Automobile covering part rigidity design and detection method and rigidity detection device
By employing computer-aided design and testing methods for automotive body panels, the problem of insufficient rigidity in outer body panels has been solved, enabling effective testing and design optimization of part rigidity, thereby improving production efficiency and quality.
Patent Information
- Application Number
- CN202511395762.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-28
- Publication Date
- 2026-02-03
AI Technical Summary
In the existing technology, the rigidity of automotive outer body panels is insufficient, which makes the parts prone to deformation during production and handling, affecting production efficiency and quality. There is a lack of effective stiffness measurement tools and judgment benchmarks.
A method for stiffness design and testing of automotive body panels is adopted, including designing the product shape CAS surface, curvature verification, smoothness zebra stripe inspection, material thickness testing, stiffness simulation and stamping simulation. By simulating various indicators and adjusting design parameters through computer simulation, the stiffness of the parts is ensured to meet the requirements.
Computer-aided design defect detection before physical parts manufacturing avoids waste of materials and time, improves design efficiency, ensures parts have adequate rigidity, and reduces the workload of redesign.
Smart Images
Figure CN121456993A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive design technology, and more specifically, to a method for designing and testing the stiffness of automotive body panels, as well as a stiffness testing device. Background Technology
[0002] In automotive body panels, insufficient rigidity is a frequent issue for components such as the outer hood panel, outer door panel, and roof. This lack of rigidity makes these parts highly susceptible to deformation during production, handling, and when increasing production efficiency, ultimately leading to production halts or scrapped parts. In practical management, to determine whether a part meets the corresponding rigidity standards, the amount of deformation must be quantified.
[0003] In the process of vehicle research and development and production, there are professional measuring tools (body stiffness testing system) and corresponding judgment standards for judging the rigidity of electrophoretic painted body assemblies (such as hood assembly, door panel assembly, tailgate assembly, etc.). (When 90N is applied at a fixed measuring point, its Z-direction displacement is ≤4mm). However, even if the rigidity of the assembly is qualified, the rigidity of the outer body panels of the car may still be insufficient, which will lead to problems such as deformation of the A-side of the parts, deformation of the parts during handling, and low production efficiency during the stamping production process.
[0004] However, at present, there are no stiffness measurement tools or judgment standards for automotive exterior body panels (hood outer panel, tailgate outer panel, roof, front and rear door outer panels, etc.) in China. In order to solve the problem of poor quality and low production efficiency caused by insufficient stiffness of individual automotive exterior body panels in stamping production, and to verify the developed stiffness design evaluation system method, it is necessary to invent a set of dedicated stiffness measurement tools for automotive exterior body panels. Summary of the Invention
[0005] To address the aforementioned issues, this invention provides a method for designing and testing the stiffness of automotive body panels, as well as a stiffness testing device. By combining key factors such as styling curvature, material selection, process parameter design, and stiffness simulation methods, the stiffness of the outer panel of the body panel can be effectively evaluated.
[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a method for designing and testing the stiffness of automotive body panels, comprising the following steps: S100: Design product styling CAS surface; S200: Verify the curvature of the CAS surface of the product design. If it fails, return to step S100. S300: Perform a curvature smoothness zebra stripe check on the CAS surface of the product shape. If it fails, return to step S100. S400: Design the C-side of the product's folded edge and generate a complete sheet metal product model for the cover part; S500: Verify the material and thickness of the product model to ensure they meet the standards. If the verification fails, return to step S400. S600: Perform stiffness CAE simulation test on the product model; if it fails, return to step S400. S700: Based on the basic stamping parameters of the product's digital model components, a stamping forming digital model is constructed, and simulation calculations based on the forming method are designed; S800: Analyze whether the molding model meets the requirements. If it fails, adjust the molding model parameters locally and re-analyze whether it meets the requirements. S900: To manufacture qualified physical parts; S1000: Check whether the rigidity of the solid part meets the requirements. If it fails, return to step S400. If it passes, output the automotive body panel part inspection report.
