface 803 are integrated on a chip, the storage memory 801, the processor 802 and the communication interface 803 can complete the communication among each other through an internal interface.

[0074] The processor 802 can be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to perform the methods described in the embodiments of the application.

[0075] The embodiments of the application further provide a computer readable storage medium, having stored thereon a computer program, which, when executed by a processor, implements the method for optimizing the bonding material of the vehicle frame structure as described above.

[0076] In addition, the terms "first", "second", "third", etc. are used herein only to describe different instances, and do not imply or suggest relative importance or a number of the technical features indicated. Thus, the features defined with "first", "second", etc. can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly specified.

[0077] In the description of the present application, the description referring to the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present description, the illustrative description of the above terms is not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present description and the features of the different embodiments or examples, without contradiction.

[0078] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting the present application, and the person skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. A method of optimizing a vehicle frame structure bonding material, characterized by, The method comprises the following steps: acquiring a vehicle composite structure finite element model, performing modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model, and determining whether the stiffness performance of the vehicle frame structure meets the preset performance index based on the analysis results; in the case where the stiffness performance of the vehicle frame structure does not meet the preset performance index, optimizing the structure parameters of the bonding material based on the analysis results to obtain optimized bonding material structure parameters; based on the optimized bonding material structure parameters, updating the bonding material in the vehicle composite structure finite element model, and re-executing the steps of performing modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model based on the updated vehicle composite structure finite element model until the stiffness performance of the vehicle frame structure meets the preset performance index.

2. The method of claim 1, wherein, The modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model comprise: applying a preset free boundary condition to the vehicle composite structure finite element model to simulate the vibration behavior of the vehicle frame structure under no constraint; based on the vibration behavior, calculating the modal shape corresponding to at least one order modal of the vehicle composite structure finite element model in a preset frequency range; based on the modal shape corresponding to each order modal, calculating the modal mass, modal stiffness and modal damping corresponding to each order modal, and based on the calculation results, evaluating the contribution degree of each order modal to the vibration response of the vehicle frame structure to obtain an evaluation result; based on the evaluation result, determining at least one order key modal which meets the preset condition for affecting the vibration response of the vehicle frame structure, and analyzing at least one order key modal to obtain a first analysis result.

3. The method of claim 1, wherein, The modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model comprise: applying a preset torque load to the vehicle composite structure finite element model, and calculating the torsional angle of the vehicle frame structure and the torsional moment corresponding to the torsional angle; based on the torsional angle and the torsional moment, calculating the torsional stiffness value of the vehicle frame structure, evaluating the torsional stiffness value to obtain a second analysis result.

4. The method of claim 1, wherein, The modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model comprise: applying a preset bending load to the vehicle composite structure finite element model, and calculating the bending displacement of the vehicle frame structure and the bending moment corresponding to the bending displacement; based on the bending displacement and the bending moment, calculating the bending stiffness value of the vehicle frame structure, evaluating the bending stiffness value to obtain a third analysis result.

5. The method of claim 1, wherein, The acquiring of the vehicle composite structure finite element model comprises: respectively performing finite element modeling on the vehicle frame structure, the vehicle body glass component and the bonding material to obtain a first finite element model, a second finite element model and a third finite element model; integrating the first finite element model, the second finite element model and the third finite element model to establish the vehicle composite structure finite element model.

6. An optimization device for bonding materials in vehicle frame structures, characterized in that, comprise: The processing module is configured to obtain a vehicle composite structure finite element model, perform modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model, and determine whether the stiffness performance of the vehicle frame structure meets the preset performance index based on the analysis result. The optimization module is configured to optimize the structure parameters of the bonding material based on the analysis result when the stiffness performance of the vehicle frame structure does not meet the preset performance index, to obtain optimized bonding material structure parameters. The updating module is configured to update the parameters of the bonding material in the vehicle composite structure finite element model based on the optimized bonding material structure parameters, and re-perform the modal analysis, torsional stiffness analysis and bending stiffness analysis on the vehicle composite structure finite element model based on the updated vehicle composite structure finite element model until the stiffness performance of the vehicle frame structure meets the preset performance index.

7. The apparatus of claim 6, wherein, The processing module is specifically configured to: apply a preset free boundary condition to the vehicle composite structure finite element model to simulate the vibration behavior of the vehicle frame structure under no constraint; based on the vibration behavior, calculate the modal shape corresponding to at least one order modal of the vehicle composite structure finite element model in a preset frequency range; based on the modal shape corresponding to each order modal, calculate the modal mass, modal stiffness and modal damping corresponding to each order modal, and based on the calculation result, evaluate the contribution degree of each order modal to the vibration response of the vehicle frame structure to obtain an evaluation result; based on the evaluation result, determine at least one order key modal that meets the preset condition for affecting the vibration response of the vehicle frame structure, and analyze at least one order key modal to obtain a first analysis result.

8. The apparatus of claim 6, wherein, The processing module is specifically configured to: apply a preset torque load to the vehicle composite structure finite element model, and calculate the torsional angle of the vehicle frame structure and the torsional torque corresponding to the torsional angle; based on the torsional angle and the torsional torque, calculate the torsional stiffness value of the vehicle frame structure, and evaluate the torsional stiffness value to obtain a second analysis result.

9. An electronic device, comprising: It includes: a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor executes the program to implement the optimization method of the bonding material of the vehicle frame structure according to any one of claims 1-5.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the optimization method of the bonding material of the vehicle frame structure according to any one of claims 1-5.

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