[0007] In this technical solution, the CAS surface of the product is first designed on a computer to determine the basic shape of the product parts. CAS surface is an abbreviation for Concept A Surface in automotive preliminary styling. In the automotive R&D process, CAS surface design is in the early styling stage. CAS surface is mainly used in the styling feasibility study stage to verify regulatory requirements, styling, engineering, and manufacturing. After completing the CAS surface design, the curvature of the product's CAS surface is verified using a computer, that is, the body curvature is calculated and verified to see if it meets the requirements. Curvature verification can be used to determine whether the product's CAS surface design is reasonable, facilitating the timely detection of problems in the product's CAS surface design and allowing for redesign, avoiding the waste of time and costs caused by discovering problems in subsequent processes. After completing the product's CAS surface curvature verification, the product's CAS surface undergoes a curvature compliance zebra stripe check. The zebra stripe check is an intuitive visualization tool that simulates the phenomenon of light reflection on a curved surface to evaluate the continuity of the surface. It simulates ambient light by projecting a set of alternating stripes of different colors onto the model surface. By adding zebra stripes to the CAS surface of the product, defects on the CAS surface are visually magnified. Workers can directly determine if defects exist and redesign is necessary by observing the zebra stripes. After this step, the CAS surface is considered to meet the requirements. Then, the product's folded edge (C-surface) is designed, ultimately generating a complete 3D digital model of the product. Next, based on the preset product materials and the thickness of the designed product model, its physical properties are calculated and their compliance with requirements is determined. If not, the folded edge (C-surface) and 3D digital model are redesigned, promptly identifying design defects and avoiding time and cost losses. Then, CAE simulation is performed on the product model to test its stiffness. By simulating the physical properties of the product and applying simulated forces to its stiffness, the theoretical stiffness properties of the product are obtained, further determining whether the product design meets requirements. If not, the folded edge (C-surface) and 3D digital model are redesigned. Finally, basic stamping parameters are constructed for the product model, forming a stamping forming model. Simulation calculations based on the forming method are designed, and the forming model is analyzed to determine if it meets requirements. The finished product is manufactured through a stamping process. By generating a stamping forming digital model, the actual manufacturing process of the product can be simulated. The simulated stamping process is used to produce a formed digital model, which is then analyzed to determine if it meets the requirements. If not, the forming parameters are adjusted locally and the analysis is repeated. All of these steps are completed in a computer, so even if a redesign is needed, no new material costs or wasted production time are incurred. After completing these steps, workers begin to produce qualified physical parts. After the physical parts are completed, they are inspected to obtain accurate stiffness data and check if they meet the requirements, avoiding significant discrepancies between the computer simulation and the physical parts. Once the physical parts meet the requirements, the design is finalized, and mass production can begin.If it does not meet the requirements, design the C-side of the product's folded edge and the digital model of the complete sheet metal product.
[0008] Preferably, step S200 includes the following steps: S201: Select multiple inspection points at even intervals along the central axis of the CAS surface of the product design; S202: Calculate the Gaussian radius of each detection point; S203: Calculate the rate of change of Gaussian radius between adjacent points, and calculate the average rate of change of Gaussian radius of the CAS surface of the product shape; if the average rate of change of Gaussian radius of the CAS surface of the product shape is qualified, proceed to the next step; otherwise, return to step S100. S204: Calculate the arch height ratio H value of the Y direction of the CAS surface of the product shape. If the arch height ratio H value is not less than 1.5, proceed to the next step; otherwise, return to step S100.
[0009] Preferably, the Gaussian radius is calculated as follows:
[0010] In the formula The Gaussian radius of the detection point; Let the radius of curvature of the detection point be the radius of curvature in the X direction. Let be the radius of curvature of the detection point in the Y direction.
[0011] Preferably, the detection points include points P1, P2, P3...Pi, with a spacing of 100mm between any two adjacent detection points. The average Gaussian radius change rate of point P2 is calculated as follows:
[0012] In the formula Let P2 be the Gaussian radius. Let P1 be the Gaussian radius. Let P2 be the rate of change of the average Gaussian radius. The calculation method for the average Gaussian radius change rate of points P3, P4...Pi is similar. The calculation method for the average Gaussian radius change rate of the CAS surface of the product shape is as follows:
[0013] In the formula The average rate of change of the Gaussian radius of the CAS surface of the product design. It is the rate of change of the average Gaussian radius at point Pn.
[0014] Preferably, the Y-direction camber ratio H is calculated as follows: Y-direction camber ratio H = camber height / chord length * 100.
[0015] Preferably, step 500 further includes: after the product material and thickness are tested and verified, the outline of the component product is generated, and the support points and support planes at the four corners of the part are output.
[0016] Preferably, step S600 further includes: after the product model passes the stiffness CAE simulation test, outputting a part stiffness CAE report and a qualified product model.
[0017] Preferably, step S900 includes the following steps: S901: Equipment for manufacturing molds and tooling based on part numerals; S902: Use mold tooling equipment to stamp out qualified solid parts.
[0018] The present invention also provides a rigidity testing device for step S1000 of the above-described method for designing and testing the stiffness of automotive body panels. The device includes a frame and a detector. A slide rail is provided on the frame in a horizontal direction. The detector includes a mounting bracket, a lead screw, a sliding bracket, a testing head, and a driving component. The mounting bracket is slidably mounted on the slide rail. The lead screw is rotatably mounted on the mounting bracket and is arranged in a vertical direction. The sliding bracket is slidably mounted on the mounting bracket and has a threaded hole for threaded connection with the lead screw. The testing head is mounted on the bottom end of the sliding bracket. The driving component is mounted on the mounting bracket and is drively connected to the lead screw. A scale is also provided on the mounting bracket, and a vernier is provided on the sliding bracket. The vernier is slidably connected to the scale.
[0019] In this technical solution, the completed physical part is placed under the frame. The operator then adjusts the position of the mounting bracket so that the position of the detection head is aligned with the detection point on the part. The operator then controls the drive mechanism, which rotates the lead screw, thereby driving the sliding bracket and the detection head located on the sliding bracket to press against the part to be measured. The detection head is a force sensor with a display screen. When the detection head contacts the surface of the part, the reading on the scale is recorded to obtain the position of the detection head. The operator then controls the drive mechanism to continue pressing down on the detection head. The display screen on the detection head shows the magnitude of the force applied to the detection head, and the vernier slides accordingly on the scale. When the force displayed on the detection head reaches a preset value, the operator controls the drive mechanism to stop working and records the reading on the scale. Subtracting the two readings gives the distance the detection head has moved downward, thus obtaining the rigidity of the part at that detection point. After measuring at this detection point, the operator directs the drive mechanism in the opposite direction to drive the detection head away from the part surface. The operator then slides the drive mounting bracket on the slide rail on the frame until the detection head is aligned with the next detection point. The driving component is a handwheel. By turning the handwheel, the operator drives the lead screw to rotate, which in turn drives the detection head to move. This allows the operator to control the pressure and avoids pressure fluctuations that would occur when the detection head presses against the part, which would affect the measurement results, if the driving component is a cylinder or other similar device.
[0020] Preferably, the mounting bracket has a second threaded hole, in which a locking bolt is installed, and the locking bolt abuts against the slide rail.
[0021] Compared with the prior art, the beneficial effects of the present invention are as follows: In the present invention, the part is designed by computer before the physical part is manufactured, and the curvature, smoothness zebra stripe, material, thickness, rigidity and stamping are tested according to the design data and digital model. The entire testing and design process is completed on the computer, without involving physical production, and will not cause waste of materials and production time. It is convenient for staff to discover design defects and modify the design in a timely manner, improves the actual efficiency of staff, and reduces the extra labor load of staff who need to redesign due to design defects. Attached Figure Description
[0022] Figure 1 This is a flowchart of the method for designing and testing the stiffness of automotive body panels according to the present invention; Figure 2 This is a flowchart of step S200 in the method for designing and testing the stiffness of automotive body panels of the present invention; Figure 3 This is a flowchart of step S900 in the method for designing and testing the stiffness of automotive body panels of the present invention; Figure 4 This is a perspective view of the rigidity detection device of the present invention; Figure 5 This is a perspective view of the detector in the rigidity detection device of the present invention.
[0023] In the attached diagram: 1. Frame; 2. Detector; 11. Slide rail; 21. Mounting bracket; 22. Lead screw; 23. Sliding bracket; 24. Detection head; 25. Drive component; 26. Scale; 27. Vernier; 28. Locking bolt. Detailed Implementation
[0024] The accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent. To better illustrate this embodiment, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings. The positional relationships described in the drawings are for illustrative purposes only and should not be construed as limiting this patent.
[0025] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "long," and "short" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.
[0026] The technical solution of the present invention will be further described in detail below through specific embodiments and with reference to the accompanying drawings: Example 1 like Figure 1 As shown, a method for designing and testing the stiffness of automotive body panels includes the following steps: S100: Design the CAS (Concept A Surface) of the product; First, design the CAS of the product on a computer to determine the basic shape of the product parts. CAS is an abbreviation for Concept A Surface in automotive preliminary styling. In the automotive R&D process, CAS design is in the early styling stage. CAS is mainly used in the styling feasibility study stage for verification of regulatory requirements, styling, engineering, and manufacturing. Therefore, it is necessary to first design the CAS of the product on a computer to determine the basic shape of the product parts.
[0027] S200: Perform curvature verification on the CAS surface of the product design. If it fails, return to step S100. Curvature verification can be used to determine whether the CAS surface design of the product is reasonable, so as to promptly identify any problems in the CAS surface design and redesign it, avoiding the waste of time and cost caused by discovering problems in subsequent processes.
[0028] S300: Perform a curvature compliance zebra stripe check on the CAS surface of the product design. If it fails, return to step S100. The zebra stripe check is an intuitive visualization tool that simulates the phenomenon of light reflection on a curved surface to evaluate the continuity of that surface. It simulates ambient light by projecting a set of alternating stripes of different colors onto the model surface. By setting zebra stripes on the product's CAS surface, defects on the CAS surface are visually magnified, allowing staff to directly determine whether defects exist and require redesign by observing the zebra stripes.
[0029] S400: Design the product's folded edge surface (C-surface) and generate a complete sheet metal product model. The product's CAS surface is only a single styling surface; a complete product digital model can only be generated after the product's folded edge surface (C-surface) is designed and combined with the product's CAS surface.
[0030] S500: Verify the material and thickness of the product model to ensure they meet the standards. If they fail, return to step S400. Calculate the physical properties of the product based on the preset material and the thickness of the designed product model and determine if they meet the requirements. If they do not meet the requirements, redesign the product's folded edge C-surface and the three-dimensional digital model to promptly identify design defects and avoid time and cost losses.
[0031] S600: Perform stiffness CAE simulation test on the product digital model. If it fails, return to step S400. Test the physical properties of the product by simulating the product's stiffness using a calculator CAE and apply simulated forces to it to obtain the theoretical stiffness properties of the product. This will help determine whether the product design meets the requirements. If it does not meet the requirements, redesign the product's folded edge C-surface and the three-dimensional digital model.
[0032] S700: Basic stamping parameters are constructed from the product's digital model to form a stamping forming digital model, and simulation calculations based on the forming method are designed. After the product's digital model is deemed to meet the requirements, the design of how to manufacture the product begins. The product is manufactured through stamping. Basic stamping parameters are constructed from the product's digital model to form a stamping forming digital model, and simulation calculations based on the forming method are designed. Basic stamping parameters are constructed from the product's digital model to form a stamping forming digital model, and simulation calculations based on the forming method are designed. Various data of the forming digital model are reconstructed.
[0033] S800: Analyze whether the forming model meets the requirements. If it fails, adjust the forming parameters locally and re-analyze to see if it meets the requirements. The finished product is made through a stamping process. By generating a stamping forming model, the actual manufacturing process of the product can be simulated. The physical properties of the forming model produced by simulating the actual stamping process can be analyzed to determine whether it meets the requirements. If it does not meet the requirements, adjust the forming parameters locally and re-analyze.
[0034] S900: Produce qualified physical parts; by producing physical parts, it is possible to verify whether the part design meets the manufacturing requirements and to provide a basis for the inspection of physical parts.
[0035] S1000: Check if the rigidity of the physical part meets the requirements. If it fails, return to step S400; otherwise, output an automotive body panel part inspection report. Workers inspect the physical part to obtain accurate rigidity data and check if it meets the requirements, avoiding significant discrepancies between computer simulation and the physical part. Once the physical part meets the requirements, the design is completed, and mass production can begin. If it does not meet the requirements, design the product's folded edge C-surface and a digital model of the complete body panel sheet metal product.
[0036] like Figure 2 As shown, step S200 includes the following steps: S201: Select multiple inspection points at even intervals along the central axis of the CAS surface of the product design. In actual use, the edges of automotive body panels are fixed to the vehicle body, which provides support. The portion located along the central axis of the CAS surface is furthest from the edge of the body panel and receives the least support from the vehicle body, resulting in the lowest stiffness. By selecting inspection points along the central axis of the CAS surface, the weakest point on the product's CAS surface can be inspected. If the inspection at that point is qualified, the other parts of the CAS surface are also qualified.
[0037] S202: Calculate the Gaussian radius of each detection point; the calculated Gaussian radius of each detection point can be used as a standard to determine whether the point meets the requirements.
[0038] S203: Calculate the rate of change of Gaussian radius between adjacent points, and calculate the average rate of change of Gaussian radius of the product's CAS surface; if the average rate of change of Gaussian radius of the product's CAS surface is qualified, proceed to the next step; otherwise, return to step S100; the calculation of Gaussian radius of the product's CAS surface can be used as a basis for judging whether the CAS surface of the product's CAS surface meets the stiffness requirements in terms of structure.
[0039] S204: Calculate the Y-direction arch height ratio H. If the arch height ratio H is not less than 1.5, proceed to the next step; otherwise, return to step S100.
[0040] like Figure 2As shown, the Gaussian radius is calculated as follows:
[0041] In the formula The Gaussian radius of the detection point; Let the radius of curvature of the detection point be the radius of curvature in the X direction. Let be the radius of curvature of the detection point in the Y direction.
[0042] The detection points include P1, P2, P3...Pi, with a spacing of 100mm between adjacent points. The average Gaussian radius change rate of point P2 is calculated as follows:
[0043] In the formula Let P2 be the Gaussian radius. Let P1 be the Gaussian radius. Let P2 be the rate of change of the average Gaussian radius. The calculation method for the average Gaussian radius change rate of points P3, P4...Pi follows the same logic. The calculation method for the average Gaussian radius change rate of the CAS surface of the product shape is as follows:
[0044] In the formula The average rate of change of the Gaussian radius of the CAS surface of the product design. It is the rate of change of the average Gaussian radius at point Pn.
[0045] The method for calculating the Y-direction arch height ratio H value is as follows: The Y-axis arch height ratio H of the vehicle body is equal to the arch height / chord length * 100.
[0046] Example 2 This embodiment is similar to Embodiment 1 above, except that step 500 further includes: after the product material and thickness are verified, the outline of the component product is determined, and the support points and support planes at the four corners of the part are output. For automotive body panels, which are fixed to the vehicle body at the four corners, the support planes need to be designed according to the specific shape of the part and the shape of the vehicle body.
[0047] Step S600 also includes: after the product model passes the stiffness CAE simulation test, outputting a part stiffness CAE report and a qualified product model. Outputting the CAE report records relevant part information to provide a basis and reference for subsequent manufacturing and use processes, and also provides a reference for the design and manufacturing of other parts.
[0048] Step S900 includes the following steps: S901: Mold and tooling equipment made according to the part's digital model; because the part is specially designed and has a special shape, it is necessary to design special equipment for stamping, such as molds.
[0049] S902: Use mold tooling equipment to stamp out qualified solid parts.
[0050] Example 3 like Figure 4 , 5As shown, a rigidity testing device is used in step S1000 of the above-mentioned method for designing and testing the stiffness of automotive body panels. It includes a frame 1 and a detector. A slide rail 11 is horizontally mounted on the frame 1. The detector 2 includes a mounting bracket 21, a lead screw 22, a sliding bracket 23, a testing head 24, and a driving component 25. The mounting bracket 21 is slidably mounted on the slide rail 11. The lead screw 22 is rotatably mounted on the mounting bracket 21 and is vertically mounted. The sliding bracket 23 is slidably mounted on the mounting bracket 21 and has a threaded hole for threaded connection with the lead screw 22. The testing head 24 is mounted at the bottom of the sliding bracket 23. The driving component 25 is mounted on the mounting bracket 21 and is connected to the lead screw 22. A scale 26 is also provided on the mounting bracket 21, and a vernier 27 is provided on the sliding bracket 23. The vernier 27 is slidably connected to the scale 26. The completed physical part is placed under the frame 1. The operator then adjusts the position of the mounting bracket 21 so that the position of the detection head 24 is aligned with the detection point of the part. The operator then controls the drive unit 25, which drives the lead screw 22 to rotate, thereby driving the sliding bracket 23 and the detection head 24 located on the sliding bracket 23 to press against the part to be tested. The detection head 24 is a force sensor with a display screen. When the detection head 24 contacts the surface of the part, the reading of the vernier 27 on the scale 26 is recorded to obtain the position of the detection head 24. The operator then controls the drive unit 25 to continue pressing down on the detection head 24. The display screen on the detection head 24 shows the magnitude of the force applied to the detection head 24, and the vernier 27 slides accordingly on the scale 26. When the force displayed on the detection head 24 reaches a preset value, the operator controls the drive unit 25 to stop working and records the reading of the vernier 27 on the scale 26. Subtracting the two readings gives the distance the detection head 24 has moved downwards, thus obtaining the rigidity of the part at that detection point. After completing the measurement at the test point, the operator instructs the drive component 25 to drive the test head 24 in the opposite direction to detach it from the part surface. The operator then slides the drive mounting bracket 21 along the slide rail 11 on the frame 1 until the test head 24 is aligned with the next test point. The drive component 25 is a handwheel; the operator rotates the handwheel to drive the lead screw 22, which in turn drives the test head 24 to move. This allows the operator to control the pressure and avoids pressure fluctuations caused by using a cylinder or other drive component 25, which could affect the measurement results. The vernier 27 can be an electronic vernier with a display screen, allowing for zeroing at any position on the scale 26 and displaying the distance the vernier 27 has moved, adapting to different part shapes.
[0051] like Figure 5As shown, the mounting bracket 21 has a second threaded hole, in which a locking bolt 28 is installed, abutting against the slide rail 11. After the mounting bracket 21 slides to a preset position on the slide rail 11, the operator can tighten the locking bolt 28 to abut against the slide rail 11, thus locking the mounting bracket 21 in place. After testing is completed, simply loosen the locking bolt 28, and the mounting bracket 21 can continue to slide on the slide rail 11.
[0052] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.
Claims
1. A method for designing and testing the stiffness of automotive body panels, characterized in that, Includes the following steps: S100: CAS surface for product design; S200: Perform curvature verification on the CAS surface of the product design. If the verification fails, return to step S100. S300: Perform a curvature smoothness zebra stripe check on the CAS surface of the product shape. If it fails, return to step S100. S400: Design the C-side of the product's folded edge and generate a complete sheet metal product model for the cover part; S500: Test and verify whether the material and thickness of the product model meet the standards. If it fails, return to step S400. S600: Perform stiffness CAE simulation test on the product model; if it fails, return to step S400. S700: Construct basic stamping forming parameters for the product digital model, form a stamping forming digital model, and design simulation calculations based on the forming method; S800: Analyze whether the molding model meets the requirements. If it does not pass, adjust the molding parameters locally and re-analyze whether it meets the requirements. S900: To manufacture qualified physical parts; S1000: Check whether the rigidity of the solid part meets the requirements. If it fails, return to step S400. If it passes, output the automotive body panel part inspection report.
2. The method for designing and testing the stiffness of automotive body panels according to claim 1, characterized in that, Step S200 includes the following steps: S201: Select multiple detection points at uniform intervals along the central axis of the CAS surface of the product design; S202: Calculate the Gaussian radius of each of the detection points; S203: Calculate the rate of change of Gaussian radius between adjacent detection points, and calculate the average rate of change of Gaussian radius of the product CAS surface; if the average rate of change of Gaussian radius of the product CAS surface is qualified, proceed to the next step; otherwise, return to step S100. S204: Calculate the Y-direction arch height ratio H. If the arch height ratio H is not less than 1.5, proceed to the next step; otherwise, return to step S100.
3. The method for designing and testing the stiffness of automotive body panels according to claim 2, characterized in that, The Gaussian radius is calculated as follows: In the formula The Gaussian radius of the detection point; Let the radius of curvature of the detection point in the X direction be [the radius of curvature of the detection point]. Let be the radius of curvature of the detection point in the Y direction.
4. The method for designing and testing the stiffness of automotive body panels according to claim 3, characterized in that, The detection points include points P1, P2, P3...Pi, with an interval of 100mm between adjacent points. The average Gaussian radius change rate of point P2 is calculated as follows: In the formula Let P2 be the Gaussian radius. Let P1 be the Gaussian radius. The mean Gaussian radius change rate at point P2; The calculation method for the average Gaussian radius change rate of points P3, P4...Pi is similar. The calculation method for the average Gaussian radius change rate of the CAS surface of the product shape is as follows: In the formula The average rate of change of the Gaussian radius of the CAS surface of the product design. It is the rate of change of the average Gaussian radius at point Pn.
5. The method for designing and testing the stiffness of automotive body panels according to claim 2, characterized in that, The method for calculating the Y-direction camber ratio H is as follows: Y-direction camber ratio H = camber height / chord length * 100.
6. The method for designing and testing the stiffness of automotive body panels according to claim 1, characterized in that, Step S500 further includes: after the material and thickness of the product model have been verified, constructing the product outline and outputting the four corner support points and support planes of the part.
7. The method for designing and testing the stiffness of automotive body panels according to claim 1, characterized in that, Step S600 further includes: after the product model passes the stiffness CAE simulation test, outputting a part stiffness CAE report and a qualified product model.
8. The method for designing and testing the stiffness of automotive body panels according to claim 1, characterized in that, Step S900 includes the following steps: S901: Equipment for manufacturing molds and tooling based on part numerals; S902: Use mold tooling equipment to stamp out qualified solid parts.
9. A rigidity detection device, characterized in that, Step S1000 in the method for designing and testing the stiffness of automotive body panels according to any one of claims 1 to 8 includes a frame (1) and a detector. A slide rail (11) is provided on the frame (1) in a horizontal direction. The detector (2) includes a mounting bracket (21), a lead screw (22), a sliding bracket (23), a detection head (24), and a driving component (25). The mounting bracket (21) is slidably mounted on the slide rail (11), and the lead screw (22) is rotatably mounted on the mounting bracket (21). The lead screw (22) is arranged in a vertical direction. The sliding bracket (24)... The bracket (23) is slidably mounted on the mounting frame (21). The sliding bracket (23) is provided with a threaded hole that is threadedly connected to the lead screw (22). The detection head (24) is mounted on the bottom end of the sliding bracket (23). The driving component (25) is mounted on the mounting frame (21). The driving component (25) is connected to the lead screw (22) in a transmission manner. The mounting frame (21) is also provided with a scale (26). The sliding bracket (23) is provided with a vernier (27). The vernier (27) is slidably connected to the scale (26).
10. A rigidity detection device according to claim 9, characterized in that, The mounting bracket (21) has a second threaded hole, and a locking bolt (28) is installed in the second threaded hole. The locking bolt (28) abuts against the slide rail (11).